Design and Practice of Cruise Ports [1st ed.] 9789811554278, 9789811554285

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Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4

Zekun Cheng Lei Gong Chen Li

Design and Practice of Cruise Ports

Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping Volume 4

Series Editor Nikolas I. Xiros, University of New Orleans, New Orleans, LA, USA

The Naval Architecture, Marine Engineering , Shipbuilding and Shipping (NAMESS) series publishes state-of-art research and applications in the fields of design, construction, maintenance and operation of marine vessels and structures. The series publishes monographs, edited books, as well as selected PhD theses and conference proceedings focusing on all theoretical and technical aspects of naval architecture (including naval hydrodynamics, ship design, shipbuilding, shipyards, traditional and non-motorized vessels), marine engineering (including ship propulsion, electric power shipboard, ancillary machinery, marine engines and gas turbines, control systems, unmanned surface and underwater marine vehicles) and shipping (including transport logistics, route-planning as well as legislative and economical aspects). The books of the series are submitted for indexing to Web of Science.

More information about this series at http://www.springer.com/series/10523

Zekun Cheng Lei Gong Chen Li •

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Design and Practice of Cruise Ports

123

Zekun Cheng CCCC Third Harbor Consultants Co., Ltd. Shanghai, China

Lei Gong Merchants Shekou Industrial Zone Co., Ltd. Shenzhen, China

Chen Li College of Transport and Communications, Shanghai Maritime University Shanghai, China CCCC Third Harbor Consultants Co., Ltd. Shanghai, China

Translated by Li Huijuan CCCC Third Harbor Consultants Co., Ltd. Shanghai, China

Yao Jianxin CCCC Third Harbor Consultants Co., Ltd. Shanghai, China

Qiu Zhaoshan CCCC Third Harbor Consultants Co., Ltd. Shanghai, China

Yu Zheng CCCC Third Harbor Consultants Co., Ltd. Shanghai, China

ISSN 2194-8445 ISSN 2194-8453 (electronic) Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping ISBN 978-981-15-5427-8 ISBN 978-981-15-5428-5 (eBook) https://doi.org/10.1007/978-981-15-5428-5 © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 This work is subject to copyright. All rights are solely and exclusively licensed by the Publisher, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. The publisher, the authors and the editors are safe to assume that the advice and information in this book are believed to be true and accurate at the date of publication. Neither the publisher nor the authors or the editors give a warranty, express or implied, with respect to the material contained herein or for any errors or omissions that may have been made. The publisher remains neutral with regard to jurisdictional claims in published maps and institutional affiliations. This Springer imprint is published by the registered company Springer Nature Singapore Pte Ltd. The registered company address is: 152 Beach Road, #21-01/04 Gateway East, Singapore 189721, Singapore

Preface

With the rapid development of China’s economy and society and the continuous improvement of people’s living standard, the construction of cruise terminals in China has developed rapidly in recent years. The completion and operation of cruise terminals in Shanghai, Tianjin, Qingdao, Hainan, Xiamen, Shenzhen, Guangzhou and other places have effectively guaranteed the development of cruise economy in China. The cruise economy refers to the overall economic effects generated by the development of related industries driven by cruise tourism as the core product. The basic development model is to build cruise port terminals and related facilities to attract cruise ships, thus driving the value of the cruise-related industrial chain. In order to meet the needs of development of the cruise economy, effectively guide the layout of cruise terminals and ensure the development and construction of cruise terminals in an orderly manner, the Ministry of Transport promulgated the National Coastal Cruise Port Layout Planning Proposal in 2015 and issued the layout proposal for the coastal cruise ports in China, which have played a great guiding role in the construction of coastal cruise terminals in China. Due to the late start of construction of cruise terminals in China, the lack of technical and management experience accumulation, in order to fully absorb the technical achievements and practical experience of foreign cruise terminals, in combination with the Design Code for Cruise Terminals (JTS170-2015) promulgated and implemented by the Ministry of Transport in 2016, to provide technical reference for the construction of cruise terminals in China, we compiled this book for reference by engineers and researchers. The book is divided into nine chapters. Chapter 1 introduces the construction status and development trend of cruise terminals, written by Cheng Zekun and Li Chen. Chapter 2 focuses on the main scale of cruise ships, written by Ma Yanyong, Cheng Zekun and Li Chen. Chapter 3 focuses on the basic situation of global cruise ports, mainly written by Li Chen and Cheng Zekun. Chapter 4 is site selection of cruise terminals, written by Cheng Zekun and Li Chen. Chapter 5 is the plan layout of cruise terminals, written by Li Chen and Cheng Zekun. Chapter 6 is the cruise process, written by Tang Qinhua and Li Chen. Chapter 7 is terminal building, v

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mainly written by Li Chen and Tang Qinhua. Chapter 8 is the terminal structure and supporting facilities, mainly written by Cheng Zekun, Li Chen, Wang Zhengguo, Li Huaping and Cai Boni. Chapter 9 is mainly based on the project cases of cruise terminal construction, written by Li Chen, Tang Zhaoping and so on. Some pictures in this book are taken by Google Earth free software. The book is compiled by Cheng Zekun, Gong Lei and Li Chen. We would like to express our thanks to CCCC Third Harbor Consultants Co., Ltd., China Merchants (Shekou) Industrial Zone Prince Bay Headquarters and other organizations hereby, who offered strong support in the preparation of this book, which has played a great role in ensuring the quality and progress of the book. Owing to the limitation of our knowledge, there must be mistakes and errors in the book. Your suggestions would be appreciated. Shanghai, China Shenzhen, China Shanghai, China June 2018

Zekun Cheng Lei Gong Chen Li

Executive Summary

This book mainly introduces the design technology and engineering application practice of the cruise terminal. The main contents of the design technology include the basic situation of cruise ships, the basic situation of global cruise ports, the location of cruise terminals, the plane layout of cruise terminals, the technology of cruise terminals, the cruise terminal building, the structure of cruise terminals and supporting facilities. The main contents of engineering application practice include Shenzhen Prince Bay Cruise Terminal Project, Shanghai Wusongkou International Cruise Terminal Project and other projects. This book is a monograph that introduces the experience and design application technology of domestic and international cruise terminals systematically. It is practical and can be used as reference for engineers and researchers.

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2 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1 Cruise Tonnage . . . . . . . . . . . . . . . . . . . . 2.1.1 Development History . . . . . . . . . . . 2.1.2 Gross Tonnage . . . . . . . . . . . . . . . 2.1.3 Tonnage of Cruises in Major Cruise 2.1.4 Division of Cruise Tonnage . . . . . . 2.2 Main Dimensions of Cruises . . . . . . . . . . . 2.2.1 Overall Length and Beam . . . . . . . 2.2.2 Load Draft . . . . . . . . . . . . . . . . . . 2.2.3 Passenger Carrying Capacity . . . . . 2.2.4 Crew Number . . . . . . . . . . . . . . . . 2.2.5 Main Dimensions of Cruises . . . . . 2.3 Development Trend of Cruises . . . . . . . . .

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3 Basic Situation of Global Cruise Ports 3.1 North America . . . . . . . . . . . . . . . 3.1.1 Northeast . . . . . . . . . . . . . 3.1.2 Southeast . . . . . . . . . . . . . 3.1.3 Northwest . . . . . . . . . . . . . 3.1.4 Southwest . . . . . . . . . . . . .

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1 Introduction . . . . . . . . . . . . . . . . . . . 1.1 Cruise and Cruise Line . . . . . . . . 1.2 Cruise Economy and Cruise Ports 1.2.1 Cruise Economy . . . . . . . 1.2.2 Cruise Port . . . . . . . . . . . 1.3 Development of Cruise Ports . . . . 1.4 Main Contents of This Book . . . .

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Lines

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3.2 Europe . . . . . . . . . . . . . . . . . . . . . . . . 3.2.1 Mediterranean Region . . . . . . . 3.2.2 Northern Europe . . . . . . . . . . . 3.2.3 U.K . . . . . . . . . . . . . . . . . . . . 3.3 Oceania and Southeast Asia . . . . . . . . 3.4 Japan, South Korea and Northeast Asia 3.5 China . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.1 Mainland China . . . . . . . . . . . . 3.5.2 Hongkong and Taiwan . . . . . . . 3.6 Analysis of Cruise Port Status . . . . . . .

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4 Site Selection of Cruise Terminals . . . . . . . . . . . . . . . . . . . . . . . . 4.1 Orientation and Site of a Cruise Port . . . . . . . . . . . . . . . . . . . . 4.1.1 Site Selection Considerations for Ports of Turnaround . . 4.1.2 Site Selection Considerations for Ports of Call . . . . . . . 4.2 Urban Planning and Site Selection . . . . . . . . . . . . . . . . . . . . . . 4.2.1 Distribution of Coastal Resources of Cruise Terminals in Urban Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2 Land Use Scale of Cruise Terminals . . . . . . . . . . . . . . . 4.2.3 Impact of Cruise Terminal Location on Urban Functional Planning and Layout . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.4 Impact of Cruise Terminal Location on Urban Traffic Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 Construction Conditions and Site Selection of Cruise Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1 Reference Standards for Cruise Operation . . . . . . . . . . . 4.3.2 Wind Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.3 Water Area Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.4 Geology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.5 Others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 Site Selection Method of Cruise Terminals . . . . . . . . . . . . . . . 4.5 A Typical Example—Cruise Port of Barcelona . . . . . . . . . . . . .

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5 General Layout of Cruise Terminals . . . . . . . . . . . . . . . . . . . . . 5.1 Functions of Cruise Terminals . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Designed Passenger Capacity . . . . . . . . . . . . . . . . . . . . . . . . 5.3 General Layout of Water Area . . . . . . . . . . . . . . . . . . . . . . . 5.3.1 Layout of Cruise Terminals . . . . . . . . . . . . . . . . . . . . 5.3.2 Berth Length of a Cruise Terminal . . . . . . . . . . . . . . . 5.3.3 Apron Width of a Cruise Terminal . . . . . . . . . . . . . . . 5.3.4 Turning Basin of a Cruise Terminal . . . . . . . . . . . . . . 5.3.5 Cruise Approach Channel . . . . . . . . . . . . . . . . . . . . . . 5.3.6 Elevation of a Cruise Terminal . . . . . . . . . . . . . . . . . . 5.3.7 The Relationship Between Layout of Cruise Terminals and Other Terminals . . . . . . . . . . . . . . . . . . . . . . . . .

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5.3.8 Example 1—Layout of Water Area for Phase I of Wusongkou International Cruise Port . . . . . . . . . . . . 5.3.9 Example 2—Layout of Water Area Arrangement for the Cruise Port at Northern Jeju Island . . . . . . . . . . 5.4 General Layout of Land Area . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1 Representative Functional Zones of Cruise Terminals . . 5.4.2 Terminal Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3 Curbside Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4 Parking Lot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5 Collection and Distribution . . . . . . . . . . . . . . . . . . . . . . 5.4.6 Other Functional Zones . . . . . . . . . . . . . . . . . . . . . . . . 5.4.7 Land Area Layout of Shanghai Wusongkou International Cruise Terminal Phase I Project (Port of Turnaround) . . 5.5 Layout of the Site Behind the Land Area . . . . . . . . . . . . . . . . . 6 Cruise Terminal Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 Embarkation and Disembarkation Equipment and Process of Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.1 Gangway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.2 Boarding Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.3 Tender Lighterage Boarding . . . . . . . . . . . . . . . . . . . . 6.2 Customs Inspection Process . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.1 Exit Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.2 Entry Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.3 Customs Inspection Facility . . . . . . . . . . . . . . . . . . . . 6.2.4 Inspeciton at One Station . . . . . . . . . . . . . . . . . . . . . . 6.3 Checked Baggage Handling Process . . . . . . . . . . . . . . . . . . . 6.3.1 Handling Process for Baggage Cabin Door Bottom Flush with or Higher Than the Terminal Deck . . . . . . 6.3.2 Handling Process for Baggage Cabin Door Bottom Lower Than the Terminal Deck . . . . . . . . . . . . . . . . . 6.3.3 Handling Process of Belt Conveyor Transport Baggage 6.4 Provisions and Waste Handling Process . . . . . . . . . . . . . . . . . 6.4.1 Cruise Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.2 Wastes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.3 Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5 Passenger Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6 Traffic Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6.1 Organization Principle . . . . . . . . . . . . . . . . . . . . . . . . 6.6.2 Traffic Organization Design Process . . . . . . . . . . . . . . 6.6.3 Commonly Used Methods . . . . . . . . . . . . . . . . . . . . .

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7 Terminal Buliding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1 Functional Zone Inside the Customs . . . . . . . . . . . . . . . . . 7.1.1 Security Screening Area . . . . . . . . . . . . . . . . . . . . . 7.1.2 Tour Leader Handover Area . . . . . . . . . . . . . . . . . . 7.1.3 Ticket/Room Card Service Area . . . . . . . . . . . . . . . 7.1.4 Waiting Lounge . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2 Functional Zones at the Port of Entry and Outside the Customs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2.1 Customs Inspection Area . . . . . . . . . . . . . . . . . . . . 7.2.2 Embarkation and Disembarkation Channel Area . . . 7.2.3 Baggage Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3 Terminal Building Construction . . . . . . . . . . . . . . . . . . . . . 7.3.1 Shenzhen Prince Bay International Cruise Terminal . 7.3.2 Shanghai Wusong International Cruise Terminal Phase 1 Terminal Building—The Oriental Eye . . . . 7.3.3 Shanghai Wusongkou International Cruise Terminal Phase 2 Terminal Building—Sea Scroll . . . . . . . . . 7.3.4 Restoring the Old as the Old—No. 1 Terminal Building of Dover Cruise Terminal, UK . . . . . . . . . 7.3.5 Terminal Building of Tilbury Cruise Terminal, London, UK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Marine Structures and Other Facilities . . . . . . . . . . . . . . . 8.1 Marine Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1.1 Structural Type . . . . . . . . . . . . . . . . . . . . . . . . 8.1.2 Structural Calculation . . . . . . . . . . . . . . . . . . . . 8.1.3 Fender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1.4 Design Considerations . . . . . . . . . . . . . . . . . . . 8.2 Power Supply and Lighting . . . . . . . . . . . . . . . . . . . . . 8.2.1 Power Supply and Lighting . . . . . . . . . . . . . . . 8.2.2 Power Supply and Distribution System . . . . . . . 8.2.3 Onshore Power Supply Facility . . . . . . . . . . . . 8.2.4 Lighting Design of Cruise Terminals . . . . . . . . 8.3 Communication and Information System . . . . . . . . . . . 8.3.1 Central Integrated Control System . . . . . . . . . . 8.3.2 Design Considerations . . . . . . . . . . . . . . . . . . . 8.4 Water Supply and Drainage . . . . . . . . . . . . . . . . . . . . 8.4.1 Water Source Selection . . . . . . . . . . . . . . . . . . 8.4.2 Water Demand . . . . . . . . . . . . . . . . . . . . . . . . 8.4.3 Research on the Water Consumption of Cruises 8.4.4 Water Supply Conditions . . . . . . . . . . . . . . . . .

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8.4.5 Water Supply Design Essentials 8.4.6 Drainage . . . . . . . . . . . . . . . . . 8.4.7 Water Supply for Firefighting . . 8.4.8 Project Cases . . . . . . . . . . . . . . 8.5 Environmental Protection Facilities . . .

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9 Construction Practice of Cruise Port Construction . . . . . . . . . . 9.1 Shekou Prince Bay International Cruise Homeport, Shenzhen 9.1.1 Construction Background . . . . . . . . . . . . . . . . . . . . . 9.1.2 Design Proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2 Shanghai Wusongkou International Cruise Port . . . . . . . . . . 9.2.1 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2.2 Design Proposal . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Prospect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319

Chapter 1

Introduction

As the head of the book, this chapter introduces the general situation of the world’s major cruise and cruise lines, and summarizes the development of the cruise economy and cruise ports.

