Fred. Olsen Cruise Lines is gifting potential single passenger with some early festive treats, as it removes single supplements on a whole raft of sailings over 2019 and into 2020.
The itineraries include both ex-UK sailings, and a series of selected fly cruises right across the entire, four-ship Fred. Olsen fleet. The only real caveat is that all travel must be booked by February 28th, 2019.
Among the options on offer are an eight night round Britain cruise, sailing from Liverpool aboard Black Watch on June 20th, 2019, and a fourteen night fly cruise on sister ship, Boudicca. That one begins in the Cypriot port of Limassol on March 5th, 2020, and finishes in Dover.
Another tempting option-also aboard Boudicca-is a fourteen night foray to the ‘Fortunate Isles’- Madeira, Tenerife and Gran Canaria-departing from Dover on March 9th, 2019. This one in particular is a nice option for anyone desperate to dodge the last, dying days of winter.
Always famous for the warm, gracious service that is the hallmark of their smaller, more intimate ships, Fred. Olsen continues to offer superb on board cuisine, as well as one of the most highly rated shore excursion programmes in the entire cruise industry. Collectively, the four ships- Balmoral, Braemar, Boudicca and Black Watch- cover almost the entire globe on their yearly roster of sailings.
While it should be no surprise to learn that the ever expanding MSC Cruises will feature a four strong mega cruise ship line up in the Western Mediterranean over most of 2019, it has to be said that the coming season’s line up is unquestionably the Italian operator’s strongest ever in the region, as well as being the most amenity laden.
It showcases the newest ship in the fleet-the 177,000 ton MSC Bellissima- as well as the MSC Seaview, MSC Divina, and the popular MSC Fantasia.
These four ships will operate variations on the popular, seven night Western Mediterranean cruise circuit from April through until late October. Collectively, they will give MSC a stunning total passenger lift of 19,000 people per week, each week for the better part of over thirty weeks in all. That’s a truly staggering logistical exercise, in and of itself.
It’s also noteworthy that these larger, more amenity laden ships are deployed on the routes where facilities and port infrastructure are, on the whole, much better and more extensive than in, say, the Aegean market. And, with a far larger passenger volume to embark and disembark for each ship, this makes simple common sense, as well as being good business for MSC.
Take a look at those Aegean ports for a moment, if you will. Many cruises sail from Venice down to Croatia and the Greek Islands using smaller ships such as the MSC Lirica, MSC Sinfonia, and the larger MSC Poesia. Here, prime destinations such as Dubrovnik, Mykonos and Santorini are, often of necessity, tender ports in the high season. As a whole, they are easier to access by smaller ship; hence in part at least MSC’s decision to deploy the larger ships on the seven day ‘Meddy-go-round’ circuit out of Italy,. France and Spain.
One of the great advantages of such deployments for potential cruisers is the fact that they can board any one of these gigantic, seagoing cathedrals across a raft of different ports. MSC generally allows embarkation from Rome’s port of Civitvecchia, as well as Marseilles and Barcelona, as an alternative to its main embarkation port of Genoa. In general, each of the different seven night itineraries will allow for at least one full day spent at sea.
Between them, these four huge, floating theme parks offer MSC’s typically sumptuous style and flair across all of the major highlights of the Western Mediterranean. From family friendly accommodations to the hushed, expansive inclusiveness of the MSC Yacht Clubs featured aboard all four ships, the line offers an unparalleled range of Italian accented cruising fun and finesse, served up with a series of world famous, legendary sights and experiences as fabulous focal points.
Let’s look at some of those itineraries as they currently stand. Alternative embarkation points are highlighted below;
The company’s new flagship will arrive in the Western Mediterranean, fresh from her spectacular christening ceremony in Southampton on March 2nd. She will carry a maximum of 5700 passengers on each sailing.
Weekly departures from Genoa to Naples, Messina, Valletta, Barcelona, and Marseilles.
Catering to some 5179 international passengers, MSC Seaview offers week-long forays from Genoa to La Spezia, Civitavecchia (For Rome), Cannes, Palma de Mallorca, Barcelona and Ajaccio.
