THE WORLDS FINEST SHIP, ALSO KNOWN AS HOME
Raffles low operating costs
An unseen “feature” of Raffles is its low cost of operation, but which in practice is as important as the physical features detailed above.
Achieving as low operating costs as possible, consistent with ensuring a very high quality operation and a higher level of safety than standard, was from the start a paramount objective of Raffles design and engineering development.
Selecting diesel – electric propulsion systems based on multiple (8) generators does add to Raffles initial cost but this is more than compensated for by the fuel saved. With 8 x 1,766KW engine driven alternators, only as many as are needed to provide for the current electrical load are “on line” at anyone time. This means in addition to no fuel being wasted, that maintenance and repairs costs are also directly reduced. Not so obvious is that maintenance and repair can be carried out on a continuous basis. On Raffles this in turns means within normal 8 to 5 working hours for its engineers, with no overtime necessary. Simultaneously the number of engineers / electricians that need to be carried can be less than on other similar vessels.
In practice even 1,766KW of electrical power may on occasion be too much so Raffles also has a system to switch from steam heating its stored fuel, to electric heating, to soak up the excess power.
With fuel the major cost of operation then crew costs are typically the next highest. On Raffles the crew numbers 105 with 44 designated as “ships” crew and 47 considered as “hotel” or “domestic crew”. This is about half that of similar size residential ships and achieved without any reduction in service levels simply by making sure that the crew can work efficiently and have everything they need to make their job easier. Again this involves additional capital cost, such as for the ship-wide wi-fi, closed loop VHF systems and related communications equipment, but the fact of the reduced crew needed again justifies this investment.
Overall maintenance costs, typically the next biggest item, are reduced by the decision to install multiple units in auxiliary systems, with in total higher capacity than needed. This also contributes to lower power consumption due to that only the capacity actually needed being on line. Additionally it means that 90% of maintenance can be by exchange in situ, and because physically smaller units are used, that 99% of maintenance can be carried out by the crew in their own well equipped workshops.
The unique feature (and ships structure) that allows the two main propulsors, each 100 tons, to be totally withdrawn vertically up into the marina, with Raffles still afloat, for inspection by Lloyd’s Register and / or repair – maintenance, means Raffles does not have to be dry docked for 2 to 5 days at regular intervals for this routine inspection. But of course building in this capability and providing a 100 ton crane does add to Raffles capital cost.
Throughout Raffles there are many such examples of the “future thinking” that has gone into her operation for the next 100 years and that contribute to substantially reducing her operating costs.
Lloyd’s Register, who will supervise Raffles construction full time with 2 surveyors on site, plus others visiting have also contributed to this process, informally during engineering development, then formally via their unique “future proofing” of Raffles. This process is ongoing until Raffles is delivered, with some of the leading experts in the world also involved.
An indication of what this effort means is that a similar size residence vessel is projecting charging its lessees €1,400 per m2/year contribution to its operating costs, versus the €625 per m2/year that is projected Raffles owners will need to contribute.