centre of the ship but we had to move it to either side and find alternative routings.” River vessels are by their nature long and narrow.
Thus Viking Njord and its sisters are being built to the maximum length (134.95m) and beam (11.45m) allowed under the applicable EU river regulations. Building in compliance with Germanischer Lloyd also satisfies Swiss flag requirements. “Each navigation area requires special design criteria. These vessels are specifically designed for the Danube/Rhine. If you want it to go on the Rhone you would have to make a different design. Air draught, draught, width and length may require a different design scope for each different river,” explained Mr Laade. A specific design feature on the Viking Njord is the diesel-electric propulsion. “This is new for a river cruise vessel. Normally it would be directly- driven propulsion with a diesel motor directly via the shaft to the propulsion units.” This decision was made by the owner among others because of the ‘green’ aspects. Diesel-electric means that it is possible to generate just the power needed, which means lower emissions. In addition, exhaust gas filters have been installed to clean the exhaust of soot and small dust particles. Two C32 and two C18 Caterpillar engines are
www.passengership.info
installed in
separate enginerooms, one forward
and one aft. Each one drives a generator. Power is supplied to a common electric network which drives four Schottel propulsion units aft and two Schottel pumpjets forward. All six propulsion units can be
VIKING NJORD
Owner Builder
Passengers Crew
Gross tonnage Length, oa Beam
Beam, moulded Depth
Draught
Draught ballast Air draught
Power, diesel-electric Propulsion units Pumpjets
Speed Class
Flag
Viking River Cruises Neptun Werft, Rostock 190 57
2,671
134.9m 11.45m 11.07m 2.96m 1.57m 2.0m 6.1mt
2 x C32 Caterpillar @ 994kW 2 x C18 Caterpillar @ 386kW
4 x Schottel STP 200 with 330kW each
2 x Schottel SPJ 82 RD with 300kW each
10.8 knots
GL 100 A5 IN (0.6) Z passengership, damage stability
Switzerland Passenger Ship Technology I Spring 2012 I 25
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