The 4200 passenger MSC Divina begins her summer season in April, and offers sailings from Genoa to Civitavecchia, Palermo, Cagliari, Palma de Mallorca, Valenica, and Marseilles.
One of the staples of the summer Mediterranean circuit, the 3929 passenger MSC Fantasia sails from Genoa to Marseilles, Palma de Mallorca, Ibiza, Naples, and Livorno (For Florence, Lucca and Pisa)
All in all, quite a banner year for the ever expanding MSC in what remains it’s quintessential core market.
It has long been a truism of the fashion world that ‘everything old becomes new again eventually’. But it also happens right across the broad sweep of commerce as a whole; just look at the company currently trying to re-invent the postcard by offering to print and post all of those delightful photos that you have stored on digital media, and you get my drift.
The cruise industry, too, has a similar penchant for re-using the names of fabled former liners and cruise ships of old and, after years where cruise industry new builds were often almost religiously given the company’s own name as a prefix, there’s been something of a return to using the old names again of late. And, right at the forefront (as so often before) is the monolithic Carnival Corporation.
Holland America’s current, sassy Nieuw Statendam bears one of the most venerable names in maritime history. Beginning in 1898, no less than five of her illustrious fleet predecessors bore the name of Statendam (though admittedly, the prefix addition of the world ‘Nieuw’ is a nice bit of up to date word play). For the sea-minded Dutch, as well as for maritime historians and lore lovers in general, the very name of Statendam is almost totemic; an evocative nod to a time that is often- if incorrectly- seen as infinitely more glamorous than the current cruising scene.
Back in the 1920’s, a well seasoned travel writer bearing the equally well seasoned name of Basil Woon opined that ‘a speck of dirt on a Dutch ship would be enough to make the chief steward commit suicide’. And, indeed, Holland America maintains a timeless tradition for sparkling, on board cleanliness to the present. Just look at the constant raft of perfect, one hundred per cent CDC scores that the line continues to attain to this day. For HAL, this continuation of a seamless, cherished uniform standard over time is that company’s justly deserved great claim to fame. And long may it continue.
But the real surprise of these current times has surely come from Carnival Cruises itself. After decades of prefixing all it’s new builds- and, indeed, rebuilds- with the company name, it has just announced that it’s newest, largest ever built cruise ship will go right back to the future, in least in terms of name.
Starting in 2020, the Mardi Gras will be Carnival’s largest ever cruise ship when she enters service out of Florida’s Port Canaveral. She also bears the name of the line’s first ever cruise ship; the barnstorming, ex Canadian Pacific ocean liner that took the cruising world by storm (pun wholly intentional) when she made her initial, rocky debut back in 1972. No Carnival prefix here- just a statement of intent with a ship that is intended to be a literal ‘Carnival Afloat’, as it were.
Cunard is a fellow Carnival Corp. partner of HAL that can also look back on a long and illustrious lineage, with so many storied names to potentially choose from that it resembles a veritable, venerable conga line of ocean liner royalty.
That line currently sails a trio of cherished, British accented Queens (all, except for Queen Victoria, named in homage to venerated former company scions). Again, the play on famous names from a storied past has been an invaluable marketing boon for Cunard’s worldwide PR and marketing machine. And, with a fourth new Cunarder due to debut in 2022, the majority of expressed opinion seems to believe that this ship, too, will be named after a former monarch. The only problem here is that they are out of female names to use, other than-perhaps-that of Queen Anne.
Of course, there’s the potential that this particular name- never used before- might not be connected with the very successful, eighteenth century Queen Anne, but rather with the second, ill fated wife of the irascible Henry the Eighth. You can just imagine the jibes if any of her cruises had to be cut short at short notice….
Companies in general try not to associate new ship names with deceased grandees or even royalty, however noteworthy. An original idea of the French Line was to name their monumental new build of 1932 as Jeanne D’Arc. Instead, wiser (and perhaps more sober) heads prevailed, and the ship instead greeted both water and world alike as the Normandie. Mind you, considering her eventual fate, maybe that first choice of name was not too far wide of the mark, after all.
But, you get the picture. There has never been a second Titanic, Lusitania, or Andrea Doria, for instance. But as for the new Cunarder, she could still yet combine history and past majesty without needing to revert to any royal moniker at all.
