Luxury - GENTING Holding, Hongkong, mit CRYSTAL CRUISES auf dem Weg zum integrierten Konzern

GENTING, mit seinem Flaggschiff CRYSTAL CRUISES, macht sich neben FINCANTIERI/I, STX FRANCE/F, MEYER WERFT/D und BERGEN GROUP/N zum neuen Global Player im Kreuzfahrt Schiffbau.
by Earl of Cruise

GENTING wird mit dem für den 01.05.2016 zu unterzeichnenden Vertrag zum viertgrößten Schiffbauer Europas.

Zuerst kündigte CRYSTAL, nach der Übernahme durch die GENTING Holding, an, dass sie drei neue Kreuzfahrtschiffe der Luxus Kategorie bauen wollen. Noch zu Zeiten, als CRYSTAL zur japanischen NIPPON YUSEN KAISHA Gruppe gehörte, hatte Edie Rodriguez angekündigt, die CRYSTAL Flotte auf fünf Einheiten erweitern zu wollen. Dann kam der Verkauf an GENTING, einem Hotel und Spielkasino Konzern aus Hongkong, an dem die Familie Lim maßgeblich beteiligt ist. Nach der Übernahme lancierte man die Pressemitteilung mit dem Zusatz für den Bau auch eine eigene Werft zu suchen. Die neuen Flusskreuzfahrtschiffe, mit 84 bis 110 Gästen an Bord, fielen dabei fast hinten runter.

GENTING kaufte die in Schwierigkeiten steckende LLOYD WERFT, welche die 100.000 BRZ großen Schiffe der "internen" Luxury Class für 1.000 Passagiere/Gäste und 1.000 Crew an Bord bauen soll. Daneben sollen dort auch die Luxus Flusskreuzfahrtschiffe entstehen.

GENTING gehören neben den Hotels und Casinos in Asien auch die STAR CRUISES (ein alter MEYER WERFT Kunde), die neue DREAM CRUISES (MEYER baut gerade die GENTING DREAM und die WORLD DREAM/151.300 GT, 1682 Kabinen) und CRYSTAL CRUISES. Daneben hält GENTING noch Anteile (~ 28%) an NCL (Norwegian Cruise Lines).

Kurz nachdem die australische SCENIC CRUISES ihre beiden Luxus Expeditionsschiffe für 228 Gäste (170m Länge,16,500 BRZ, (Passenger - Crew Ratio ~1:1) angekündigt hatte, veröffentlichte CRYSTAL CRUISES seinen Expeditions Neubau, die CRYSTAL ENDEAVOUR, mit 20.000 BRZ, 180m Länge und 200 Gästen an Bord.

Neben dem Massenmarkt ein neues Rennen um die Kunden im Luxussegment?

CRYSTAL CRUISES macht in den letzten Monaten einige Schlagzeilen.

Im Februar diesen Jahres rauschte es gewaltig durch die Medien, Print, Social und TV, als Edie Rodriguez mit der SS UNITED STATES CONSERVACY auf einer Pressekonferenz verkündete eine Machbarkeitsstudie zu machen, um die BIG U wieder in Fahrt zu bringen.

Nun war Mrs. Rodriguez damals im Board der NCL, als eine ähnliche Mitteilung lanciert worden war. NCL beabsichtige die UNITED STATES und die INDEPENDENCE zu kaufen. Damals besaß NCL auch noch die NORWAY, ex FRNCE. Deren Kesselexplosion veranlasste die Reederei das Schiff außer Dienst zu stellen und als Wohnschiff für die Arbeiter der NCL Amerika Tochter und deren Neubau oder besser Weiterbau der PRIDE OF AMERICA nach Bremerhaven zur LLOYD WERFT verholt.

Die BIG U blieb damals wo sie war, in Philadelphia. Die INDEPENDENCE blieb unberührt bei ihrem Ein-Schiff-Eigner und endete beim Abschleppen zum Abwracker zerbrochen auf einer Sandbank.