1.1 Cruise and Cruise Line The cruise originated in the early twentieth century and was used as an intercontinental transoceanic or overwater means of transporting long distance mail. At that time, the English name of the cruise ship was OCEAN LINER. As a means of transportation, traditional OCEAN LINER has been popular on the sea for more than a hundred years. With the emergence and development of the aviation industry, this traditional transoceanic OCEAN LINER, which is mainly engaged in transportation, has basically withdrawn from the historical stage and evolved into a modern cruise ship with the English name of CRUISE, which has developed into a marine vessel with fixed route on a regular basis. It is equipped with more comprehensive accommodation facilities, catering facilities, entertainment facilities, health care facilities and shopping facilities. It integrates transportation, entertainment, accommodation, catering, business, fitness and shopping, and it is specially used for travel, leisure and holiday of tourists. Taking a modern cruise is a relatively relaxed, free and leisurely way to travel, and the cruise is a leisure place that is similar to a land resort but better than it. The cruise itself is a destination for travel and leisure, offering all-day, all-inclusive entertainment and leisure services and consumer services. Luxurious and diverse, high-quality entertainment facilities have become the main part of the leisure of tourists. Cruise tourism not only provides visitors with enough leisure space and facilities on board, but also can be attached to scenic harbors and cities along the way. Visitors can enrich and adjust the content of the tour through sightseeing, shopping © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_1

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2

1 Introduction

and activities, which makes the cruise tourism have the advantage of spaces both on the land and the ocean. In addition, the advantage also lies in that tourists do not need to carry heavy luggage in travel, so it is easier to travel by cruise, suitable for both young and old, and having high tourist satisfaction, which makes cruise travel the fastest growing category of tourism industry. The cruise is the service object of the cruise port terminal. The size of the cruise and number of tourists included determine the design scale of the relevant facilities such as the cruise terminal. Driven by scale economy effects, cruises are developing to full-featured, well-equipped giant cruises in both design and construction. Looking back at the history of the development of cruises, it can be clearly seen that cruises are constantly moving towards large scale, driven by the development of the cruise economy. The representative ages and ships of large-scale development of cruises are as follows: (1) In 1968, Queen Elizabeth II of 70,327 gross tons, carrying 1778 passengers, ordered by Cunard Line was put into operation and became the world’s largest luxury cruise ship at that time; (2) In 1996, Carnival Cruise Line ordered the Carnival Destiny with a total gross tonnage of 101,353 tons. Since then, the first large-scale luxury cruise ship of 100,000 gross tons has come on the scene; (3) At the beginning of 2004, Queen Mary II was delivered, with a total gross tonnage of 151,400 tons, carrying 3,056 passengers and a speed of 30 knots, became the world’s largest luxury cruise ship at that time; (4) In 2009 and 2010, Oasis of the Seas and Allure of the Seas with gross tonnage of 225,000 tons were put into operation; (5) In May 2016, Harmony of the Seas of 227,000 GT that was officially delivered to Royal Caribbean Cruise Lines and Symphony of the Seas of 230,000 GT that was just delivered refreshed the record of the super giant cruise ship again, as shown in Fig. 1.1. The cruise line is the operator of the cruise. It determines the arrangement of the cruise service route and the location of the cruise port. It is the main driving force for the large-scale development of the cruise. At present, the world’s cruise routes are mainly operated by a few major cruise lines. Since cruises originated in the West, Fig. 1.1 Harmony of the Seas

1.1 Cruise and Cruise Line

3

major cruise lines in the world are mainly located in Europe and the United States. The world’s major cruise lines include: Carnival Corporation & plc, Royal Caribbean Cruise Lines, Star Cruises, MSC Cruises, etc.1 (1) Carnival Corporation & plc. The Carnival Corporation & plc is the world’s largest cruise operator. Founded in 1972, it is headquartered in Miami. In addition to Carnival Cruise Lines, it also owns the Holland America Line and the Costa Cruises, Princess Cruises, Seabourn Cruise Line, Windstar Cruises, AIDA Cruises, Cunard Line, Ocean Village, P&O Cruises, Swan Hellenic and P&O Cruises Australia. The fleet sails all the year round in the Caribbean, Mexico, and Panama. The seasonal routes operate in Alaska, Hawaii, the Panama Canal, and the Canadian waters. There are cruise ports in various parts of the world. (2) Royal Caribbean Cruise Lines. Royal Caribbean Cruise Lines is the world’s second largest cruise line. Founded in 1969, it is a major brand with new types of ships, large tonnages and diverse facilities. Its operations span the Americas and Europe, and its business in the Caribbean is very prosperous. It owns cruise ship brands such as Royal Caribbean International, Celebrity Cruises, Azamara Club Cruises, Pullmantur and CDF (Croisieres de France). The Royal Caribbean International has the world’s largest super-luxury cruise ship, “Freedom of the Seas”, which can be berthed at cruise ports at 65,000 locations around the world. (3) Star Cruises. Star Cruises is the world’s third largest alliance cruise line. Founded in 1993, it is the leading fleet in the Asia-Pacific region. It is part of the Genting Group and mainly operates in the Asia-Pacific waters such as Singapore, Malaysia, Tailand, Japan, Korea and China. In 2000, Star Cruises controlled the NCL America and the luxury brand Crystal Cruises of the United States. The brand of Star Cruises has cruises named after the constellations, such as the Star Pisces, the Megastar Aries, the SuperStar Gemini, the SuperStar Leo, the Superstar Virgo, and so on. As a luxury cruise brand originating from Asia, the Star Cruises has newly established the brand of Dream Cruises. The brand inherits the essence of regional and international cruises and is specially designed for the huge and promising high-end cruise market in China and Asia, committed to becoming a model of the industry in the region, the brand perfectly integrates Chinese and Western elements to meet the needs of the rich Asian tourists who are confident and have independent thinking, bringing passengers a unique luxury experience on the sea. Dream Cruises is specially designed for the Chinese and Asian markets. Its first cruise ship, “Genting Dream”, debuted in November 2016, and its sister cruise “World Dream” was launched in November 2017. Star Cruises has offices in 20 locations around the world, with routes throughout the Asia Pacific, North and South America, the Caribbean, Alaska, Europe, the Mediterranean, Bermuda and the South Pole. The main business areas are in Asia and the Mediterranean. (4) MSC Cruises. MSC Cruises is the largest Italian cruise line, the “leader” of the European cruise market, with a unique Italian style. The enthusiastic reception, 1 Quoted

From the Investigation Data for Design Code for Cruise Terminals.

4

1 Introduction

theatre decoration, design, hospitality, food and atmosphere on board reflect the company’s idea of “Made in Italy”. All of its cruises are world class and offer a variety of routes and product options. It offers a year-round Mediterranean route, as well as Nordic, transatlantic, Caribbean, South American and South African routes. MSC Cruises’ sales and marketing operation center are located in Naples, and it is headquartered in Geneva, with offices in Milan, Venice, Genoa, Rome, Palermo, Bari and 26 countries around the world. Due to the late start of cruise economy in China, there are currently no largescale, special-purpose cruise lines. Cruise lines and cruises arriving at Chinese ports are basically operated by the above-mentioned cruise lines. However, it can be believed that with the development of the economy, the demand for cruise tourism is continuously growing. In the near future, China will definitely have its own cruise operating company and cruise lines.

1.2 Cruise Economy and Cruise Ports The cruise economy refers to the overall economic effects generated from the development of related industries driven by cruise tourism as the core product. The basic development model of the cruise economy is to build ports and related facilities to attract cruises. In this model, the main source of revenue for the cruise economy is the consumption of products and services purchased by cruise lines in port cities and surrounding areas. These consumptions constitute the direct economic effects of cruise tourism; and the indirect economic effect of cruise tourism is: for the companies that provide products and services directly to cruise lines and their passengers and crew, cruise lines must purchase the products and services produced by these companies in order for their operating activities, this indirect effect is transmitted through industry linkages.

1.2.1 Cruise Economy The cruise economy first emerged in the Caribbean in the mid-1960s, when it was the world’s largest cruise tourism destination for nearly half of the world’s passenger load. Since the mid-1960s, the cruise economy has been the economic model for the Caribbean to depend on. In the past 20 years, cruise tourism has maintained an average annual growth rate of 8%, far exceeding the overall growth rate of international tourism. According to the statistics of the CLIA (Cruise Lines International Association) (source from https://www.cruising.org), the total number of passengers participating in the cruise holiday in 2016 was approximately 24.7 million, and the total number of

1.2 Cruise Economy and Cruise Ports

5

cruises and their passengers has reached 300 ships and about 600,000 persons respectively. The global market’s year-on-year growth rate in 2016 once again reached a high of 6.5%, much higher than the level of world economic development. According to global authoritative cruise agencies and organizations (CLIA, ECC, PSA), the global cruise market will continue to grow in the next five to ten years. It is expected that global cruise passengers will reach 30 million in 2020 and the growth rate in the Asian market will be more obvious, and the planning and construction of cruise ports are very necessary. According to the distribution of the global cruise market, the global cruise market can be divided into several major sectors in North America, Europe, Asia Pacific and other regions of the world. The cruise market in these regions has a good correspondence with economic development. (1) North American Market. The North American cruise tourism market is the most mature area for the operation of global cruise tourism. The region is economically developed, with a large number of well-operated cruise ports, a wide range of cruise product sales network and extensive knowledge and acceptance of cruise products. In recent years, the situation shows that the North American market share is still the highest in all regions of the world, but the growth rate has gradually tended to be flat. (2) European Market.2 The European market is the second largest cruise market in the world following the North American market. Among them, the British market plays a leading role in the European market, and the development of the German market has become the second largest cruise market area in Europe after the United Kingdom. In terms of market conditions, Europe has a population of 500 million, the United States has less than 400 million people, and Europeans have longer holidays and more abundant and close destinations to choose from. Therefore, the European market has greater development potential. (3) Asia-Pacific Market. With the continued prosperity of the Asian economy, the scale of the middle class has expanded rapidly, which has brought great opportunities for the development of the cruise economy. At the same time, large-scale new port construction, strong government support and the expansion efforts of cruise lines have made more and more Asian people interested in the emerging tourism form of cruise tourism, which will promote the continuous development of the Asian cruise market. China and India are seen as the main driving areas for the recovery of the Asian tourism market, and the Japanese and Korean markets have also maintained steady growth. According to statistics, in 2016, the Asian tourism market grew by 9.5%, while the world average was 6.5%. This shows that Asia has become the leading force in the international tourism market, mainly in the following aspects: (1) The cruise economy in Northeast Asia has developed rapidly. The scope of Northeast Asia includes China, Japan and South Korea and the port

2 Quoted

from World cruise industry development and its spatial structure characteristics.

6

1 Introduction

cities of the Pacific coast in Russia such as Vladivostok. Since the beginning of the new century, with the successive arrival of cruise lines such as Costa, Princess Cruise, MSC, Norwegian Cruise Line, Royal Caribbean, etc., the international cruises currently operating the homeport routes in China have grown from one ship 10 years ago to 12 ships and 30,000 passengers today. At the same time as the rapid development of China’s cruise market, Shanghai, Tianjin, Guangzhou, Shenzhen, Xiamen, Sanya, Qingdao, Dalian, Zhoushan and other cities have successively built professional cruise ports; the attraction of Japanese cruise ports and shore destinations has been further enhanced, the cruise tourism market in the Northeast Asian region has become increasingly active and has achieved rapid development. (2) The Southeast Asian cruise economy continues to prosper. Southeast Asia is the earliest development area of the Asia-Pacific cruise market. For a long time, the tropical islands of Southeast Asia have always been synonymous with Asian cruise destinations. The good operation of Singapore’s cruise homeport provides a lasting impetus for the development of the cruise economy in Southeast Asia. Singapore has now developed into an important gateway port and transit point for the Asian cruise areas, with about hundreds of international cruises calling or departing each year. It is praised by the world cruise organization as “the most efficient cruise terminal operator in the world”. At the same time, the number of berthing vessels in Vietnam and the Philippines can reach more than 400, which also reflects the demand for the development of local cruise ports. (3) The cruise economy in the Middle East is hot. The cruise market in the Middle East has seen new developments in Dubai tourism. Dubai is one of the fastest growing cruise destinations in Asia. The cruise terminal at Port Rashid was put into use in March 2001. In January 2010, the new cruise terminal in Dubai was completed and put into use. Dubai is expected to receive approximately 100 cruise ships and more than 383,000 passengers. At present, the world’s major cruise lines have settled in Dubai cruise port. The development of the cruise market in the Middle East is first of all to promote the expansion of the Asian cruise areas. Secondly, it will drive the development of the cruise market in the cruise undeveloped countries connecting the Middle East and Southeast Asia waters such as India and Myanmar. In the end, the development of the Middle East market will also promote the regional integration of cruise tourism in Asia and Africa.3 (4) The development positioning of cruises in Japan and South Korea is destinations. The Japanese cruise market started earlier, but due to the limitations of its narrow domestic market, the local cruise line did not have much development. However, Japan has become one of the most important destinations for East Asian cruise tourism with its unique cultural atmosphere and mature travel services. In recent years, the port city such as Naha has 3 Quoted

from World cruise industry development and its spatial structure characteristics.

1.2 Cruise Economy and Cruise Ports

7

actively built a new cruise terminal to provide facilities for the development of cruise tourism. The Korean cruise market is also facing a narrow market problem, but the Korean government’s fostering of tourism and the support of correct tourism industry policies, complete tourism regulations and sound tourism institutions have made it an emerging tourist destination in Asia, and also attracting the call of more cruises. The short-distance cruise routes connecting Shanghai, Fukuoka, Cheju and other port cities in China, Japan and South Korea have become the most representative routes in East Asia at the start of the market currently. (5) China has gradually become the center of the East Asian cruise economy. At present, the strategies of major cruise lines for the layout of mainland China are very obvious, that is, targeting emerging markets such as China, exploring new products and new routes, and promoting the development of cruise tourism in Asia. Nowadays, the East Asian region has formed a pattern of China’s tourist market as the core, co-development of cruise destinations in China, Japan and Korea and radiation to Southeast Asia and the Middle East. The development of the cruise economy in China continues to heat up. On the one hand, China is regarded as the most important cruise tourist market in Asia. The world’s two major cruise group Carnival Cruise Lines and Royal Caribbean Cruise Lines have opened China’s domestic homeport routes since 2006 and 2009 respectively. The capacity layout has increased year by year. China has established its position as a regional core market; on the other hand, China has become an important cruise destination in Asia with its unique oriental cultural charm, and is a “must stop” for cruises in the Asian region, along with the construction of professional cruise ports in Shanghai, Tianjin, Xiamen, Sanya and other port cities, the number of visiting cruises will increase in China.4 Although the cruise economy in Asia is still at a stage of development compared with Europe and the United States, the development potential of the cruise economy in Asia is great. Over the past decade, the number of cruise passengers has more than doubled. It can be expected that the scale of the Asian cruise economy will further expand with the opening of new routes suitable for the characteristics of the Asian market. Some port cities that have the conditions to develop the cruise economy must seize the opportunity to develop and construct cruise ports, develop the cruise economy, and plan and build themselves into cruise cities.

1.2.2 Cruise Port The cruise port is a key infrastructure for the development of the cruise economy. One of the purposes of studying the cruise economy is to determine the necessity 4 Quoted

from Study on the Cruise Market Access Index System of Nanhai Islands.

8

1 Introduction

of planning and construction of the cruise port, so as to rationally arrange the cruise port and arrange the appropriate scale to provide services for cruises and cruise lines. The cruise terminal is a shore facility for berthing by cruises, embarkation and disembarkation of tourists and cruise crew, loading and unloading of luggage, cargo and garbage. Since cruises usually sail across borders, in general, cruise terminals must be equipped with security check facilities such as entry and exit, customs, inspection and quarantine facilities, in addition to embarking and disembarking facilities, terminal building, parking lots, collection and distribution facilities, and water, electricity and communications. The port where the cruise terminal is located can be divided into two types: port of call and port of turnaround.5 Its location is related to the geographical location of the port, the socio-economic status of the hinterland, tourism resources, and route distribution. The Port of Call is a port mainly for cruises calling. It has basic functions such as cruise mooring, embarkation and disembarkation of passengers and crew, and is usually located in coastal cities or islands with abundant tourism resources, such as the Nassau Cruise Port in the Bahamas and the Zhoushan Cruise Terminal in China. The Port of turnaround is a port mainly for cruises starting or ending the voyage and also for cruises calling. It has the functions of cruise mooring, embarkation and disembarkation of passengers and crew, cruise replenishment, waste and sewage disposal, passenger clearance, baggage check-in and crew service, usually located in port cities with a dense population in hinterland, high level of economic development, abundant tourists and convenient traffic. The cruise homeport is a kind of port of turnaround. It has comprehensive service facilities and equipment required for several large cruises to berth and enter and exit. It can provide full and comprehensive services and supports for the development of cruise economy. It is the base of cruises, the cruise is here for replenishment, waste disposal, maintenance and repair, and the cruise line establishes a regional headquarters or company headquarters at the homeport. Corresponding to major cruise lines, the main cruise homeports are also located in North America, Europe and Southeast Asia, including Boston, New York and Miami in the United States, Vancouver in Canada, London in England, Copenhagen in Denmark, Amsterdam in the Netherland, Barcelona in Spain, Singapore, Hong Kong and Kuala Lumpur in Malaysia. There is certain difference in the allocation of resources and facilities between the terminal at the port of call and the cruise terminal at the turn around port or the homeport.6 According to the Design Code for Cruise Terminals (JTJ170-2015), according to the actual use requirements, the cruise terminal facilities located in the port of call shall be designed in line with the principle of economy and applicability, the scale and configuration of the facilities can be appropriately reduced to avoid unnecessary waste. For the general port of call, the tourists embark and disembark without carrying the baggage, so the functions of the terminal, terminal building, parking lot, etc. can be relatively simple, e.g. only configured with the simple berth, 5 Quoted 6 Quoted

from Design Code for Cruise Terminals. from Study on Evaluation Index System of International Cruise Terminal Construction.