Carnival Corporation could just well edge away from convention here- just as it has with the Mardi Gras name decision- and decide to eschew any royal connection whatsoever for the Cunard new build. And, if current practices and statement of intent are anything to go by, it might just well do so. As intimated earlier, it is not as if Cunard is actually short of excellent, alternative options.
How about a new Mauretana, or Aquitania? Caronia, anyone, or even Carmania? Or how about Carpathia, a name last borne by the ship that rescued the survivors of the Titanic? And perhaps, just perhaps, they could even consider a respectful nod to their former rival and partner, the White Star Line, and go with Olympic, or even the truly regal sounding Britannic? Neither of those names is as far fetched as they might seem.
What’s in a name, then? Quite a lot, as it turns out. History. Connectivity. Nostalgic familiarity and, perhaps more than anything, sheer platinum chip marketing clout. It will be very interesting to see just how this one plays out.
Israeli cruise operator, Mano Cruises, has announced that it will operate it’s recently purchased Crown Iris-formerly the Royal, Norwegian, and Thomson Majesty-on a series of Eastern Mediterranean itineraries next year.
The 40,900 ton, 1500 passenger ship will supplant the Golden Iris (originally the Cunard Princess) on a series of two to fourteen night itineraries, sailing from the port of Haifa. The ship will be targeted mainly at the local Israeli passenger market.
The two night cruises will call on the Cypriot port of Limassol while the longer, two week sailings will focus on port calls in Greece, as well as Black Sea destinations in both Bulgaria and Romania.
Prior to inaugurating this programme, the 1992 built ship will receive an extensive refurbishment that will cover all cabins. Some five restaurants will be available to passengers sailing on the ship.
It is possible that the 17,000 ton, 1977 built Golden Iris may go out on short term charter to another company, possibly for Greek islands cruises. At present, Mano Cruises is staying tight lipped on the subject but, only a few months ago, it did announce an intent to charter one of the two ships out during 2019.
The company purchased the ship from long term owners, Celestyal Cruises, after a long term charter to Thomson Cruises came to an end.
In an era where big, flashy new ships such as the Celebrity Edge and Nieuw Statendam are-not unsurprisingly- garnering the lion’s share of cruise news headlines, something very different is quietly blooming down South America way…..
Next January will witness the arrival of South America’s first ever, start up year round cruise line, as the Argentine based Pampa Cruises begins service with the Arrecife, a 16,330 ton vessel that was once a staple of the UK cruise charter market under the name of Van Gogh.
Originally built in Russia as the Gruziya back in 1975, the 800 passenger ship has spent much of the last ten years operating in the short, Greek islands cruise market, sailing out of Cyprus under the name of Samos Filoxenia. Recently dry docked and refurbished in Piraeus, the ship is expected to arrive in the northern Brazilian port of Recife later this month.
From there, the restyled Arrecife will sail on January 23rd next year, on the first of a series of some thirty-three, three to six day cruises that will take the vessel to ports such as Maceio, Natal, Cabeldelo, and Fernando de Noronha.
Collectively, these constitute a run of fresh, relatively unknown ports that are far to the north of the stream of winter cruising mainstays such as Rio, Ilhabella and Montevideo. If this operation prospers- and it’s a big ‘if’- then this region could be a future magnet to lure other, more mainstream cruise lines over time.
Come June, the Arrecife will reposition, from Recife via Santos, to operate an as yet unspecified season of cruises from Buenos Aires.
So, what sort of ship can prospective passengers look forward to?
This kind of cruising is clearly aimed mainly at a local, South American market where English is unlikely to be the first language spoken on board. The ship was originally built as a partial car ferry, though the original car decks were long ago converted into decent sized, though quite utilitarian cabins during her Russian cruise days.
There’s the usual mix of inside and outside cabins, built over several decks, and mostly of a consistent, uniform size. There are some deluxe cabins on Seven Deck, but no cabins of any size have a balcony.
You can forget rock climbing walls, ice rinks, flow riders, and floor shows held in auditoriums as large as the average zeppelin hangar. The Arrecife will be primarily a destination oriented product, with a reasonable level of comfort, service and accommodation that is married to a potentially outstanding set of itineraries.