Der protektionistische und antiquierte JONES ACT der USA zwang NCL zu diesem Deal, weil die PRIDE OF AMERICA, obgleich in den Staten begonnen zu bauen, kein US amerikanisches Schiff im Sinne des JONES ACT war, weil sie in Deutschland bei LLOYD fertig gestellt wurde ...

Die Ankündigung zur UNITED STATES ist jeden Fall ein Marketing Coup, und die SS UNITED STATES CONSERVACY hat im schlimmsten Fall 9 Monate Zeit bekommen, denn CRYSTAL bezahlt die mtl. Liegegebühren von US $ 60.000.

Mit € 230,6 Millionen hat GENTING nun die NORDIC YARDS gekauft und will massiv investieren. Daneben wird in Bremerhaven ein Design und Konstruktion Zentrum aufgebaut. Tan Sri Lim Kok Thay. der CEO von GENTING, verkündete, dass GENTING in den nächsten 10 Jahren alleine 30 neue Schiffe in Bremerhaven, Wismar, Stralsund und Warnemünde bauen will. Ambitioniert, aber machbar, bei dem Bauboom, welcher in der Kreuzfahrtindustrie herrscht.

‘We are pleased with the completion of the transaction as ownership of the yards provides certainty that we can build a fleet of high quality cruise ships at a pace dictated by our growth rather than constrained by supply as cruise ship orderbook continues to reach all-time highs,’ kommentierte Tan Sri Lim Kok Thay, Vorstandsvorsitzender (chairman) und CEO von GENTING HK.

‘We will begin by building four Crystal river ships scheduled for delivery in 2017 and Crystal Endeavor, the first purpose-built polar class expedition megayacht, for delivery in 2018.’

‘Our goal is to grow the yard output to two mega cruise ships and one mid-size cruise ship or megayacht a year within a decade, not only for our own fleet but also for other cruise lines and yacht owners,’ sagte Lim.

MORDIC YARDS, Stralsund © HANSA

Um diese Ziel zu erreichen wird GENTING rund € 100 Millionen in eine Stahlfabrikation, einen Modular Kabinenbauer und Werftinfrastruktur Maßnahmen in den Standorten investieren.

GENTING macht sich mit dieser Transaktion unabhängig von den knappen Bauplätzen für Kreuzfahrtschiffe. Denn noch immer gilt, auch bei verlangsamten Wachstum der weltweiten Passagierzahlen - die Reeder bauen und die Kunden buchen.

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Ocean Liners in Movies or Films at Sea (updated Nov 2017)

For liners and the shipping companies movies and films had been a top marketing tool Movies or Films and liners at sea, had been intriguing me since I have read about in my youth in LUXUSLINER - BILDER EINER GROSSEN ZEIT by Lee Server ( THE GOLDEN AGE OF OCEAN LINERS ). But earlier, mot only since my first crossing, I was keen watching movies with liners in it, and disapointed, which was an understatement, when I realized the films have been made in a set ashore in some movie "factory". That was after my first crossing. by Earl of Cruise an essay in progress `Sabrina´, Humphrey Bogart in the office, while LIBERTÉ is sailing out of New York harbor - screenshot Ocean liners, especially those of the luxury category, had been the location of dramas, love stories, thrillers, suspense and catastrophies sinde film was born, or nearly. In this list, the most descriptions are taken from Wikipedia, as I guess no one can expect having seen all these films ... otherwise I w

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ss NORMANDIE 1935 - 1942 IX

s s / te NORMANDIE starting from cold Owners: COMPAGNIE GÉNÉRALE TRANSATLANTIQUE BUILDERS: PENH Ö ET, St. Nazaire, France by Stephen Carey © , editing by Earl of Cruise This document is almost exclusively about the engineering aspects of NORMANDIE , mainly on how to start her up from cold. If you are looking for photos of the passenger spaces, there is a plethora of them on the web, in Facebook groups - Admirers of the ss Normandie , ss Normandie photographic file , The French Ocean Liners / Les Paquebots Fran ç ais , ss Normandie , GREAT LINERS OF THE PAST & PRESENT , and others, Pinterest and in articles about NORMANDIE here in the blog, please see at the end of the article. Using "ss" for NORMANDIE is quite incorrect, as NORMANDIE was a Turbo Electric vessel and not a steamship, therefore NORMANDIE should be adressed as "te". by Earl of Cruise te / ss NORMANDIE berthed in Le Havre, Gare Maritime May 29th, 1935 - colouring courtesy