1.2 Cruise Economy and Cruise Ports

9

gangway for passengers embarkation and disembarkation, and the terminal building with simple security check facilities; for the port of turnaround, due to the characteristics of starting the voyage, it has higher requirements for water and land resources and facilities configuration, e.g. the fully functional berth, the gangway, the fully functional and comfortable terminal building, parking lot, rapid collection and distribution system, etc. Some cruise ports even set up cruise maintenance facilities and cruise real estate development at the rear of the terminal. In fact, because the cruise homeport has the functions and features of the turn aroun port, there is basically no difference in functions, resources and facility configuration for the terminal at the port of turnaround and the terminal at the cruise homeport. For some cities, the local port does not have a dedicated cruise terminal in combination with route density, tourist number, economy and other factors. The arrival cruise can only be docked on container or multi-purpose terminals. In this case, the port must be equipped with suitable facilities to meet the needs of cruise safe operation and customs clearance, collection and distribution. Due to the large investment in the construction of the cruise terminal, the main operating income for the port operators is the cruise calling and departing, tourists embarking and disembarking, baggage check-in, cruise replenishment, etc., so generally the revenue of a cruise port is not good. However, the overall economic effects of the development of related industries driven by the cruise tourism as the core product. The benefits brought by the arrival of cruises mainly include: consumption for local transportation, dining, accommodation, sightseeing and shopping of tourists; the replenishment, maintenance and berthing fees of the cruise line, while the consumption at the homeport is much larger than that at the port of call. Research shows that the economic benefits of the homeport are 10–14 times those of the port of call.

1.3 Development of Cruise Ports Cruises originated in Europe and the United States, so the cruise economy promoted the early development of European and American cruise ports, and the development and construction of cruise ports are basically in a relatively stable state. In recent years, the Asian cruise economy has developed rapidly, and the construction of cruise ports is on the rise. The world’s major cruise ports are mainly located in North America, Europe and Asia Pacific. The main features of cruise ports are: (1) The cruise ports present a development trend of specialization, large-size and scale. Cruise operation has high service quality requirements for cruise ports. Convenient transportation, comfortable terminal building, expedient customs clearance procedures and safe embarking and disembarking procedures are all requirements for specialized cruise terminals. In particular, for the development of the cruise economy, the requirement for large-size cruises is more obvious, and the corresponding cruise port facilities must adapt to the development requirements of large-size cruises. Due to the different natures of cruise ports,

10

1 Introduction

for the port of turnaround or the homeport of cruises, the scale development can bring more cruise routes to the port, which will bring greater cruise economic benefits to the city. The specialization, large-size and large-scale of cruise ports is an obvious feature of the development of cruise ports today. (2) The old port area is transformed into a cruise port. From the perspective of the relationship between port and urban development, the development space of the city surrounds the port, and the operation of the port is restricted by urban resources. The transformation of the old port area into a modern cruise port can not only provide space for urban development, but also provide new landscapes and new windows for the city, save resources, reduce investment, greatly enhance the appreciation of surrounding urban plots, and provide new growth point for urban development. There are many such cases in the global cruise ports. (3) Plan a new cruise port in conjunction with the rear commercial function. Considering the large investment of a new cruise port, many owners combine the nature of the port and the supply of the land to plan and arrange the cruise terminal and rear facilities as a whole, such as commercial real estate, to further expand the value chain of the cruise industry. The development and construction of specialized cruise ports in China started late. With the continuous improvement of the living standards of our people, the demand for outbound tourists has grown rapidly, and cruise tourism is well known and accepted by more and more people. On April 22, 2015, the Ministry of Transport promulgated the National Coastal Cruise Port Layout Planning Proposal and issued the layout proposal for the coastal cruise ports in China: Dalian Port is the key development of Liaoning coast, Tianjin Port is the port of turnaround of TianjinHebei coast, and Qingdao Port and Yantai Port are the port of turnarounds of Shandong coast, Shanghai Port is the port of turnaround of Yangtze River Delta, develop Ningbo Zhoushan Port correspondingly, Xiamen Port is the port of turnaround of the southeast coast, the Pearl River Delta recently focuses on the development of Shenzhen Port, correspondingly develop Guangzhou Port, and Sanya Port is the port of turnaround of the southwest coas, correspondingly develop Haikou Port and Beihai Port (Source: National Coastal Cruise Port Layout Planning Proposal). The cruise economy of China has also entered a new round of rapid development track, cruise ports with reasonable layout and appropriate scale have been formed, which have played an important supporting role in the development of the cruise economy, showing the new characteristics of water transport engineering construction and development in China. (1) The size of the cruise market is constantly expanding. According to the analysis of the current situation, the penetration rate of cruise products in the Asia-Pacific region is less than 0.05% at present, but the Asia-Pacific region has a population of 3.5 billion, and the development speed of the cruise industry is 30% higher than the world’s average speed. It is foreseeable that the market will be huge in the future, and as the most important tourist source market in the Asia-Pacific region, with the continuous growth of the economy, the gradual expansion of

1.3 Development of Cruise Ports

11

the middle class, the market penetration of cruise products will also increase significantly in the next decade in China, reaching or surpassing the Asia-Pacific average. Under the premise of the potential of developing cruise tourism, the expansion of the cruise market is mainly driven by the increasing deployment of cruise capacity. In the next few years, the cruise ports arranged by foreign cruise lines for the Chinese market will increase year by year. Many cruise lines such as Costa Cruises and Royal Caribbean Cruise Lines have opened up routes with Chinese ports as their homeports, which have greatly boosted the development of the cruise market. MSC Cruises and Star Cruises also entered the Chinese market, and the operation of cruises with Chinese ports as their homeports will gradually increase. In 2016, the international cruise liners, which are based on the coastal cities of China, have nearly 1000 voyages throughout the year, increasing by 68% from the previous year. In addition, in the whole year of 2016, international cruises to the coastal cities in China have reached a total of 90 voyages. At the same time, the domestic cruise fleet will be gradually developed and established, and participate in market competition through differentiated products, further driving the development of domestic cruise market in China. (2) The setting of cruise routes is further enriched. In addition to the regular ChinaJapan-Korea cruise routes, China government has specially approved Hong Kong’s “cross-strait one-voyage multi-station cruise route via Hongkong to Taiwan policy”, Vietnam, the Philippines, the special case of chartering cruise from the mainland to Taiwan directly and coastal multi-ports of call routes, etc., further enriched the domestic cruise product spectrum. (3) The new cruise port has begun to take shape. After several years of construction and development, three major cruise port groups have been initially formed in the Bohai Bay region, the Yangtze River Delta region and South China for the coastal cruise ports, of which the cruise terminals in Shanghai, Tianjin, Guangzhou, Shenzhen, Xiamen and Sanya have been able to accept the calling of 100,000 GT-200,000 GT cruises or above. The rapid development of cruise ports will remove barriers to the facilities of the cruise economy and further promote market prosperity. (4) The development of cruise ports has boosted the value of surrounding areas. In recent years, China has entered the development stage of vigorously building specialized cruise ports. All major coastal port cities with suitable conditions have taken building cruise ports and developing the cruise economy as a new growth point for economic planning in the new era. The development of cruise ports will promote the revitalization and prosperity of surrounding urban areas. The local authorities of cruise ports shall seize the opportunity of constructing cruise ports, scientifically plan the development planning of surrounding areas, introduce advanced international planning and design concepts, and combine the city’s urban style to create a new urban cultural landmark with the cruise homeport as the core.

12

1 Introduction

1.4 Main Contents of This Book The cruise terminal is a key facility to ensure that cruises are safely berthed and unberthed and it is convenient for passengers to embark and disembark. The basic development model of the cruise economy is to build ports and related facilities to attract cruises. The cruise economy has driven the development and construction of cruise terminals. In order to adapt to the new situation of China’s water transport development, effectively guide the design of cruise terminals, better display and improve the service image of our country, make the design of the cruise terminal people-oriented, technically reliable, safe and applicable, economical and reasonable, and quality guaranteed. This book was written in combination with the Design Code for Cruise Terminals (JTJ170-2015). The main contents include: cruises, cruise terminal site selection and overall layout, cruise process, cruise terminal building, cruise terminal structure and supporting facilities, and cruise terminal construction cases, etc.

Chapter 2

Cruise

The cruise is the main service target of the cruise terminal. The parameters such as the tonnage and scale of the cruise ship determine the main scale of the approach channel and the cruise terminal, the selection of process equipment, and the scale of the terminal building.

2.1 Cruise Tonnage 2.1.1 Development History Cruises are the core of cruise industry. The activities of various industries are carried out around cruises, such as cruise design and construction in the upstream industry, cruise operation and management in the middlestream, cruise tourism promotion and ticket sales in the downstream, cruise supply and waste disposal and so on. Looking back at the development history of cruises, almost from the date of birth of the cruise, it has continued to develop in the direction of large-scale. So far, the world’s cruise industry giant Royal Caribbean Cruise Lines has built the “Harmony of the Seas” of 227,000 GT and put it into operation, in 2018, it launched the world’s largest modern cruise “Symphony of the Seas” with a displacement of 230,000 tons (see Fig. 2.1). The parameters of the representative cruises in the history of cruise development are shown in Table 2.1.

© The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_2

13

14

2 Cruise

Fig. 2.1 Symphony of the Seas under construction

Table 2.1 Parameters of the representative cruises in the history of cruise development Name Queen Elizabeth II

Gross tonnage (GT)

Overall length (m)

Beam (m)

Load draft (m)

70,327

294

32.0

–

Carnival Destiny

101,353

272

35.4

8.2

Navigator of the Seas

138,000

311

48.0

8.8

Queen Mary II

151,400

345

41.1

9.8

Freedom of the Seas

160,000

339

56.1

8.5

Allure of the Seas

225,282

361

47

9.1

Harmony of the Seas

227,700

362

–

–

2.1.2 Gross Tonnage The Gross Tonnage (GT) is a key parameter in determining the grade of a cruise terminal. According to the database of Clarkson Research Services which is the international shipbuilding and shipping industry authoritative consultancy, and the data of 247 cruises more than 10,000 tons (more than 7500 GT) provided by more than 30 well-known cruise lines around the world and the famous international cruise industry organization-Cruise Lines International Association, etc., analysis shows: The number of 10,000–30,000 GT cruises accounted for 24.3%, the number of 50,000 GT cruises accounted for 10.9%, the number of 80,000 GT cruises accounted for 20.2%, and the number of 100,000 GT cruises accounted for 27.1%, the number of 150,000 GT cruises accounted for 15.4%, and 200,000 GT or more (that is, 225,000

2.1 Cruise Tonnage

15

GT and 227,000 GT cruises) accounted for 2%. From the number of cruises, the number of 80,000 to 150,000 GT cruises has accounted for 62.8% of the number of cruises above 10,000 GT. The specific distribution is shown in Fig. 2.2. From the perspective of development trend, the global cruise order volume is mainly concentrated in 10,000–50,000 GT and 120,000–150,000 GT; from the perspective of the large-scale cruise, the economical and luxurious 150,000 GT has a rapid growth in the number of cruises. It is the main development direction of the future world cruise fleet. The specific distribution is shown in Fig. 2.3. In addition, from the construction year of cruises, cruises of 80,000 GT and above were mainly built in the twenty-first century, and most of the 20,000–50,000 GT cruises were built in the 1980s and 1990s. 4, 2%

38, 15%

67, 27%

1, 0% 16, 7% 17, 7%

10000 7501~12500GT 20000 12501~27500GT 30000 27501~45000GT

27, 11%

50000 45001~65000GT

27, 11%

100000 85001~125000GT

80000 65001~85000GT 150000 125001~175000GT

50, 20%

224746GT 227700GT

Fig. 2.2 Distribution of the number of cruises above 10,000 GT

Fig. 2.3 Construction time and gross tonnage (GT) distribution of cruises above 10,000 GT

16

2 Cruise

2.1.3 Tonnage of Cruises in Major Cruise Lines In the fleet of famous cruise lines in the world, such as Carnival Cruise Lines and Royal Caribbean Cruise Lines, the tonnage classification of cruises is shown in Tables 2.2, 2.3 and 2.4 below. Most of the cruises owned by the Carnival Cruise Lines, Royal Caribbean Cruise Lines and Princess Cruises are above 80,000 GT. The Royal Caribbean Cruise Lines has the world’s largest cruise, “Harmony of the Seas”. 1. Carnival Cruise Lines 2. Royal Caribbean Cruise Lines 3. Princess Cruises

Table 2.2 Cruises of carnival cruise lines

Class

Ship name

Fantasy class

Carnival Fantasy

70,367

Carnival Imagination

70,367

Carnival Inspiration

70,367

Carnival Elation

70,390

Carnival Paradise

70,390

Spirit class

Triumph class

Conquest class

Tonnage (GT)

Carnival Ecstasy

70,526

Carnival Fascination

70,538

Carnival Sensation

70,538

Carnival Miracle

85,492

Carnival Pride

85,920

Carnival Spirit

85,920

Carnival Legend

85,942

Carnival Sunshine

101,353

Carnival Triumph

101,509

Carnival Victory

101,509

Carnival Conquest

110,239

Carnival Glory

110,239

Carnival Valor

110,239

Carnival Freedom

110,320

Carnival Liberty

110,320

Splendor class

Carnival Splendor

113,323

Dream class

Carnival Magic

128,048

Carnival Breeze

128,052

Carnival Dream

128,251

2.1 Cruise Tonnage Table 2.3 Cruises of royal caribbean cruise lines

17 Class

Ship name

Vision class

Legend of the Seas

69,130

Splendour of the Seas

69,130

Grandeur of the seas

73,817

Sovereign class Brilliance class

Voyager class

Freedom class

Oasis class

Tonnage (GT)

Vision of the Seas

78,340

Rhapsody of the Seas

78,491

Enchantment of the Seas

82,910

Monarch of the Seas

73,937

Majesty of the Seas

74,077

Brilliance of the Seas

90,090

Jewel of the Seas

90,090

Radiance of the Seas

90,090

Serenade of the Seas

90,090

Adventure of the Seas

137,276

Voyager of the Seas

137,276

Explorer of the Seas

137,308

Mariner of the Seas

138,279

Navigator of the Seas

138,279

Freedom of the Seas

154,407

Independence of the Seas

154,407

Liberty of the Seas

154,407

Allure of the Seas

224,746

Oasis of the Seas

225,282

Harmony of the seas

227,700

2.1.4 Division of Cruise Tonnage According to current Design Code for Cruise Terminals (JTS170-2015), the division of cruise tonnage is as Table 2.5.

2.2 Main Dimensions of Cruises1 Cruise construction and shipping indicators, including overall length, beam, draft, age, etc., are the most frequently involved parameters in cruise construction, maritime navigation, port berthing and ship transactions. In the design of the cruise terminal, the total tonnage, overall length, beam, draft, passenger capacity and number of crew 1 Quoted

From the Investigation Data for Design Code for Cruise Terminals.

18 Table 2.4 Cruises of princess cruises

2 Cruise Class

Ship name

Explorer class

Ocean Princess

30,277

Pacific Princess

30,277

Dawn Princess

77,441

Sun Princess

77,441

Sea Princess

77,499

Coral Princess

91,627

Sun class

Coral class

Island PRINCESS Grand class

Super grand class

Diamond class Royal class

Table 2.5 Division of cruise tonnage

Tonnage (GT)

91,627

Grand Princess

107,517

Golden Princess

108,865

Star Princess

108,977

Caribbean Princess

112,894

Crown Princess

113,561

Emerald Princess

113,561

Ruby princess

113,561

Diamond Princess

115,875

Sapphire Princess

115,875

Royal Princess

142,714

Tonnage (GT)

Scope (GT)

10,000

7501–12,500

20,000

12,501–27,500

30,000

27,501–45,000

50,000

45,001–65,000

80,000

65,001–85,000

100,000

85,001–125,000

150,000

125,001–175,000

225,282*

225,282 (Oasis of the Seas)

Notes ➀ GT refers to the gross tonnage of cruises ➁ The design of the cruise terminal is based on the size of the design cruise corresponding to the ship’s tonnage (GT), and the number of passengers is for reference ➂ The size and passenger capacity of the 225,282 GT cruise is based on the data of an actual ship

of the design cruise are the basis for the design of facilities such as the cruise terminal, channel, harbor basin, process and the terminal building.