And it’s not as if the ship herself is lacking in facilities. The Arrecife has (at present) some five bars and lounges, a night club, cinema, and a main restaurant. There’s also a self service buffet venue, plus a combination bar and casino. There is a circular swimming pool, sited on an aft facing lido deck, and a quite decent amount of deck space for sunning.
You’re getting comfort rather than luxury here, and at a yet as to be disclosed price, from what is, essentially, a start up operator. All of these factors need to be borne in mind by prospective travellers. For those contemplating taking flights from Europe, it’s also worth mentioning that budget operator, Norwegian Air has a direct flight service from London’s Gatwick Airport, to Recife in Brazil.
As a start up operation, this is definitely one to watch. It could stumble and fall, or it could just as easily soar like a bird. But in an industry that is desperately crying out for new destinations like never before, there is no doubt that there is some real, innovative thinking at work here. I admire them for the sheer sense of someone doing something totally different from the norm.
This is one to watch, methinks. Stay tuned for updates.
It’s a question well worth asking, when you consider developments over recent years. Are newer, bigger ships trading off intimacy and accessibility to ports in order to create more dining experiences and ever larger, more luxurious suites? Has the formerly unique magic of the deluxe, all inclusive ships been diluted in some quarters by a headlong rush to build bigger, flashier ships than was the case some three decades ago? Let’s take a look….
This article was prompted in part by the decision of Windstar to embark on an ambitious, triple ship expansion programme. It’s three motor yachts- fondly remembered as the original, start up trio for the very upscale Seabourn Cruises- will be updated with the addition of a twenty-five metre new mid section. Tonnage will go up from the present 10,000 to around 13,000; an increase of roughly a third. But passenger capacity will go from 212 to 312-an almost fifty per cent increase in real terms.
All three ships will benefit from new suites, and no doubt those added balcony rooms will do much to increase the allure of the already superb Windstar product. There will also be a welcome brace of new restaurants, together with a new spa, and much expanded health facilities. But will this upping of guest numbers do anything in the long run to dilute the on board Windstar experience that people know and love?
It isn’t simply the enlargement of existing ships that is worth considering. Look at Silversea. That line started in 1994/1995 with a brace of beautiful, bespoke 19,000 ton sister ships- Silver Cloud and Silver Wind- that carried just 279 guests each. The same line’s latest ships now come in at around the 40,000 ton mark, and the recent lengthening of the 2009 built Silver Spirit brought her roughly up to that same size as well.
Over at Seabourn, those same, original 10,000 ton sister vessels cited in the Windstar paragraph have been supplanted by a series of wonderful new vessels, each one four times as large as those original building blocks. Seabourn had rightly realised that a lack of expansive cabin balconies on those ships was seen as a drawback; a fact that Windstar’s decision to upgrade those same three ships would seem to vindicate. But a fourfold increase in overall size is still quite the leap.
When Oceania Cruises turned it’s mind to new builds in 2011, the two resulting ships- Marina and Riviera- were svelte, sublime twin revelations in many ways. And, at 66,000 tons each, they were more than twice the size of the R-Class ships with which the company had been founded back in 2003. Passenger capacity almost doubled as well, right up to 1,266 on the new ships.
But not everybody has gone down the ‘bigger is better’ route. Always at the edge of the luxury pack, Crystal Cruises’ initial plans for a trio of 100,000 ton, deluxe sister ships, complete with an entire deck of Condo suites for sale, was scaled back down to a more bijoux trio of 60,000 tonners that sit neatly between the lines’ existing brace of seagoing scions, Crystal Symphony and Crystal Serenity. And, in another move, both of those latter ships have actually had their on board guest capacity reduced. This is partly to finally allow both ships to offer single sitting dining, and also to create some larger, more expansive suites at the very top end of both ships.
Regent Seven Seas, too, has also remained on it’s successful, well proven trajectory of crafting ships of around 50,000 tons. The line’s recent Seven Seas Explorer is just 4,000 tons bigger than the 2003 built Seven Seas Voyager. For Regent, ‘steady as she goes’ seems to be the mantra in terms of size and on board numbers.