Starting rms MAURETANIA from cold

rms MAURETANIA, 1907, Cold Starting CUNARD LINE Ltd., Builders: SWAN, HUNTER & WIGHAM RICHARDSON. Newcastle on Tyne by Stephen Carey, engineer, editing by Earl of Cruise rm s M AURETANIA © Stephen Carey 1 Overview of machinery spaces 1.1 Boiler rooms MAURETANIA is (or was) a quadruple screw Cunard liner fitted with 2 single-ended and 23 double-ended boilers, operating at 195lb/in2. These boilers are arranged six in 3 boiler rooms (4,3 & 2; note that Cunard numbers forward to aft compared to White Star which numbers aft to forward), and five in No1 Boiler Room (the foremost one) where the fine lines of the ship only allow 2 abreast at the forward end of this boiler room. No1 Boiler Room also houses the two single ended boilers used for hotel services and auxiliary supplies in port. The double-ended boilers are fired for transatlantic passages up to full speed and primarily used for main propulsion. Combustion air for the boilers is provided by forc

HISTORY - Traveling with airliner LZ 129 HINDENBURG was the most luxurious airtravel

The real airliner LZ 129 HINDENBURG enabled the most luxurious airtravel for decades. Imagine, gliding through the air while the landscape or the sea below can be seen ... LZ 129 HINDENBURG marks the climax of airship construction. On May 6, 1937, the story of civilian airship ended in a tragedy. In Lakehurst, New Jersey, the largest flying object and has been with the similar sized LZ 130 GRAF ZEPPELIN II the most luxurious of all time. How this came about can be reconstructed logically, a series of fatal physics concatenations . The airship LZ 129 HINDENBURG marks the climax of airship construction. It was in its time the fastest and most exclusive traveling object between Europe and America. The challenges of the construction of the giant of the heaven were immense. by Earl of Cruise LZ 129 HINDENBURG, 1936, in Lakehurst - digital copy of a coloured cover photo, originally by Bill Schneider, published in Dan Grossman´s book ` ZEPPELIN HINDENBURG: AN ILLUSTRATED HI

HISTORY - The CUNARD - WHITE STAR Liner rms QUEEN ELIZABETH (1938-1972)

Over years, in my early youth, the QUEEN ELIZABETH was shaping my mind for the perfect ocean liner, despite having made my first experiences with a liner onboard the HANSEATIC (1), ex EMPRESS OF SCOTLAND, ex EMPRESS OF JAPAN. When leaning at the rail of HANSEATIC entering the port, my eyes where every where and I wished to by a camera, I took all in. And when seeing the QUEEN ELIZABETH with my own eyes, the nice behaving young boy turned into a tomboy, that my grandmére was no longer able to tame ... I did draw quite a lot of looks, back then. I found, while on research, this article and thought it interesting publishing in my blog: written and published by John Sheperd at liverpoolships.org editing and comments by Earl of Cruise I ( John Shepard ) joined the CUNARD LINE in March 1962 as an Assistant Purser and sailed the QUEEN ELIZABETH throughout that year, before transferring to the Liverpool-based CARINTHIA in November, where I remained as Crew Purser for the next five