2.2 Main Dimensions of Cruises

19

2.2.1 Overall Length and Beam In the statistical parameters of cruise type, the overall length and beam are the important basis for selecting the port of berthing in the design of the cruise route, and also an important reference for the planning and construction of the cruise terminal.2 According to the statistical analysis of cruise samples of fleets in more than 30 international cruise lines such as Carnival Cruise Lines, Royal Caribbean Cruise Lines and Star Cruises with a total of more than 2.47 million tons, the overall length of cruises above 10,000 GT is between 113.7–362.0 m; under the premise of guarantee rate of 85%, the overall length of cruises ranges from 141.9 to 362.0 m, of which the overall length of 150,000 GT cruises is more than 300 m, see Table 2.6. From the perspective of ship beam, the 247 cruises more than 10,000 GT have a beam between 17.2 m and 47 m. Under the premise of guarantee rate of 85%, the beam of cruises varies from 20 to 47 m, see Table 2.7. Table 2.6 Statistics of the overall length of cruises above 10,000 GT Cruise tonnage (GT)

Overall length (m)

Number of cruises

Max.

Min.

Avg.

85% guarantee rate

10,000 (7501–12,500)

145.0

113.7

128.1

141.9

16

20,000 (12,501–27,500)

194.7

129.5

162.7

183.2

17

30,000 (27,501–45,000)

225.4

170.0

190.7

206.1

27

50,000 (45,001–65,000)

252.3

207.0

229.1

250.8

27

80,000 (65,001–85,000)

294.1

239.3

264.3

280.8

50

100,000 (85,001–125,000)

317.2

272.0

291.7

294.0

67

150,000 (125,001–175,000)

347.1

305.5

325.3

339.1

38

225,282

361.9

361.0

361.5

361.9

4

227,700

362.0

362.0

362.0

362.0

1

Note The dimensions and passenger numbers of 225,282 GT and 227,700 GT cruises are the data of actual ships, for reference

2 Quoted

From Study on the Enlargement Trend of Cruise Ship Types.

20

2 Cruise

Table 2.7 Statistics of the beam of cruises above 10,000 GT Cruise tonnage (GT)

Beam (m)

Number of cruises

Max.

Min.

Avg.

85% guarantee rate

10,000 (7501–12,500)

26.0

17.2

19.6

20.0

16

20,000 (12,501–27,500)

32.0

19.8

23.1

25.4

17

30,000 (27,501–45,000)

29.6

24.0

26.3

28.1

27

50,000 (45,001–65,000)

32.3

28.5

30.1

32.2

27

80,000 (65,001–85,000)

32.3

31.5

32.1

32.2

50

100,000 (85,001–125,000)

42.0

32.2

34.2

36.0

67

150,000 (125,001–175,000)

41.0

37.0

38.4

39.7

38

225,282

47.0

47.0

47.0

47.0

4

227,700

–

–

–

–

1

2.2.2 Load Draft The load draft of the cruise is an important indicator for determining the depth of the approach channel of the cruise port and the water depth at the front of the terminal. The load draft of 247 cruises above 10,000 GT is between 2.7 and 9.3 m. Under the premise of guarantee rate of 85%, the load draft of cruises varies from 5.2 to 9.3 m, and the load draft of cruises above 20,000 GT is between 7.2 and 9.3 m, as shown in Table 2.8.3

2.2.3 Passenger Carrying Capacity The passenger capacity is another important indicator to characterize the size of the cruise. It is the main basis for the design of facilities such as the terminal building and parking lot of the cruise terminal. The passenger capacity of 247 cruises more than 10,000 GT is between 188 and 6400 persons, and the difference of passenger capacity between different cruises is very large. Under the premise of guarantee rate of 85%, the passenger capacity of cruises varies from 488 to 6400 persons. The passenger capacity of cruises more than 30,000 GT has exceeded 1500 persons, the

3 Quoted

from Present Situation and Development Trend of Rules and Regulations Concerning Cruise Ships.

2.2 Main Dimensions of Cruises

21

Table 2.8 Statistics of the load draft of cruises above 10,000 GT Cruise tonnage (GT)

Load draft (m) Max.

Number of cruises

Min.

Avg.

85% guarantee rate

10,000 (7501–12,500)

6.0

2.7

4.6

5.2

16

20,000 (12,501–27,500)

8.1

2.9

5.8

7.2

17

30,000 (27,501–45,000)

7.3

6.0

6.3

7.2

27

50,000 (45,001–65,000)

8.1

6.8

7.5

8.1

27

80,000 (65,001–85,000)

8.5

7.2

7.8

8.1

50

100,000 (85,001–125,000)

8.6

7.6

8.1

8.5

67

150,000 (125,001–175,000)

10.3

7.9

8.7

8.8

38

9.3

9.3

9.3

9.3

4

225,282 227,700

1

passenger capacity of cruises more than 50,000 GT has exceeded 2000 persons, and the passenger capacity of 220,000 GT cruises has reached 6360–6400 persons. See Table 2.9. Table 2.9 Statistics of the passenger capacity of cruises above 10,000 GT Cruise tonnage (GT)

Passenger capacity (person)

Number of cruises

Max.

Min.

Avg.

85% guarantee rate

10,000 (7501–12,500)

500

188

386

488

16

20,000 (12,501–27,500)

929

315

618

922

17

30,000 (27,501–45,000)

1800

388

826

1581

27

50,000 (45,001–65,000)

2260

760

1728

2153

27

80,000 (65,001–85,000)

3236

1096

2361

2683

50

100,000 (85,001–125,000)

3800

2175

3029

3596

67

150,000 (125,001–175,000)

4905

2800

3895

4371

38

225,282

6400

6360

6380

6400

4

227,700

6360

6360

6360

6360

1

22

2 Cruise

2.2.4 Crew Number The configuration of the cruise crew is determined by two factors: cruise passenger capacity and cruise service level. According to statistics, the number of crew members of 247 cruises above 10,000 GT is between 59 and 2166. Under the premise of guarantee rate of 85%, the number of cruise crew ranges from 159 to 2166, of which for cruises above 100,000 GT, the number of crew members has exceeded 1000, and the number of crew members of the 220,000 GT cruise has reached 2100–2166. According to the table below, the average number of crew of each level of cruise by tonnage (or the number of crew members under the guarantee rate of 85%) is roughly in the distribution of arithmetic progression, that is, for every 10,000 GT increase in the size of the cruise, the number of crew increases by 80–100 persons, see Table 2.10. According to statistics, the ratio of passengers to crew members of cruises above 10,000 GT is between 2.2 and 3.1, and the lower the ratio of passengers to crew, the higher the service quality. From the relationship between the ratio of passengers to crew and the tonnage of cruises, the difference of the ratio of passengers to crew between cruises of different tonnage is small, as shown in Table 2.11. Table 2.10 Statistics of the crew number of cruises above 10,000 GT Cruise tonnage (GT)

Crew number (person)

Number of cruises

Max.

Min.

Avg.

10,000 (7501–12,500)

170

59

138

85% guarantee rate 159

16

20,000 (12,501–27,500)

360

138

249

318

17

30,000 (27,501–45,000)

660

219

370

424

27

50,000 (45,001–65,000)

740

445

612

696

27

80,000 (65,001–85,000)

1125

620

824

943

50

100,000 (85,001–125,000)

1238

848

1050

1191

67

150,000 (125,001–175,000)

1708

1176

1355

1591

38

225,282

2166

2100

2133

2166

4

227,700

2100

2100

2100

2100

1

2.2 Main Dimensions of Cruises Table 2.11 Ratio of passengers to crew for cruises above 10,000GT

23 Cruise tonnage (GT)

Average ratio of passengers to crew

10,000 (7501–12,500)

2.79

20,000 (12,501–27,500)

2.48

30,000 (27,501–45,000)

2.23

50,000 (45,001–65,000)

2.82

80,000 (65,001–85,000)

2.87

100,000 (85,001–125,000)

2.88

150,000 (125,001–175,000)

2.87

225,282

2.99

227,700

3.03

2.2.5 Main Dimensions of Cruises Cruises are the main service target of cruise ports, so the main parameters of cruises are the basis for the planning and design of cruise ports. According to the collected information of 247 cruises more than 10,000 GT, the statistics of the main parameters are shown in Table 2.12. Table 2.12 Design cruise scale list Cruise tonnage (GT)

Design dimension (m) Load draft T

Passenger capacity (person)

Crew number (person)

Overall Length L

Beam B

10,000 (7501–12,500)

142

20.0

5.2

≤488

≤159

20,000 (12501–27,500)

183

25.4

7.2

489–922

160–318

30,000 (27501–45,000)

206

28.1

7.2

923–1581

319–424

50,000 (45001–65,000)

251

32.2

8.1

1582.2153

425–696

80,000 (65001–85,000)

281

32.2

8.1

2154–2683

697–943

100,000 (85,001–125,000)

294

36.0

8.5

2684–3596

944–1191

150,000 (125,001–175,000)

339

39.7

8.8

3597–4371

1192–1591

225,282

362

47.0

9.3

6400

2166

Notes ➀ GT refers to the gross tonnage of cruises; ➁ The design of the cruise terminal is based on the size of the design cruise corresponding to the ship’s tonnage (GT), and the number of passengers is for reference; ➂ The size and passenger capacity of the 225,282 GT cruise is based on the data of an actual ship

24

2 Cruise

At present, the world’s cruise lines mostly use the coastal ports such as Shanghai in China as the port of turnaround to operate the Asian routes, with high concentration and stability of calling cruises. Considering that the scale of design cruise is a statistical value, the port can also be planned and designed according to the actual ship. Table 2.13 lists the values of actual dimensions for typical cruises of the world’s three major cruise lines for reference.

2.3 Development Trend of Cruises The development of cruises is driven by the scale economies effect. The design and construction of cruises are developing in a direction of complete functions, rich facilities and perfect services, to meet the needs of tourists to integrate eating, accommodation, transportation, entertainment, shopping, travel and leisure.4 From the history of the development of cruises, it can be clearly seen that, driven by the development of the cruise economy, in order to make the cruise more functional and achieve economies of scale, the cruise scale continues to develop in the direction of large-scale. From 1996 to 2016, in the short span of 20 years, from the 100,000 GT large luxury cruise, the total tonnage of the largest cruise experienced a large-scale process of 150,000, 225,000 and 227,000 GT. In 2011–2012, the structure of the world cruise fleet (in terms of gross tonnage) is mainly cruises more than 50,000 GT (gross tonnage), accounting for about 80%, and more than 30% are above 100,000 GT. At present, the largest operating cruise is the “Oasis of the Seas” of Royal Caribbean Cruise Lines. The ship has reached 225,000 GT. The main scale of the cruise has developed to 362.0 m in overall length, 47 m in beam and 9.3 m in load draft. In the future, there will be many super-large cruises coming out. From the relationship between the ratio of passengers to crew and the tonnage of cruises, the difference of the ratio of passengers to crew between cruises of different tonnage is small. The ratio of passengers to crew for cruises above 50,000 GT is between 2.2 and 3.1 in average, the lower the ratio of passengers to crew ratio, the higher the service quality, cruises also have a tendency to develop into ultra-luxury ones.

4 Quoted

from Optimization of Costal Cruise Line Oriented to Requirements of Middle Class.

Tonnage (GT)

30,277

50,760

77,441

85,619

80,439

91,627

101,350

108,806

115,875

137,276

148,528

Ship name

Pacific Princess

Superstar Aquarius

Sun Princess

Costa Atlantica

Pride of America

Coral Princess

Costa Magica

Grand Princess

Diamond Princess

Voyager of the Seas

Queen Mary 2

19,189

11,132

14,601

8418

9859

8015

8260

7500

8293

6731

2700

Deadweight ton DWT (t)

345.0

311.1

288.3

289.5

272.2

294.0

280.6

292.6

261.3

229.8

180.5

Overall length L

41.0

38.6

37.5

36.1

35.5

32.2

32.2

32.2

32.3

28.5

25.5

Beam B

Main dimensions (m)

Table 2.13 Acutal dimensions of typical cruises

–

–

11.4

11.4

–

10.6

–

–

11.3

–

8.4

Depth

–

63.0

54.0

56.4

–

54.0

–

52.01

49.4

–

41.0

Height above the waterline

10.3

8.8

8.6

8.5

8.2

8.3

8.0

7.8

8.1

7.0

6.0

Load draft T

2800

3838

3168

3100

3470

2368

3236

2680

2272

2156

777

Passenger capacity (person)

1253

1176

1100

1099

1068

910

1000

920

855

700

389

Crew number (person)

(continued)

Carnival

Royal Caribbean

Carnival

Carnival

Carnival

Carnival

Genting Hong Kong

Carnival

Carnival

Genting Hong Kong

Carnival

Remarks

2.3 Development Trend of Cruises 25

Tonnage (GT)

154,407

168,666

225,282

Ship name

Freedom of the Seas

Quantum of the Seas

Oasis of the Seas

Table 2.13 (continued)

15,000

12,000

10,500

Deadweight ton DWT (t)

361.9

347.1

338.9

Overall length L

47.0

41.0

38.6

Beam B

Main dimensions (m)

22.55

–

–

Depth

72.0

–

–

Height above the waterline

9.3

8.8

8.5

Load draft T

6400

4905

4375

Passenger capacity (person)

2166

1300

1360

Crew number (person)

Royal Caribbean

Royal Caribbean

Royal Caribbean

Remarks

26 2 Cruise

Chapter 3

Basic Situation of Global Cruise Ports

Global cruise routes are mainly concentrated in the Mediterranean, the Caribbean and the Asia-Pacific region, and cruise ports are also concentrated in these areas. This chapter mainly introduces the distribution of global cruise ports.

3.1 North America North America is one of the most concentrated areas of cruise ports in the world. According to the geographical location, it can be divided into Northeast, Southeast, Northwest and Southwest, as shown in Fig. 3.1.

3.1.1 Northeast Cruise ports in Northeast of North American are mainly located in the following cities: Baltimore, Boston, Brooklyn, Cape Liberty in NJ, Manhattan, Montreal, Norfolk and Quebec. (1) Baltimore Cruise Terminal (see Fig. 3.2). Baltimore Port is on the bank of the Patapsco River, one of the busiest ports on the US East Coast. The Baltimore Cruise Terminal is only 4 km from the city centre and 180 m to the right of Highway I-95. (2) Boston Cruise Terminal (see Fig. 3.3). Built on the waterfront of southern Boston, the Boston Cruise Terminal is one of the most popular cruise terminals in North America, with routes to major cruise destinations and is rated by most cruises as the most worthwhile cruise terminal on the route.

© The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_3

27

28

3 Basic Situation of Global Cruise Ports

Fig. 3.1 Distribution of Cruise ports in North America

(3) Brooklyn Cruise Terminal (see Fig. 3.4). The Brooklyn Cruise Terminal in New York is located in the Red Hook area. It began receiving cruise tours in 2006. It has a terminal building with a total of 17,700 m2 of two-story and can accommodate 4000 tourists. The Brooklyn area is rich in tourist attractions such as the New York Aquarium and Brooklyn Botanic Garden, or Central Park a little further away. (4) Cape Liberty in NJ Cruise Terminal (see Fig. 3.5). The cruise terminal of Cape Liberty in NJ is located at Pier 14 in Bayonne, New Jersey, 11 km from Manhattan. It used to be a military terminal. Today it is the exclusive cruise terminal for Royal Caribbean Cruise Lines, Aamara Cruises, and Elite Cruises. On average, 5–6 cruises are berthed every day. (5) Manhattan Cruise Terminal (see Fig. 3.6). The Manhattan Cruise Terminal, which has served as a passenger terminal since the 1930s, is now the fourth largest cruise terminal in the United States. In 2004, it received 845,778 cruise passengers. The Manhattan Cruise Terminal is the main cruise homeport for transatlantic travel in Europe. The famous cruise lines such as Carnival Cruise Lines, Norwegian Cruise Line and Princess Cruises have set up their homeports here. The cruise terminals are located at berths 88, 90 and 92 respectively. Due to its proximity to the central district of Manhattan, the port is surrounded by hotels, restaurants, entertainment facilities and shopping places. (6) Montreal Cruise Terminal (see Fig. 3.7). The Montreal Cruise Terminal on the St. Lawrence River has always been known for its cleanliness and safety, serving North American tourists. The cruise terminal has a full range of facilities, including restaurants, clothing stores, shopping malls, historic buildings, theaters and more. The Iberville Pier in the old port district is a dedicated passenger terminal that receives thousands of tourists every year. (7) Norfolk Cruise Terminal (see Fig. 3.8). The Norfolk Cruise Port is located in

3.1 North America

29

(a) Top view

(b) Site view Fig. 3.2 Baltimore Cruise terminal

the reconstructed city centre’s half-moon cruise center. It is the homeport of Royal Caribbean Cruise Lines, Carnival Cruise Lines and Hollande Cruises. It is only 20 min drive from Norfolk International Airport. In recent years, the port has become the gateway to Bermuda, the Bahamas and the Caribbean, is

30

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.3 Boston Cruise terminal

one of the fastest growing US cruise ports. From the cruise port, you can walk to commercial malls, restaurants and other art shops near the terminal. (8) Quebec Cruise Terminal (see Fig. 3.9). Located in the Port of Quebec next to the St. Lawrence River, there are two dedicated cruise berths with a total length of 530 m, and number of passengers entering and leaving the Quebec Cruise Port is currently close to 100,000 persons. Visitors take a cruise along the beautiful river to enjoy the magnificent scenery of the glacial fjord. From the beginning of May to mid-November, it is the best time to watch whales.