Azamara Club Cruises has played it coy, nurturing and burnishing a trio of 30,000 ton, former R-Class sisters that, in time, will almost certainly be joined by a fourth. As things stand, this is one of the best balanced lines of all in terms of synergy.
Does size really matter in the long run, then? Not so much in terms of personal space on the luxury ships, where the passenger numbers are still kept at a uniform low. If anything, accommodations have actually grown in terms of size and opulence. And, of course, these larger ships can offer far more diverse, sophisticated dining options. And, while entertainment is not always the main priority on many upscale ships, it’s also true that crafting a larger class of ship allows for more diversity and range in the on board offerings. And there are few greater luxuries associated with top end cruising than choice, whether in terms of food, accommodation and yes, even entertainment.
Where a bigger ship-however luxurious-can lose out is in terms of access to smaller, more intimate ports of call around the globe. That’s immutable, and one of the areas in which size really does matter.
The bottom line? It’s always going to be a trade off, even at cruising’s gilded apex. If it’s ease of access and the destinations that are your prime driver when picking a cruise, then opting for a small ship remains an obvious given. But, if the on board lifestyle and luxe are more your prime consideration, then any one of the more recent breed of larger, luxury cruise ship will please and pamper you, 24/7.
There is no ‘right’ or ‘wrong’ here either, by the way. There’s just diversity. And we’re all the better off for that, whatever cruise type we decide to choose.
When extra capacity becomes an imperative and you simply don’t have the time to build a new ship from scratch, sometimes the best solution is to ‘stretch’ one or more of your existing ships instead, to accommodate more guests.
Stretching ships as an expedient is nothing new; in the 1970’s and early 80’s, both Royal Caribbean and Royal Viking Line did exactly that with (almost) all of their first line tonnage. Later. Home Lines and Norwegian Cruise Line did something similar, but on a larger scale of ship. And even Royal Caribbean not so many years ago ‘stretched’ one of it’s Vision class ships in the American short cruise market.
Stretching is faster on the whole, it’s usually cheaper, and it also allows the option of staggering the rebuilds so that at least some of the ships are always in service, guaranteeing that vital revenue flow that all lines need to keep to survive.
Recently, Windstar Cruises decided to go down this same, tried and tested path. The line is introducing a $250,000,000, three ship expansion project- the Star Plus initiative- that will bring all three of it’s current motor yachts right up to the forefront of intimate, contemporary cruise vessels.
Between October of 2019 and November 2020, Star Breeze, Star Legend and Star Pride will each in turn be cut in half at the Fincantieri shipyard in Palermo, Italy. There, all three ships will have a newly built, 25.6 metre long mid section inserted.
Tonnage for each ship will go up, from the present 10,000 to a projected 13,000 tons in all. The addition of some fifty new suites and cabins will bring the guest capacity of each ship up to around 312- one hundred more than at present.The new, added space will allow for the creation of two new, as yet unspecified dining venues on each ship, together with a new spa, a much larger fitness centre, and extra retail space. Crew accommodation will also be significantly upgraded; always a good move.
Far more crucially-both for the environment and Windstar’s bottom line- all three ships will be completely re-engined with a set of four new motors. These are designed to make the ships cleaner and more fuel efficient, and also to give them a slight increase on their present speed of around eighteen knots.
The yachts- all near identical sister ships built between 1989 and 1992- have been carefully inspected right back down to the bare steel, and were found to be in such excellent overall condition that a rebuild on this scale was eminently practical, as well as financially sound.
In all, this vastly ambitious project should raise passenger capacity across the six-ship strong Windstar fleet by something like twenty four per cent overall. At present, no plans have been announced in regard to the stellar core trio of sail assisted vessels that were the line’s founding sisters, but I would be very surprised if some kind of complementary upgrade programme is not at least being considered.
Eschewing the on board formality and set dining times of some other upscale lines, Windstar has long been a byword for casually elegant cruising in a more intimate environment, with the six ships literally covering most of the globe between them. With a reputation for high quality food and excellent, personalised service, it has long been the choice of those who prefer to take their cruises in an upscale, unstructured environment that still pays attention rather than lip service to the smallest detail.
I’ll be following this one with more than a passing interest. As ever, stay tuned for updates.
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