Germany and HAPAG - A Journey through History

HAMBURG-AMERIKANISCHEPACKETFAHRT ACTIEN GESELLSCHAFT - HAPAG or HAMBURG AMERICA LINE is reflecting, as Germany, the LLOYD of Bremen, two times of rsing and two times of devasting downfall and a third rise. BORUSSIA , 1856, First Day Cover 1956 of Deutsche Bundespost - own collection Once Germany´s biggest shipping line HAPAG / HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT-LLOYD, merged with it former old Hanseatic rival NORDDEUTSCHER LLOYD in 1970, to now HAPAG-LLOYD, had its peaks and downs, but rose each time on its own to new hights, without any state subsidies. As German mail subsidiaries did never cover the costs for purchasing or mainting the vessels ordered for the specific German mail lines. by Earl of Cruise In this article I used most German Wikipedia links, as they proved to be mostly of better research quality, and surprisinf to me, some English lines and liners have only German written articles, for the others, English Wiki links are to find

HISTORY - rms MAJESTIC - Hand in Hand with rms TITANIC

TITANIC and MAJESTIC (1890), both Royal Mail Ships, hand in hand? How so? The review of João Martins will show. by João Martins , editing by Earl of Cruise And WHITE STAR LINE was more than only a shipping line which employed rms TITANIC. WHITE STAR was company with a great heritage and introduced many innovations which became standards. Founded by Thomas Henry Ismay , originally from Maryport, and shareholders amoung whom had been HARLAND&WOLFF . Later the Irish shipbuilder, located in Belfast, built all ships for WHITE STAR. rms MAJESTIC as built by HARLAND&WOLFF - Sour ce: Wikipedia ( original seize ) T he rms MAJESTIC was a 9,965 GRT British ocean liner built by HARLAND & WOLFF for WHITE STAR LINE and completed in 1890. Her career was profoundly intertwined with rms TITANIC. In the late 1880s competition for the Blue Riband, the award for the fastest Atlantic crossing, was fierce amongst the major shipping lines. At the time the prize belonged to CUNA RD

HISTORY - PACIFIC MAIL STEAMSHIP COMPANY

The PACIFIC MAIL STEAMSHIP COMANY was existing for "just" one hundred years and was in her heydays a backbone for the development of the US West. The PACIFIC MAIL STEAMSHIP COMPANY was founded April 18, 1848, as a joint stock company under the laws of the State of New York by a group of New York City merchants, William H. Aspinwall , Edwin Bartlett, Henry Chauncey, Mr. Alsop, G.G. Howland and S.S. Howland. These merchants had acquired the right to transport mail under contract from the United States Government from the Isthmusof Panama to California awarded in 1847 to one Arnold Harris. The company was sold 1938 last to AMERICAN PRESIDENT LINES , existing only on the paper, was closed down in 1949. by Earl of Cruise CALIFORNIA , PACIFIC MAIL's first ship - Source: Wikipedia CALIFORNIAwas the first steamer built by the PACIFIC MAIL STEAMSHIP COMPANY and she was launched May 19, 1848. She sailed from New York for Panama, via Cape Horn, on October 6, 1848

ss NORMANDIE 1935-1942 III

© coloured by Daryl LeBlanc Die NORMANDIE "flying the Blue Riband" Die Technick Die 812 Mio. Francs teure NORMANDIE stellte nicht nur mit ihrer Geschwindigkeit einen neuen Höhepunkt im Schiffbau dar. Die NORMANDIE war, mit ihrer einer Tonnage von 79.280 BRT (83.423 BRT nach dem Umbau Winter 1937/38) und einer Länge von 313,75m 1935 das größte und längste Schiff, das je gebaut worden war. Zugleich war die NORMANDIE auch das erste Schiff mit einer Länge über 300 Metern (1.000 Fuß). Der Bau des gigantischen Rumpfes hatte ganze 21 Monate in Anspruch genommen. Zuvor musste der vorherige Ausbau zur Vergrößerung der Helling erledigt werden. Mit einem Stapellaufgewicht von 27.650t war der Schiffsrumpf der NORMANDIE auch die bis dato größte, jemals auf dem Land bewegte Masse. Mitverantwortlich für den Entwurf der NORMANDIE zeichnete, der nach Frankreich emigrierte Russe, Wladimir Yourkevitch. Die Konstruktion war in mancher Hinsicht außergewöhnlich. Der Rumpfqu

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