3.1 North America

31

(a) Waterside birdview

(b) Landside birdview Fig. 3.4 Brooklyn Cruise terminal

32

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.5 Cape Liberty in NJ Cruise terminal

3.1.2 Southeast Cruise terminals in Southeastern of North America are mainly located in the following cities: Charleston, Fort Lauderdale, Jacksonville, Miami, Mobile, New Orleans, Port Canaveral, Tampa, San Juan, etc.

3.1 North America

33

(a) Waterside birdview

(b) Landside birdview Fig. 3.6 Manhattan Cruise terminal

(1) Charleston Cruise Terminal (see Fig. 3.10). The Charleston Cruise Terminal is based on the well-known Charleston city famous for business in the history of the United States, and today it has prospered with the cruise industry. In walking distance to all the famous scenic spots in the city, Charleston is ideally located for cruise tourism.

34

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.7 Montreal Cruise terminal

3.1 North America

35

(a) Top view

(b) Site view Fig. 3.8 Norfolk Cruise terminal

36

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.9 Quebec Cruise terminal

(2) Fort Lauderdale Cruise Terminal (see Fig. 3.11). The geographic location of the terminal is good, only a few minutes drive from the city centre and the airport, making it the second busiest cruise port in the world. With more than 430 km of coastal lines, there are 12 cruise ship berths serving all major cruises, receiving approximately 3 million cruise passengers each year. (3) Jacksonville Cruise Terminal (see Fig. 3.12). The Jacksonville Cruise Terminal

3.1 North America

37

(a) Top view

(b) Site view Fig. 3.10 Charleston Cruise terminal

38

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.11 Fort Lauderdale Cruise terminal

in Florida is built on the beautiful scenery of Jacksonville. The cruise terminal is fully equipped with beautiful beaches, beautiful natural scenery, world-class golf courses, top billiards facilities, and regular festivals celebration. The Jacksonville cruise berth is 390 m long and has a water depth of 11.6 m. It is equipped with a modern terminal building of nearly 6000 m2 . (4) Miami Cruise Terminal (see Fig. 3.13). Miami, which enjoys the reputation of “World Cruise Capital”, has 12 cruise terminals with a berth coastline of 2 km. Nearly 20 cruises use it as its homeport. The port ranks first in the world in terms of cruise berthing turnover, and it has complete supporting facilities, the cruise terminal is only 15 min drive from the airport, there are large shopping centers, hotels, dining areas nearby, and the customs clearance procedures are convenient. Since the 1990s, Miami has partnered with cruise lines to start building new terminals. Today, there are numerous cruise terminals and they are in line with the personalized needs of people and logistics. (5) Mobile Cruise Terminal (see Fig. 3.14). As an emerging cruise homeport in US,

3.1 North America

39

(a) Top view

(b) Site view Fig. 3.12 Jacksonville Cruise terminal

Mobile Cruise Terminal is located in the urban area. It has a two-story 6100m2 terminal building and complete passenger facilities. The terminal is at the traffic junction and has good accessibility. The surrounding facilities are also relatively complete, with a large number of hotels, restaurants and attractions. A year-round route for the Carnival Cruise Lines takes this port as the port of turnaround. (6) New Orleans Cruise Terminal (see Fig. 3.15). With the port of New Orleans as

40

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Plan layout Fig. 3.13 Miami Cruise terminal

the port of call, the cruise routes can integrate different kinds of tour styles. The attractions surrounding the New Orleans cruise terminal are rich and varied, such as the Mississippi River, French style, and world-class restaurants. The Port of New Orleans has two cruise terminals and three cruise berths, and it is planned to build a new cruise terminal. (7) Port Canaveral Cruise Terminal (see Fig. 3.16). The Canaveral Cruise Terminal is the gateway to the tropics and a must-go for Orlando’s tourist attractions.

3.1 North America

41

(a) Top view

(b) Site view Fig. 3.14 Mobile Cruise terminal

The terminal is conveniently located within a 50-min drive from Orlando International Airport and the theme park and local hotels. In addition, the pilotage conditions of the port are also world-class. The famous Disney Cruise Line uses the port as the port of turnaround. (8) Tampa Cruise Terminal (see Fig. 3.17). Many years ago, Tampa began to build

42

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.15 New Orleans Cruise terminal

a cruise port, and now Tampa has three tightly connected cruise berths. The hotels and restaurants near the terminal are fully equipped and it is close to the surrounding scenic spots. For example, the Florida Aquarium is located between Tampa Cruise Terminal berths 2 and 3, and there are also entertainment and public facilities such as Busch Park, Art Museum, IMAX theater nearby. (9) San Juan Cruise Terminal (see Fig. 3.18). San Juan (Spanish: San Juan) is located in the eastern part of the Greater Antilles in the Caribbean. It is the capital and largest city of Puerto Rico, the autonomous territory of USA, and the 42nd largest city under the jurisdiction of USA. The port is one of the busiest cruise terminals in the Caribbean and the second largest cruise terminal in the Western

3.1 North America

43

(a) Top view of the south wharf

(b) Top view of the northwest cruise harbor basin Fig. 3.16 Port Canaveral Cruise terminal

Hemisphere. More than 700 cruises from 16 companies arrive at the port each year, with a total of 1.4 million cruise passengers.

44

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.17 Tampa Cruise terminal

3.1.3 Northwest The main cruise port cities in northwestern North America include Anchorage, Honolulu, San Francisco, Seattle, and Vancouver.

3.1 North America

45

(a) Top view

(b) Site view Fig. 3.18 San Juan Cruise terminal

(1) Anchorage cruise terminal (see Fig. 3.19). The port of Anchorage, located on the Resurrection Strait of the Kenai Peninsula, hosts at least 90 cruises a year. One of Alaska’s most famous cruise ports in Alaska, 200 km from the Seward Peninsula, is a picturesque tourist destination known as the “gateway of the Kenai Strait National Park”. (2) Honolulu Cruise Terminal (see Fig. 3.20). The Honolulu Cruise Terminal on Oahu in the Hawaiian Islands is the most famous cruise terminal in the Hawaiian region. Tourist attractions are gathered in the cruise terminal, including Waikiki, Pearl Harbor and Punchbow volcanoes. There is a tower market in the port, which operates Hawaiian native products and is now one of the landmarks.

46

3 Basic Situation of Global Cruise Ports

Fig. 3.19 Anchorage Cruise terminal

(3) San Francisco Cruise Terminal (see Fig. 3.21). The Port of San Francisco is a world-class cruise port in a city of famous tourist destinations. Each year, about 20 cruises call more than 45 times and bring in 80,000 visitors. There are complete facilities near the cruise terminal, including museums, theaters, opera houses, shopping malls, and scenic spots. In addition, there are about 30 top restaurants in the cruise city of San Francisco to build their dining base. (4) Seattle Cruise Terminal (see Fig. 3.22). The Port of Seattle, one of the bridgeheads of the North American Land Bridge, has two cruise terminals, the Bell Street Cruise Terminal and No. 30 Cruise Terminal. The Bell Street Cruise Terminal has a double-decked dock of 5200 m2 . It is 488 m long from north to south and 122 m long from east to west. The No. 30 Cruise Terminal is 610 m long and has two cruise berths. The Norwegian Cruise Line, the Royal Caribbean Cruise Lines and the Celebrity Cruises are based on the Bell Street Cruise Terminal. The Holland America Line and Princess Cruises use the No. 30 Cruise Terminal as the port of turnaround. The traffic on both terminals is very convenient. In 2017, there were 200 cruises calling in the Port of Seattle. (5) Vancouver Cruise Terminal (see Fig. 3.23). The Vancouver Cruise Port is one of the world’s most famous cruise ports. It is the cruise homeport of the VancouverAlaska route. It receives 300 cruises a year and receives 1 million visitors. The Vancouver Cruise Port is also the port with the most cruise routes to Alaska. It has 2 cruise terminals and is only 30 min drive from the airport.

3.1 North America

47

(a) Southeast of the cruise terminal

(b) Northwest of the cruise terminal Fig. 3.20 Honolulu Cruise terminal

3.1.4 Southwest The main cruise port cities in southwestern North America include Galveston, Long Beach, Los Angeles, and San Diego. (1) The Galveston Cruise Terminal (see Fig. 3.24). The Galveston Port is located at the mouth of the Galveston Strait in Texas, a 30-min voyage from the sea. The Galveston Cruise Terminal is the perennial homeport for the cruises of Carnival

48

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.21 San Francisco Cruise terminal

Ecstasy and Canival Conquest. In addition, other cruise lines also have routes to call this port. (2) Long Beach Cruise Terminal (see Fig. 3.25). The Port of Long Beach is the second busiest port in the United States. It used to be the homeport of the US Pacific Fleet. Today it is the cruise homeport of the Carnival Cruise Lines. Some of the cruises arrive and leave here. (3) Los Angeles Cruise Terminal (see Fig. 3.26). Located in San Pedro Bay, the Los Angeles Cruise Center is about 2 km from the city centre and is one of

3.1 North America

49

(a) North

(b) East Fig. 3.22 Seattle Cruise terminal

the busiest and largest coastal ports in the world. The cruise terminal has a 70km coastline and the three berths are berths 91, 92, 93A/B. The refurbishment plan will enable it to accommodate cruises with capacity of more than 3000 passengers. Entertainment facilities near the Port of Los Angeles are like the Aquarium of the Pacific, Maritime Museum and Disneyland, Universal Studio Hollywood, and plant farms. (4) San Diego Cruise Terminal (see Fig. 3.27). The San Diego Cruise Terminal is located in the heart of the city and there are many nearby attractions. Each year,

50

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.23 Vancouver Cruise terminal

it receives more than 140 cruises. The Holland America Line and the Celebrity Cruises use this terminal as the cruise homeport. In addition, Princess Cruises, Norwegian Cruise Line, Crystal Cruises, etc. also use this terminal as a port of call. Cruises on the Caribbean, Mexico, Hawaii, and Tahiti routes all take the San Diego Cruise Terminal as a node.

3.2 Europe

51

(a) Top view

(b) Layout Plan Fig. 3.24 Galveston Cruise terminal

3.2 Europe 3.2.1 Mediterranean Region The Mediterranean region is one of the areas with most densely populated routes in the world. There are many cruise ports, developed regional economy, rich tourism resources and a large number of tourists. The distribution of main cruise ports is shown in Fig. 3.28.

52

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.25 Long Beach Cruise terminal

The main cruise port cities in the Mediterranean are: Barcelona, Athens, Istanbul, Lisbon, Nice, Rome, Venice, etc. (1) Barcelona Cruise Terminal (see Fig. 3.29). Barcelona Port is the main cruise port in the Mediterranean. It has 7 specialized cruise terminals, which can accommodate several cruises at the same time. It is a 25-min drive from the airport. Its convenience in hotels, restaurants and transportation is leading in the Mediterranean cities. Receiving one or two million cruise passengers a year, Barcelona is one of the most popular destination ports for cruise passengers and cruise

3.2 Europe

53

(a) Birdview of the landside

(b) Birdview of the waterside Fig. 3.26 Los Angeles Cruise terminal

54

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.27 San Diego Cruise terminal

lines around the world. According to statistics from Lloyd’s Cruise International, Barcelona is the most popular cruise destination port in Europe and the Mediterranean. Among them, the cruise terminal B has an area of 6500 m2 , and the berth with a length of 700 m can accommodate cruises of 140,000 tons with a passenger capacity of 3600; The cruise terminal D has a 824-m long berthing shoreline for the south and north berths, of which the south berth can accommodate 2 cruises at the same time, with the longest cruise of 253 m. (2) Athens Cruise Terminal (see Fig. 3.30). 8 km southwest of Athens, the Port of Piraeus, which is the port city of southeastern Greece next to the Saronic Gulf, is the outer port of Athens. The Port of Piraeus is an important cruise port in the

3.2 Europe

55 Germany

Ukraine

France Romania

Italy Greece

Spain

Turkey

Western Mediterranean

Eastern Mediterranean Morocco

Algeria

Fig. 3.28 Map of main cruise ports in the Mediterranean Region

(3)

(4)

(5)

(6)

Mediterranean region, the cruise terminal has a 1685-meter-long shoreline, and 12 berths can simultaneously receive cruises, once 11 cruise ships were berthed at the same time, including the world’s largest cruise-Queen Mary II of 340 m long. There are 7 specialized cruise berths, where cruises can stay for 48 h. There are foreign currency exchange, ship repair, baggage, duty-free shops and other services on the berths. Istanbul Cruise Terminal (see Fig. 3.31). Istanbul stretches across Europe and Asia, and has a long history. The Istanbul Cruise Terminal is an important homeport for the cruise routes of Greek islands and Turkey. The terminal is close to the old town of ancient cultures and is surrounded by large hotels and restaurants, and the transportation is also very convenient. Lisbon Cruise Terminal (see Fig. 3.32). Lisbon, the capital of Portugal, is a famous tourist destination. Lisbon Cruise Terminal is close to the city center and only 6 km away from the old city. The surrounding services are complete, with convenient acess to hotels and restaurants; it is not far from the airport and has convenient transportation. Nice Cruise Terminal (see Fig. 3.33). The number of cruises calling Nice which is a typical Mediterranean port city has increased year by year. The Nice Cruise Terminal has convenient transportation and is 10 min drive from the airport. There are many fashion stores, museums and restaurants nearby. The port consists of 3 berths and can accommodate 5 cruises at the same time. Rome Cruise Terminal (see Fig. 3.34). Rome, the world famous tourist desti-

56

3 Basic Situation of Global Cruise Ports

(a) The jetty type berth on the northwest

(b) The coastwise berth on the southeast Fig. 3.29 Barcelona Cruise terminal

nation, has rich tourist attractions, shopping places, and the world’s top luxury brands. The cruise terminal in Rome is not in the city of Rome, but in Civitavecchia, about 60–90 min drive from Rome. (7) Venice Cruise Terminal (see Fig. 3.35). Venice in Italy is known as the entrance to Europe, and its exquisite scenery is full of artistic features. There are 3 specialized cruise berths in the Terminal Crociere–Venezia Marittima. The terminal building of 9000 m2 with features of modern architecture provides a full range of services for visitors. The port can accommodate 9 cruises of various sizes at the same time.

3.2 Europe

57

(a) Cruise berths on the north

(b) Cruise berths on the south Fig. 3.30 Athens Cruise terminal

3.2.2 Northern Europe Main cruise ports in Europe include: Amsterdam, Copenhagen, Oslo, Rotterdam, Stockholm, etc. (1) Amsterdam Cruise Terminal (see Fig. 3.36). The Port of Amsterdam is the largest city in the Netherlands and the second largest port. The Port of Amsterdam is one of the most popular cruise ports for tourists, receiving an average of 100,000 marine cruise tourists and 60,000 river cruise tourists per quarter. The cruise terminal is located in the port area of Handelskade. The cruise terminal covers

58

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.31 Istanbul Cruise terminal

3.2 Europe

59

(a) Coastwise cruise berth I

(b) Coastwise cruise berth II

(c) Jetty type cruise berth Fig. 3.32 Lisbon Cruise terminal

a sea area of 6900 m2 and a land area of 35,000 m2 . The shoreline is 600 m long and 10.5 m deep. It can provide services for arriving and leaving of three cruises at the same time. The cruise of 330 m long can be freely turned, and the tourist reception room provides complete catering and fast customs clearance services. (2) Copenhagen Cruise Terminal (see Fig. 3.37). The Port of Copenhagen is a leading cruise port in Northern Europe. It is popular among cruises because of its

60

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.33 Nice Cruise terminal

world-advanced cruise port and efficient operation. In 2016, there were approximately 300 cruises carrying approximately 400,000 passengers to Copenhagen. The Langelinie Pier and the Freeport Terminal are 9–10 m deep and 150 m wide. They are suitable for sailing during both the day and night. The traffic of the terminal is also very convenient. It is about 15 km from the airport and only 5 min drive from the city center.

3.2 Europe

61

(a) Top view

(b) Site view Fig. 3.34 Rome Cruise terminal

(3) Oslo Cruise Terminal (see Fig. 3.38). The Port of Oslo is one of the earliest ports in Europe and is the largest cargo and passenger port in Norway. The facilities of the cruise terminal are advanced, and the number of tourists is increasing year by year. It is expected that in 2018, 250,000 tourists and 150 cruises will be received; especially the large cruises will be concentrated in the peark tourist season from April to October. A survey in 2016 showed that cruise passngers were very satisfied with the Oslo Cruise Terminal. (4) Rotterdam Cruise Terminal (see Fig. 3.39). The Port of Rotterdam, the world’s largest port, is known as the “European Gateway”. The cruise terminal is 2 km

62

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.35 Venice Cruise terminal

from the city center. The shoreline of the terminal is 698 m long. The water depth around the terminal is 12 m. The top-class cruise port service can accommodate up to 3000 people at the same time. The auxiliary facilities near the cruise terminal include tourist information center, foreign exchange, public telephone, restaurant/bar, taxi service. (5) Stockholm Cruise Terminal (see Fig. 3.40). Stockholm is the most popular cruise destination in the Baltic Sea in Europe. There are about 260 cruises and 280,000 international tourists visiting the port every year. The port has a

3.2 Europe

63

(a) Top view

(b) Site view Fig. 3.36 Amsterdam Cruise terminal

specialized berth for cruises and a berth for small yachts; No. 165–167 berths are specialized cruise berths with a length of 414 m and a water depth of 8–9 m. In addition, there are also some berths for small yachts, such as No. 4–6 berths with a length of 137 m and a water depth of 5 m, and No. 106–107 berths with a length of 2106 m and a water depth of 6 m.

3.2.3 U.K The main cruise ports in the U.K. include: Southampton, Dover, Dublin, Cork, and Edinburgh. (1) Southampton Cruise Terminal (see Fig. 3.41). The Port of Southampton is a

64

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.37 Copenhagen Cruise terminal

port city of southern England and is the busiest cruise port in the UK. It is known as the “Cruise Centre in the UK” and is about 129 km from central London. It has a total of 4 cruise berths such as Queen Elizabeth II Cruise Terminal, City Cruise Terminal and Mayflower Cruise Terminal, etc., which receives more than 240 cruises per year and become the homeport of Princess Cruises and Royal Caribbean Cruise Lines, in addition, world-famous cruises such as Crystal Cruises, Costa Cruises and Silversea Cruise all take this port as the port of call all the year round. The Port of Southampton has complete tourist facilities and a full range of cruise facilities. (2) Dover Cruise Terminal (see Fig. 3.42). Dover is a port city in the southeast of

3.2 Europe

65

(a) Top view

(b) Site view Fig. 3.38 Oslo Cruise terminal

the UK and the gateway to the rest countries of Europe. The Dover cruise port is the second busiest in the UK and the eighth busiest cruise port in Europe, hosting 170,000 cruise passengers a year. The cruise center has complete building facilities and complete tourist services. It is only 1.5 km from the city center and the cruise center has convenient transportation. (3) Dublin Cruise Terminal (see Fig. 3.43). The Port of Dublin, Ireland is located in the heart of the city, at the main thoroughfare of the city. It has 7 cruise berths and can accommodate the longest cruise of 300 m. It receives about 1.3 million

66

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.39 Rotterdam Cruise terminal

cruise passengers every year. The largest cruise berthed in the port is the Grand Princess Cruise in 2004, which is 290 m long. (4) Cork Cruise Terminal (see Fig. 3.44). The Cork Cruise Port in Ireland is located on the picturesque island of Cork and is a famous cruise port in Northern Europe.

3.2 Europe

67

(a) Top view

(b) Site view Fig. 3.40 Stockholm Cruise terminal

With 3 cruise berths, it can accommodate the longest cruise of 320 m, and provide good service. (5) Edinburgh Cruise Terminal (see Fig. 3.45). The Edinburgh Cruise Terminal is located in Edinburgh of Scotland with a strong cultural atmosphere and has 3 cruise berths (Queensferry, Leith, Rosyth).

68

3 Basic Situation of Global Cruise Ports

Fig. 3.41 Southampton Cruise terminal

3.3 Oceania and Southeast Asia The main cruise ports in the Oceania and Southeast Asia include: Auckland, Brisbane, Melbourne, Sydney, Singapore, Port Klang, Langkawi Cruise Terminal, Swettenham Pier Cruise Terminal, etc. (1) Auckland Cruise Terminal (see Fig. 3.46). In 2007, the Auckland Cruise Port received 73 cruises and 112,000 tourists. In February 2007, Queen Mary arrived in New Zealand via the Auckland Cruise Terminal. (2) Brisbane Cruise Terminal (see Fig. 3.47). Located in the Brisbane River estuary, an important holiday resort in Australia, the Port of Brisbane is a fast-growing port in Australia. Brisbane has a coastline of 7700 m and 27 berths, one of which is a specialized berth for cruises. It has convenient transportation, and is only 30 min drive from the airport. (3) Melbourne Cruise Terminal (see Fig. 3.48). The Port of Melbourne is the largest port in Australia, 15 min drive from the city centre. It has a total of 4 cruise berths, up to 223 m long and 10.9 m deep. The cruise terminal receives 61,000 overseas tourists each year, and provides a full range of services such as maintenance and repair for cruises. (4) Sydney Cruise Terminal (see Fig. 3.49). Sydney Harbour is an important cruise destination and the only port with two cruise terminals in Australia. The Darling Harbor Wharf 8 and the International Cruise Terminal of the Circular Quay are both located in the heart of Sydney and close to the main tourist area. During the peak cruise season in November and April of each year, the Sydney cruise port receives more than 30 international cruises, of which the Princess Cruises use it as the cruise homeport. (5) Singapore Cruise Terminal (see Fig. 3.50). The Port of Singapore spent 50 million Singapore dollars to build a cruise terminal in 1991. In 1998, the government

3.3 Oceania and Southeast Asia

69

(a) Top view

(b) Site view Fig. 3.42 Dover Cruise terminal

invested another 23 million Singapore dollars to rebuild the terminal and extend it to the coastline. In 2001, it was praised by the world cruise organization as “the most efficient cruise terminal operator in the world”. Marina Bay Cruise Terminal in Singapore is the newly constructed international cruise terminal with 2 cruise berths, reaching a natural depth of 12 m and a length of 400 m each. (6) Port Klang Cruise Terminal (see Fig. 3.51). Port Klang, the largest port in Malaysia, was opened in 1995, 45 min drive from Kuala Lumpur, and won the “Best Port Equipment in the World” award in the magazine of “Dream World

70

3 Basic Situation of Global Cruise Ports

(a) Coastwise berth

(b) Jetty type berth Fig. 3.43 Dublin Cruise terminal

Cruise Destination” in 1997. The Klang Cruise Terminal has three cruise berths with a total length of 660 m and a water depth of 12 m. It can accommodate cruises with an overall length of 300 m and a tonnage of 50,000 tons. It mainly operates the routes of Star Cruises. (7) Langkawi Cruise Terminal (see Fig. 3.52). The terminal was built by Star Cruises and the terminal is about 12.9 km west of Kuah. There is virtually no public

3.3 Oceania and Southeast Asia

71

(a) Birdview of the waterside

(b) Birdview of the landside Fig. 3.44 Cork Cruise terminal

transport on the island, and visitors generally choose to use a taxi or rent a car, motorcycle/scooter or bicycle. There is a shuttle bus from the terminal to the duty-free shops of the underwater aquarium, and the travel takes about 15 min. There are fewer tourist facilities on the terminal. Star Cruises takes the priotity for use of the terminal. (8) Swettenham Pier Cruise Terminal (see Fig. 3.53). The Swettenham Pier Cruise Terminal opened after a major redevelopment in 2010. There is a main platform of 400 m long, with water depth of 12 m, which can accommodate the world’s largest cruise. It has 2 inner berths, the north inner berth is 248 m long (berthing 160 m long ship to the maximum), the depth is 6.5 m, the south inner berth is

72

3 Basic Situation of Global Cruise Ports

(a) Birdview of the landside

(b) Birdview of the waterside Fig. 3.45 Edinburgh Cruise terminal

3.3 Oceania and Southeast Asia

73

(a) Top view

(b) Site view Fig. 3.46 Auckland Cruise terminal

219 m long (berthing 100 m long ship to the maximum), and the depth is 5.5 m. A main terminal building and a fast and safe boarding corridor were built on the terminal. In 2010, the terminal received 1.1 million passengers. In 2013, it received 1.29 million passengers, with an increase of 17.6%.

74

3 Basic Situation of Global Cruise Ports

Fig. 3.47 Brisbane Cruise terminal

3.4 Japan, South Korea and Northeast Asia The main cruise ports in Japan and South Korea include: Yokohama International Terminal Building, Naha International Cruise Port, Fukuoka Hakata International Cruise Port, Cruise Terminal Tempozan Wharf, Garden Cruise Pier and Cruise Kinjo Pier, Kanazawa Port, Vladivostok sea terminal building, Busan International Cruise Terminal, Sokcho Cruise Terminal, Jeju Cruise Terminal, Incheon Cruise Terminal, etc. (1)

(2)

(3)

Yokohama International Passenger Terminal (see Fig. 3.54). The terminal building is built on the Osanbashi Yokohama International Passenger Terminal. The terminal is 100 m wide and 480 m long. The building is more than 70 m wide, 470 m long and 15 m high. The building mainly consists of two floors, the first floor is the parking lot and the machine room, the second floor is the entry and exit hall, the waiting hall, the multi-purpose hall, etc. The roof is an undulating park. The whole building is mainly made up of three materials: steel, wood and glass. The new port berth is 450 m × 2, with a water depth of 10–12 m and a width of 20 m. It can accommodate 4 cruises of 30,000 tons. Naha International Cruise Port (see Fig. 3.55). The Naha International Cruise Port is located in the southern part of Okinawa Prefecture, 600 km southwest of Japan. The cruise terminal began operation on April 1, 2014. It is a 20min walk from the Naha Cruise Terminal passenger station to the International Street. This street is full of souvenir shops, restaurants and so on. It takes about 15 min walk from the port to the Miebashi Monorail Station, 10 min drive to Naha Airport, and about 20 min drive to famous sightseeing spots such as Shuri Castle. Fukuoka Hakata International Cruise Port (see Fig. 3.56). Fukuoka Hakata Port is a port transportation hub in Kyushu, Japan. Since ancient times, it has

3.4 Japan, South Korea and Northeast Asia

(a) Top view

(b) Site view Fig. 3.48 Melbourne Cruise terminal

75

76

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.49 Sydney Cruise terminal

(4)

(5)

had frequent exchanges with the Korean Peninsula and the Chinese mainland, about 200 km to Busan, South Korea, and 900 km to Shanghai, China. In recent years, the Fukuoka Hakata Cruise Terminal has welcomed a number of international cruises. At the same time, Hakata Port has a liner passenger service to connect to Busan. Hakata Port is located in Fukuoka City and the waterway is in good condition. Tourists like to visit temples or shop and taste food. Cruise Terminal Tempozan Wharf (see Fig. 3.57). The Cruise Terminal Tempozan Wharf is located at the mouth of the Ajikawa River. The terminal is 370 m long and has a water depth of 11 m. It has entry and exit facilities and a boarding bridge. Behind it is the Tempozan Harbor Village on the waterfront, with a number of entertainment and leisure facilities such as aquarium, hotel, Tempozan Park and shopping center, etc. Kobe International Cruise Port (see Fig. 3.58). The Kobe Port has two large

3.4 Japan, South Korea and Northeast Asia

77

(a) Top view I

(b) Top view II Fig. 3.50 Singapore Cruise terminal

(6)

cruise passenger terminals named “Kobe Port Terminal” and “Naka Pier Cruise Terminal”. Kobe Port Terminal has a coastline of 649 m, water depth of 12 m, and can accommodate 160,000-ton cruises (Royal Caribbean Cruise Lines) to the maximum. Naka Pier Cruise Terminal has a coastline of 305 m, water depth of 9 m, and can accommodate 70,000-ton cruises to the maximum. Garden Cruise Pier and Cruise Kinjo Pier (see Fig. 3.59). The Garden Cruise Pier occupies 2# and 3# berths. The total length of the shoreline is 395 m, the

78

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.51 Port Klang Cruise terminal

(7)

(8)

water depth is 10 m, the front edge width is 20 m, and the air draft limit is 51 m. The Cruise Kinjo Pier occupies 80# and 81# berths. The total length of the shoreline is 400 m, the water depth is 10 m, and the front edge width is 20 m. There is no limit on the air draft. Kanazawa Port (see Fig. 3.60). Kanazawa Port is located in the northern center of Japan, with easy access to routes from South Korea, Russia and China. This makes it a good destination for sailing along the Sea of Japan. Kanazawa has three terminals that can accommodate cruises of 140,000. It is only 5 km (4.5 miles) from the city centre and 20 min walk from the bus station. Vladivostok sea passenger terminal (see Fig. 3.61). The Vladivostok sea pas-

3.4 Japan, South Korea and Northeast Asia

79

(a) Top view

(b) Site view Fig. 3.52 Langkawi Cruise terminal

(9)

senger terminal has 2 consecutive berths, #1 berth has a length of 235.7 m, water depth of 9.0 m; #2 berth has a length of 255.6 m, water depth of 9.1 m; total shoreline length of the two berths is 491.3 m. The terminal building has a total floor area of 14,622 m2 . There are transportation facilities such as the railway station and bus stop on the land area. Busan International Cruise Terminal (see Fig. 3.62). The service at Busan International Cruise Terminal was to build a two-story 2200-m2 terminal building

80

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.53 Swettenham Pier Cruise terminal

(a) Top view Fig. 3.54 Yokohama international passenger terminal

(b) Site view

3.4 Japan, South Korea and Northeast Asia

81

(a) Top view

(b) Site view Fig. 3.55 Naha international Cruise port

in Dongsam, Yeongdo District. The terminal has an immigration office, customs, quarantine facilities, passenger waiting rooms and recreational facilities on the first floor, as well as a public service office on the second floor. (10) Sokcho Cruise Terminal (see Fig. 3.63). On September 21, 2017, the terminal building of Sokcho Cruise Terminal was put into use. The three-storey building has an area of 9984 m2 and features an immigration office, convenience facilities and duty-free shops. Sokcho Port can accommodate 1275,000 GT cruises. (11) Jeju Cruise Terminal (see Fig. 3.64). The geographical location of Jeju Island is 126°08 −126°58 E, 32°06 −33°00 N, 452 km from Seoul, 310 km from

82

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.56 Fukuoka Hakata international Cruise port

Busan, 989 km from Osaka, Japan, 499 km from Shanghai and 1030 km from Hong Kong, China. The berths in the northern part of Jeju Island are arranged on the north and east sides inside the harbour, and there are breakwaters. The terminal is arranged in the north-south direction. The total size of the harbor basin is about 970 m × 650 m. (12) Incheon Cruise Terminal (see Fig. 3.65). The geographic position of the temporary berthing location of Incheon Port is 37°20’0”N, 126°38’0”E. Incheon Port is the largest port on the west coast of South Korea and also the outer

3.4 Japan, South Korea and Northeast Asia

83

(a) Top view

(b) Site view Fig. 3.57 Cruise Terminal Tempozan Wharf

port of Seoul, the capital of South Korea, at a distance of less than 40 km. The north side of the berthing coastline is the port land area, which is planned to be a specialized container terminal for temporary berthing of cruises.

84

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.58 Kobe International Cruise port

3.5 China

85

Fig. 3.59 Garden Cruise Pier and Cruise Kinjo Pier

3.5 China 3.5.1 Mainland China At present, specialized cruise ports in Shanghai, Xiamen, Sanya, Tianjin, Haikou, Shenzhen, Guangzhou, Qingdao and Dalian have been established in mainland China. In addition, cruise ports in some areas are under planning and construction. The basic information is shown in Table 3.1. (1)

Shanghai Port Cruise Terminal (see Figs. 3.66, 3.67). Including Shanghai Wusongkou International Cruise Terminal and Shanghai Port International Cruise Terminal. Shanghai Wusongkou International Cruise Terminal is located in the waters of Wusongkou Paotai Bay in Baoshan District, Shanghai. The original designed tourist reception capacity is 600,000 persons per year. The second phase project extends 380 m upstream, 446 m downstream, and the total length of the terminal is 1600 m, four cruises can be berthed at the same time, and the reception capacity has reached nearly 3.6 million persons per year. The terminal can accommodate cruises of 220,000 tons. The investors are Baoshan District Government and Shanghai Changjiang Shipping Co., Ltd. of Sinotrans&CSC. Shanghai Port International Cruise Terminal is located on the bank of Huangpu River in Hongkou District, Shanghai. The shoreline is nearly 1200 m long and can park three 70,000-ton cruises at the same time. The investor is Shanghai International Port (Group) Co., Ltd.

86

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.60 Kanazawa port

(2)

Tianjin International Cruise Terminal (see Fig. 3.68).1 Tianjin International Cruise Port is located in the Dongjiang area of Tianjin Port, Tianjin Free Trade Zone. It is the only cruise port in China that is located in the free trade zone. The shoreline is 625 m long. The terminal has a reception capacity

1 Quoted

Harbor.

from Determination of Plane Design Parameters for Tianjin Port International Cruise

3.5 China

87

(a) Top view

(b) Site view Fig. 3.61 Vladivostok sea passenger terminal

(3)

of 500,000 persons/year, and it can accommodate 220,000-ton cruises. The investors are Tianjin Port (Group) Co., Ltd. and China Merchants Shekou Industrial Zone Co., Ltd.2 Dalian International Cruise Terminal (see Fig. 3.69).3 At present, the cruises use the Dalian Port Group Dagang District Passenger Terminal.

2 Quoted 3 Quoted

from Study on sediment siltation for international cruise terminal project of Tianjin Port. from Optimization of plane dimension in Dalian Port international cruise terminal.

88

3 Basic Situation of Global Cruise Ports

(a) Top view

(b) Site view Fig. 3.62 Busan international Cruise terminal

(4)

Qingdao Cruise Terminal (See Fig. 3.70).4 It is located at terminal No. 6 of old port area, Qingdao Port. It has 3 berths with a total shoreline length of more than 1000 m and a building area of 59,000 m2 . The annual tourist

4 Quoted

Qingdao.

from Analysis on Design of Handling Process for Cruise Terminal in Old Harbor of

3.5 China

89

(a) Top view

(b) Site view Fig. 3.63 Sokcho Cruise terminal

(5)

capacity is 1.5 million passengers per year, and it can accommodate cruises of 220,000 tons. The investor is Qingdao Port (Group) Co., Ltd.5,6 Zhoushan Islands International Cruise Port (see Fig. 3.71). Located in Xi’ao

5 Quoted 6 Quoted

from Research on Plan Layout of Cruise Channel of Qingdao Olympic Sailing Center. from Study on wave condition simulation of Qingdao Port cruise terminal.

90

3 Basic Situation of Global Cruise Ports

Harbor basin

(a) Top view

(b) Site view Fig. 3.64 Jeju Cruise terminal

of Zhujiajian, Zhoushan Islands, it has a joint inspection hall of 6200 m2 . The cruise terminal is 356 m long and 36 m wide, and can accommodate cruises of 100,000–150,000 tons. The investors are Zhoushan Port Group Co., Ltd., Zhoushan Putuo District State-owned Assets Investment Management Co., Ltd. and Zhoushan Islands Tourism Investment Development Co., Ltd.

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91

(a) Top view

(b) Site view Fig. 3.65 Incheon Cruise terminal

Tianjin International Cruise Port

4

4

Wusongkou International Cruise Terminal

Tianjin

5

Shanghai Port International Cruise Terminal

Shanghai

Number of berths

Port name

Port

11.5 m for all

No. 1 + No. 2, 625 m total No. 3 + No. 4, 487 m total

No. 3, No. 4, 11 m

No. 3, No. 4, 826 m

No. 5, 11 m

No. 5, 288 m

No. 2, 11 m

No. 4, 11 m

No. 4, 288 m

No. 2, 354 m

No. 3, 11 m

No. 3, 288 m

No. 1, 13 m

No. 2, 6 m

No. 2 (small harbor basin), 70 m

No. 1, 420 m

No. 1, 9 m

Water depth

No. 1, 263 m

Berth length

Table 3.1 Basic information of Cruise Terminals in Mainland China

225 thousand for all 4 berths

No. 3, No. 4, 150–220 thousand

No. 2, 150 thousand

No. 1, 250 thousand

80 thousand

80 thousand

80 thousand

100

20 thousand

Tonnage of accommodated cruises (GT)

No. 3, No. 4, Aug., 2014

No. 1, No. 2, June, 2010

Beginning of 2018

No. 2, Oct., 2011

No. 1, Oct., 2011

Year 2008

Commissioning date

4

4

4

(continued)

Maximum cruises at the same time

92 3 Basic Situation of Global Cruise Ports

Port name

Dalian port

Qingdao Cruise Port

Zhoushan Islands International Cruise Port

Wenzhou International Cruise Terminal

Xiamen International Cruise Center

Port

Dalian

Qingdao

Ningbo Zhoushan

Wenzhou

Xiamen

Table 3.1 (continued)

2

1

1

3

2

Number of berths

No. 0, 10.5 m No. 1, 9.19 m

No. 1, 166 m

16 m

13.15 m

No. 0, 510 m

340 m

356 m

8m

The other two berths, 490 m

No. 10,12 m No. 11,10.7 m

No. 10 + No. 11, 430 m Berth C1, 13.5 m

No. 8, 9.8 m No. 9,10.3 m

No. 8 + No. 9, 478 m

Berth C1, 476 m

Water depth

Berth length

No. 1, 30 thousand

No. 0, 150 thousand

100 thousand

100 thousand and 150 thousand

80 thousand

Berth C1, 220 thousand

No. 10 + No. 11, designed 100 thousand

No. 8 + No. 9, designed 150 thousand

Tonnage of accommodated cruises (GT)

No. 1, 1984

No. 0, June, 2008

Jan., 2018

Oct., 2014

May, 2015

No. 10 + No. 11, July, 2016

No. 8 + No. 9, 2020

Commissioning date

2

1

1

3

2

(continued)

Maximum cruises at the same time

3.5 China 93

Port name

Guangzhou International Cruise Port

Prince Bay Cruise Home Port

Haikou Xiuying Port

Sanya Phoenix Island International Cruise Port

Port

Guangzhou

Shenzhen

Haikou

Sanya

Table 3.1 (continued)

2

2

2

1

Number of berths

No. 2, 9.6 m No. 3, 11.6 m

No. 3, 432 m

10.2 m

290 m No. 2, 370 m

13.2 m

10 m

288.5 m 470 m

12 m

17 m

Water depth

409.2 m

346 m

Berth length

No. 3, 150 thousand

No. 2, 80 thousand

12.5 thousand

45 thousand

120 thosuand

220 thousand to the maximum

150 thousand

Tonnage of accommodated cruises (GT)

No. 3, Aug., 2015

No. 2, Nov., 2006

Dec., 2016

Jan., 2016

Commissioning date

3

2

2

2

Maximum cruises at the same time

94 3 Basic Situation of Global Cruise Ports

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95

Fig. 3.66 Shanghai Wusongkou international Cruise terminal

Fig. 3.67 Shanghai Port international Cruise terminal

(6)

Wenzhou International Cruise Terminal (See Fig. 3.72).7 The construction of the project started in June 2016, and the MSC Lirica made its maiden voyage on December 9, 2017. The existing 7# berth in Wenzhou Port Zhuangyuan’ao area was used to build a large cruise berth. The tonnage of the cruise berth is 100,000 GT, and the designed passenger throughput is 220,000 persons per

7 Quoted

Project.

from Preliminary Design of Wenzhou Zhuangyuan’ao International Cruise Terminal

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3 Basic Situation of Global Cruise Ports

Fig. 3.68 Tianjin international Cruise port

(7)

(8)

(9)

year. At the same time, the relevant road network was set up and the passenger joint inspection hall, parking lot and other supporting facilities were newly built. It is a typical case of the old port being converted into a cruise port. Xiamen Cruise Terminal (see Fig. 3.73).8 Located on the south side of Xiamen Haicang Bridge, the total length of the coastline is 1419 m, and the tourist reception capacity is 800,000 persons/year. It can accommodate one 150,000ton and two 80,000-ton cruises at the same time, and can accommodate cruises of 220,000 tons. The investor is Xiamen Port Holdings Group Co., Ltd. Guangzhou Port International Cruise Terminal (see Fig. 3.74).9 Located in Nansha, Guangzhou, a 225,000-ton and a 100,000-ton cruise berth will be built in the future. The coastline of the terminal is 770 m long and it will receive 790,000 passengers per year. The Guangzhou Port Nansha Port Area Cruise Port in use currently was previsouly Guangzhou Nansha Port Area Phase 3 Freight Terminal, which has been reconstructed. The investor is Guangzhou Port Group Passenger Transport Service Co., Ltd. Shenzhen China Merchants Shekou International Cruise Home Port (see Fig. 3.75). It is located in the south of Nantou Peninsula in Shenzhen. The total length of the coastline is about 1509 m. There is one 220,000-ton cruise berth, one 120,000-ton cruise berth, one 20,000-ton passenger and cargo ro-ro berth and 3 passenger terminals. The building area is 136,600 m2 . The investors are China Merchants Shekou Industrial Zone Holdings Co., Ltd. and Shenzhen China Merchants Investment Development Co., Ltd.

8 Quoted 9 Quoted

from Preliminary Design of Xiamen Cruise Terminal Project. from Cruise Terminal Layout Plan in Guangdong Province.

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(a) Passenger hall

(b) Site view Fig. 3.69 Dalian international Cruise terminal

(10) Haikou Xiuying International Cruise Port (See Fig. 3.76). It is the port used for accommodating cruises in Haikou at present, with a berth tonnage of 50,000– 100,000 GT. In addition, Haikou South Sea Pearl International Cruise Port (under construction) is located in Haikou Bay South Sea Pearl Artificial Island, with a coastline of 800 m, a 250,000-ton cruise berth, a 150,000-ton cruise berth, and a reception capacity of 1 million passengers/year. (11) Sanya Phoenix Island International Cruise Port (see Fig. 3.77).10 Located near Phoenix Island in Sanya, there is only one cruise berth now, in the second phase of the project, one 30,000-ton and one 100,000-ton berth, two 150,000ton berths and one 250,000-ton berth will be built, with capacity up to 2 million persons/year. The investors are China Communications Construction Co., Ltd., Sanya Phoenix Island Investment Group Co., Ltd. and Sanya Yusheng Investment Co., Ltd. 10 Quoted

from Research of Key Plane Sizes in Design of Cruise Terminal.

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3 Basic Situation of Global Cruise Ports

Fig. 3.70 Qingdao Cruise terminal (Quoted from Design and study on permeable superstructure of cruise wharf in Qingdao Port.)

Fig. 3.71 Zhoushan islands international Cruise terminal

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Fig. 3.72 Wenzhou international Cruise terminal

3.5.2 Hongkong and Taiwan For the cruise terminals in Hongkong and Taiwan, see Table 3.2. (1) Hongkong There are four terminals that can accommodate cruises in Hong Kong: Ocean Terminal (see Fig. 3.78), China Merchants Terminal, Container Terminal and Kai Tak Cruise Terminal (see Fig. 3.79). The Ocean Terminal in the Tsim Sha Tsui area of the Kowloon Peninsula is a specialized cruise terminal. The terminal is a three-storey building and is part of the Harbour City shopping centre. Due to the expansion of the market, the Hong Kong Government has built a new Kai Tak Cruise Terminal at the former Kai Tak Airport site in Kowloon. It provides two cruise berths to accommodate the world’s largest cruises, which were commissioned in mid-2013. The China Merchants Terminal and Container Terminal are located in the west of Hong Kong Island, which are conveniently located, with just 10 min drive from the city centre of Sheung Wan. They are container terminals for temporary berthing of cruises. (2) Taiwan There is no specialized cruise port in Taiwan. Cruises are mostly berthed at the passenger terminals of four major commercial ports in Keelung (see Fig. 3.80), Kaohsiung (see Fig. 3.81), Taichung and Hualien Port (see Fig. 3.82). With the launch of the cross-strait cruise market, Kaohsiung and Hualien of Taiwan are planning to build new specialized cruise terminals.

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3 Basic Situation of Global Cruise Ports

Fig. 3.73 Xiamen Cruise terminal

3.6 Analysis of Cruise Port Status For the regional distribution, cruise ports are mainly distributed in Europe, North America and Asia-Pacific. They are directly related to the degree of regional economic development. The development of cruises in North America is the most prosperous, and Europe is the second largest cruise market in the world, with many cruise ports; the cruise economy in Asia is developing rapidly, and the construction of cruise ports is in the ascendant and has become a hot spot in port construction. For the scale of cruise ports, the cruise homeport has a large number of cruise terminals, large scale berths, a large number of berths, good port supporting conditions and complete facilities; the port of call is small and the facilities are simple. For the location in the city, most cruise terminals are located in the city center, or close to the city or attractions, with convenient transportation for tourists to reach their destinations.

3.6 Analysis of Cruise Port Status

101

Fig. 3.74 Guangzhou Port international Cruise terminal

Fig. 3.75 Shenzhen China Merchants Shekou international Cruise Home Port

For the construction methods, most cruise terminals are formed by technical transformation of existing terminal facilities, the terminal buildings are reconstructed from buildings such as former warehouses, saving resources and reducing investment as much as possible; some cruise terminals and related facilities are newly built, some terminal buildings have been built into landmark buildings. For the equipped facilities, specialized cruise terminals are generally equipped with specialized boarding facilities, such as boarding bridges; non-specialized terminals are equipped with simple boarding facilities.

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3 Basic Situation of Global Cruise Ports

Fig. 3.76 Haikou Xiuying international Cruise port

Fig. 3.77 Sanya Phoenix island international Cruise port

For the relationship with economic development, cruise ports have great support for the cruise economy, and cruise ports are closely related to regional economic development, interact with the rich tourism resources in the hinterland and increase the number of regional tourists. For the terminal buildings, the passenger terminal buildings of overseas cruise terminals are generally simple, and some cruise terminals are transformed from warehouses, which is worth learning.

2018 (planned)

–

Kaohsiung Port and Cruise Service Center

Keelung Port Maritime Passenger and Freight Center

2013 (2 berths)

Kai Tak Cruise terminal

Taiwan

1966.3.22

Ocean terminal

Hongkong

Commissioning date

Cruise port

City

Table 3.2 Cruise terminals in Hongkong and Taiwan

–

2000 persons/hour

3000 persons/hour

–

Passenger capacity

–

–

850 m

380 m

Coastline length

–

–

–

220 thousand tons

−12 to −13 m (dredging) –

–

Maximum berthing capacity

–

Water depth

Keelung Port west No. 2 berth

Kaohsiung city center

Site of former Kai Tak Airport, Kowloon

Kowloon Peninsula Tsim Sha Tsui

Geographic location

3.6 Analysis of Cruise Port Status 103

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3 Basic Situation of Global Cruise Ports

Fig. 3.78 Hongkong Harbour City international Cruise port

Fig. 3.79 Hongkong Kai Tak international Cruise terminal

3.6 Analysis of Cruise Port Status

Fig. 3.80 Cruise port in Keelung, Taiwan

Fig. 3.81 Proposed homeport in Kaohsiung, Taiwan

105

106

Fig. 3.82 Cruise Berthed in Hualien, Taiwan

3 Basic Situation of Global Cruise Ports

Chapter 4

Site Selection of Cruise Terminals

The location of a cruise terminal shall take into account the orientation and scale of the cruise port, the planning of the city, the construction conditions, collection and distribution and other supporting conditions, and be determined by comprehensive comparison and demonstration. This chapter mainly introduces the functional orientation of a cruise port, urban planning, construction conditions and other factors closely related to the location of the cruise terminal, as well as the site selection method of a cruise terminal.

4.1 Orientation and Site of a Cruise Port The orientation of a cruise port is closely related to the site selection. The aim of orientation of a cruise port is to determine whether it is a port of call or a port of turnaround (including cruise homeport) and its development scale. For the orientation of a cruise port, through collecting relevant basic data and targeting the development trajectories of relevant cruise ports and cities at home and abroad, forecast on the development of cruise tourism market, route arrangement and density of the cities where the ports are located, and the arrangement of potential cruise companies for arriving ships can be put forward in the light of economic and social development requirements, location conditions, construction conditions and resource conditions. The above indicators are the main parameters to refine the port orientation and determine the construction scale of a cruise port; regional location, water conditions, rear land areas and other conditions belong to the port’s own resource endowment, and are objective restrictive factors, which are closely related to the investment cost, recovery cycle, construction difficulty and other engineering parameters of port construction.

© The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_4

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4 Site Selection of Cruise Terminals

The orientation of a cruise port determines the status of cruise terminal construction and the mode of operation and service. It is determined comprehensively according to regional economic and industrial development, urban development, tourism resources and construction planning, geographical location, route distribution and other factors. For different orientations of cruise ports, there are also differences in the service function of cruise terminals, the scale of related facilities and the land and water resources needed for the siting of a cruise port. Therefore, this factor must be taken into account in the design of the location of a cruise port. The port of turnaround for cruises mainly runs on the cruise departure routes, generally the starting and ending point of the cruise routes. It has the functions of cruise berthing, passenger and crew embarking and disembarking, cruise supply, waste water treatment, passenger clearance, baggage checking and crew service, etc. It is mainly distributed in the port cities with dense hinterland population, high level of economic development, abundant tourist resources and convenient traffic, such as Shanghai Port. Some Chinese ports, which mainly rely on the business of call and are supplemented by cruise turnaround business, shall also be incorporated into the ports of turnaround in the design. Tourist scale and industrial agglomeration effect of a port of turnaround are different from those of a port of call in terms of water conditions, hinterland, collection and distribution and other demands. The purpose of differentiating cruise port orientation is mainly for cruise terminals located in different types of ports, there are some differences in the allocation of resources and facilities. For example, the waiting facilities, baggage checking and custom facilities in the terminal building of a port of call need not to be the same standard and scale as the port of turnaround, otherwise it will cause unnecessary waste. A port of call is a cruise port mainly connected with calling routes. It has the basic functions of cruise berthing, passengers and crew embarking and disembarking. It is generally distributed in cities or islands with rich tourism resources. As a transit point of cruise routes, it mainly serves tourists to go ashore for sightseeing. Because the baggage of tourists does not need to go ashore, the demand for resources and the corresponding facilities of the terminal are relatively simple. For the site of a cruise port, the requirements for the construction conditions of approach channels, water areas, shorelines, land areas and supporting conditions are basically the same as those of general ports. However, for cruises, due to the high requirement of berth availability, which cannot wait for tide as the general requirement for approach channels. When it has to wait for tide, the location shall be fully demonstrated. In addition, cruise ports also need to focus on the different orientations of cruise ports and the demand for local resources.

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109

4.1.1 Site Selection Considerations for Ports of Turnaround (1) The region has certain comprehensive economic strength According to the layout of the global cruise industry center, the ports of turnaround for cruises are all located in regions with strong economic comprehensive strength, whether in the Caribbean region of North America, the Mediterranean region of Europe, or the Northeast Asia region of Asia. In recent years, great breakthroughs have been made in the economic restructuring of coastal cities in China. In the eastern coastal areas, finance, trade and real estate are becoming the mainstay industries in the tertiary industry. Furthermore, tourism, exhibition and information service industries have accelerated the pace of development. At the same time, the development of international cruise economy will further promote the prosperity of tourism, finance, insurance and other industries, improve the establishment of relevant tertiary industry factor market, and promote the development of modern service industry. For example, Shanghai, as an important economic center of China, is the largest commercial and financial center in China, and is also an important international port city in the Western Pacific region. An all-round opening pattern has basically taken place. Therefore, in recent years, the development of cruise industry in Shanghai has initially formed a cruise economic industry chain and increased a large number of jobs. At the same time, the upstream and downstream industries of cruises, including luxury cruise manufacturing, repair and maintenance, berthing and so on, will certainly stimulate the development of port service industry centered on ship manufacturing, maintenance and repair. (2) Cruise passenger market is vast Passenger source is the basis to ensure the normal operation of the relevant routes of a port of turnaround. This is reflected in North America, the Mediterranean and Singapore. In 2016, 11 cruise ports (Dalian, Tianjin, Qingdao, Yantai, Shanghai, Zhoushan, Xiamen, Shenzhen, Guangzhou, Haikou and Sanya) received 1010 cruises (a yearon-year increase of 61%), 4,567,370 cruise passengers (a year-on-year increase of 84%); 927 homeport cruises (a year-on-year increase of 72%) and 83 cruises at ports of call (a year-on-year decrease of 8%); 4,289,780 passengers (93% up year on year) from the home ports, mainly Chinese tourists, and 277,590 passengers (8% up year on year) from the ports of call, mainly overseas tourists. China has become the second largest cruise passenger market in the world, and Shanghai has become the largest cruise port city in Asia. Shanghai is one of the cities with the greatest potential for economic development in China. Its per capita GDP is 4.3 times the national average. In 2016, Shanghai’s per capita GDP reached RMB 113,731, and there are many middle-income people in Shanghai. In the past decade, Shanghai has bred the demand and habit of holiday leisure consumption; population of tourism consumption accounts for 15% of the total population, 17 times the national average. In addition, the unique location

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4 Site Selection of Cruise Terminals

advantage of Shanghai has induced great potential of local outbound cruise tourism in the Yangtze River Delta region. Over the past two decades, the rapid development of Shanghai’s economy and the abundant tourism resources in its surrounding areas has attracted more and more tourists from all over the world. With the acceleration of the construction of international economic, financial, trade and shipping centers, Shanghai has become a hotspot of all kinds of international exhibitions, and will also attract more domestic and foreign tourists. The huge actual and potential consumption power has laid a solid foundation for Shanghai to develop the international cruise economy. (3) Have a perfect transportation system The port of turnaround requires the city to provide fast and convenient passenger gathering and evacuation services. As far as many ports of turnaround for cruises built in China, the hinterland road network extends in all directions, and there are large airports and railway stations, all of which may provide related services. For example, Shanghai is located at the midpoint of China’s north-south coastline, the third largest port in the world and the hub of China’s land and water transportation. Shanghai has two international airports. More than 10 domestic airlines and more than 20 international airlines have established Shanghai routes. Land transportation is developed. Railways, national highways and expressways connect the surrounding cities. With the construction of the Chongming River-Crossing Bridge and Hangzhou Bay Bridge, access to Jiangsu and Zhejiang provinces is more convenient. In addition, Shanghai Port has the unique advantage of integrating ocean shipping with coastal shipping and inland waterway shipping. (4) Good customs clearance environment for cruises Customs inspection service is one of the necessary facilities and services for foreign cruise ports. Good passage environment is the basic guarantee for the normal operation of a cruise port. EU integration management measures are adopted in Europe. As long as the routes are within the EU, the relevant customs procedures are very simple, and there is no need for border inspection. North America is also relatively simple. Customs inspections on cargo are mainly carried out during the period of departure, and identity inspections are required during the period of entry. At present, China’s cruise customs procedures are basically in accordance with the general travel inspection procedures, through customs, inspection and quarantine as well as border checkpoints, customs clearance speed generally meets the requirements of cruise operations. Generally, a cruise with about 2000 passengers needs to complete customs clearance within two hours at the international level. Since February 2007, the Shanghai immigration inspection department has launched a new measure to ensure that inbound tourists have “zero waiting” for border inspection and customs clearance. In the future, the visa formalities will be further eased, and the ideal mode of multi-tour on one entry-exit line will be basically realized.

4.1 Orientation and Site of a Cruise Port

111

4.1.2 Site Selection Considerations for Ports of Call The relationship between the port of call and the port of turnaround is not either/or. A cruise port can be both a port of call and a port of turnaround, or just a port of call. Therefore, the requirements for ports of call are generally lower than those for ports of turnaround, but there are also special requirements. A port of call is mainly to attract tourists as its basis, generally need three conditions. (1) Cruise port cities have certain tourism attractions, including high city popularity, unique cultural resources and tourism landscape resources; (2) It has certain geographical advantages, and its adjacent regions or national cruise terminals or related industries are well developed, so it is easy to join the world cruise routes. (3) Basic hardware and software facilities, including good waterways, water conditions for the construction of cruise terminals, port customs clearance facilities, etc. According to the above requirements, cruise ports of call in Asia include Pusan Port and Incheon Port in Korea, Bodo Port in Fukuoka, Japan, Keelung Port in Taiwan, etc. Shanghai Wusongkou Cruise Port and International Cruise Terminal are both the port of call and the port turnaround. Mainly because of the modernization and scale of Shanghai’s urban construction, it has become a world-recognized symbol of the international metropolis. Whether day or night, the newly developed areas of Shanghai are all landscapes; the wharf along the Huangpu River in Shanghai is an inland port, and the comparative landscape of classical and modern buildings on both sides of the Huangpu River is a unique resource for attracting international tourists. Hangzhou Bay, Yangtze River, Taihu Lake, Hangzhou, Suzhou, Shaoxing, Ningbo and other well-known tourist landscapes near Shanghai are high-quality resources for the development of cruise industry. There are abundant tourism resources around Shanghai; there are Suzhou, Hangzhou and other places on land for one or two days’ tour, which have a great attraction for international tourists. From the world and Asian maps, with Shanghai as the center, luxury cruises can reach Korea, Japan and so on within 48 h. This location advantage is unique in the coastal cities of China.

4.2 Urban Planning and Site Selection1 As an important node of cruise tourism and an important infrastructure of cruise economy, the location of a cruise port is closely related to the city planning. Urban spatial planning shall reserve corresponding water and land resources for the location of the cruise terminal. 1 Quoted

from Discussion on Several Problems in the Construction of a Cruise Center.

112

4 Site Selection of Cruise Terminals

4.2.1 Distribution of Coastal Resources of Cruise Terminals in Urban Planning In the development planning of regional or urban economy and tourism industry, it is generally clear whether cruise tourism will be one of the directions of future urban economic development and tourism industry development. Generally, coastal cities with developed economy and abundant tourism resources have abundant reserves of passengers, and have the conditions of developing cruise economy and building cruise terminals. The selection of shoreline resources is the precondition in the site selection of cruise terminals, which is basically the same as the general port location requirements. It is necessary to consider comprehensively the water depth condition, water area condition, land area condition, supporting conditions outside the port area and the surrounding environment of the port site. The terminal site should choose the location with open water area, suitable water depth, good shelter from waves and less sediment movement. In urban planning, it is necessary to allocate coastline resources, plan and arrange the location of cruise terminals according to the demand of cruise port construction, provide necessary coastline resources, land use, convenient transportation conditions and supporting conditions for the development of cruise terminals, and at the same time, leave appropriate room for development in urban planning to meet long-term development and cruise economic development needs.

4.2.2 Land Use Scale of Cruise Terminals According to the tonnage of arrival cruises, the berths of cruise terminals can be divided into several grades. Such as 80,000 GT, 100,000 GT, 140,000 GT, 220,000 GT cruise berths, etc. The land use scale of cruise terminals shall be based on the type of cruise port and the construction scale of cruise terminals. The scale and land use of terminal building, parking lot, road and greening shall be determined reasonably. The land use scale of urban planning and cruise terminals should take full account of the demand of cruise terminals.

4.2.3 Impact of Cruise Terminal Location on Urban Functional Planning and Layout Cruise industry is a new tourism industry, which will have a great economic pull on the upstream and downstream industries. The development of cruise industry has brought great flow of people, goods and commerce, greatly promoted the development of urban logistics, finance, tourism, insurance and other industries, played a supporting role in urban economic development, and caused the adjustment of the functional

4.2 Urban Planning and Site Selection

113

layout of the surrounding industries and land of cruise terminals. Especially when an old terminal is transformed into a cruise terminal or cargo and cruise sharing terminal, the original port industry and city layout structure which mainly supports cargo transportation will be adjusted to the city layout which mainly serves the flow of people and tourism. However, the economic development direction of the region or city, the main functions of the city endowed by the region, the actual occurrence of various commercial formats of cruise terminals and the actual supply of land and shoreline resources of the proposed site, etc., have different driving effects on the cruise industry and its surrounding industries. For example, the Phoenix Island International Cruise Terminal in Sanya has established its leading position in real estate development in Sanya; the Shenzhen Prince Bay Cruise Terminal plans to integrate the Shekou Port Prince Bay area with the functions of international cruise terminal, Hong Kong-Macao passenger terminal supporting area and coastal entertainment and leisure area, as the new city business card and “sea portal” of Shenzhen. The Xiamen cruise terminal is the renovation of the original cargo terminal, the original cargo port area and the surrounding supporting logistics and industries were wholly relocated, and the urban layout was adjusted to mainly serve cruises, which has promoted the overall adjustment of the functional layout of the port and its surrounding areas, as well as the collection and distribution planning, and has promoted the development of the local cruise economy. Foreign countries such as Miami, Fort Lauderdale in North America, Barcelona and Rotterdam in Europe, Yokohama in Japan and Singapore in Asia have directly or indirectly led to the development of regional real estate, commerce and other related industries. Australian Sydney Cruise Terminal, Malaysian Pulau Langkawi Port, Thailand’s Laem Chabang Port, Kyushu and Fukuoka of Japan, Jeju and Incheon of South Korea and other cruise terminals are all ports with calling as the main mode of cruise berthing. The construction of above cruise terminals has provided a large impetus for the local tourism industry and related service industries.

4.2.4 Impact of Cruise Terminal Location on Urban Traffic Planning The service object of cruise terminals is tourists. Therefore, the site selection of cruise terminals shall be combined with cruise routes, rear tourism resources and passenger sources, and the inbound and outbound passenger flow of cruise ports is large and concentrated. Therefore, the convenience of transportation transfer shall be taken into account. Generally speaking, for a port of call, it is reasonable to choose as close as possible to the central city, or to the famous scenic spots or commercial centers of the city, considering the short stay time of ships in the port. The port of turnaround can be far away from the central city according to the needs of urban planning, but it is necessary to build a water and land transport distribution center

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4 Site Selection of Cruise Terminals

in combination with the scale of the cruise port to provide convenient conditions for passenger gathering and evacuation. Therefore, it is necessary to carry out urban transportation planning in combination with the location of the cruise terminal.

4.3 Construction Conditions and Site Selection of Cruise Terminals The site selection of a cruise terminal must take into account the construction conditions of cruise operation standards, meteorology, hydrology, geology and supporting conditions.

4.3.1 Reference Standards for Cruise Operation When choosing the location of a cruise terminal, the number of working days is an important indicator. The number of working days shall be determined according to the design ship type, working standard, hydrological and meteorological conditions after comprehensive analysis. Among them, when choosing the location of a cruise terminal, the cruise operation standards can be determined in accordance with the following provisions. (1) When a cruise ship enters or leaves the port, the allowable criteria for factors affecting navigation safety, i.e. wind speed, wave height, visibility and current velocity should meet the following requirements: (a) (b) (c) (d)

Wind force is not greater than Beaufort Scale 8; Wave height: H4% ≤ 2.0 m for beam seas, H4% ≤ 2.5 m for head seas; Visibility: not less than 1000 m; Current velocity: less than 1.0 m/s for beam current, less than 2.5 m/s for longitudinal current.

(2) Allowable wind speed, wave height and visibility in the operation of cruise berthing/unberthing and passenger embarkation/disembarkation should be in accordance with those specified in Table 4.1. (3) When the cruise has to leave the terminal, if affected by disastrous winds or waves, the wave height for the cruise to unberth may be determined in view of the water area conditions of the port, the capacity of terminal structure and availability of work boats in combination, and can be taken as 1.2–2.0 m. The terminal not for cruises to be moored in a windstorm may be designed under the condition of the cruise leaving when the wind speed is larger than Beaufort scale 9.

4.3 Construction Conditions and Site Selection of Cruise Terminals

115

Table 4.1 Operation criteria for cruise berthing/unberthing and passenger embarkation/ disembarkation No.

Operation

1

Berthing/unberthing

2

Passenger embarkation/disembarkation

Wind (Beaufort scale)

Wave height H4% (m) Beam seas

Visibility (m)

Head seas

≤7

≤1.2

≤1.5

≥1000

≤6

≤0.6

≤0.8

–

30,000–50,000 GT

≤0.6

≤0.8

–

50,000–100,000 GT

≤0.8

≤1.0

–

10,000–30,000 GT

100,000–150,000 GT

≤1.0

≤1.2

–

>150,000 GT

≤1.0

≤1.2

–

Notes ➀ When the included angle between longitudinal axis of the cruise and wave propagation direction is less than 45°, the wave is of head seas, otherwise the wave is of beam seas ➁ Average period of the waves in above table: ≤6 s, if GT ≤ 50,000 t; ≤8 s, if GT > 50,000 t ➂ H4% is the wave height with the accumulative frequency of 4% in the wave train

The cruise operation criteria are formulated in order to determine some specific design parameters during the design stage of a cruise terminal. It is only used for site selection and design of cruise terminals, not for operation management standard. The safety conditions of ships entering and leaving the port are mainly based on the actual operation of the port, and by the comprehensive analysis in combination with cruise handling performance. The investigation of several major coastal ports shows that the wind control standards exceed the wind scale for ship’s safe navigation or the ship’s safe sailing restrictions stipulated by the Ministry of Transport and the competent local government departments, and generally enter the stage of gale safety supervision when the wind reaches the Beaufort scale of 6; the navigation of each port is mostly restricted for visibility between 500 and 1000 m. When a cruise is berthing/unberthing or mooring at a terminal, motions of surge, sway, heave, pitch, rolling and turning will be produced under the action of wind, wave and current. All motions of a cruise mooring at a terminal shall meet the requirements of safe motion. At present, there is no systematic model test research for the allowable motion of a large cruise mooring operation. The standards for cruise berthing/unberthing and passenger embarkation/disembarkation refer to the relevant standards for container ships and Ro-Ro ships in the Design Code of General Layout for Seaports (JTS 165-2013). According to the design standards of ports at home and abroad and the investigation on the pilots and captains of the port, the wave height allowing berthing at the front of the terminal is generally not more than 2 m.

116 Table 4.2 Wind standards for cruise berthing/unberthing and passenger embarkation/disembarkation

4 Site Selection of Cruise Terminals No.

Operation

Wind (Beaufort Scale)

1

Berthing and departing

≤7

2

Boarding

≤6

4.3.2 Wind Conditions According to the Design Code for Cruise Terminals, it is required that the wind speed for inbound cruises not exceed Beaufort scale 8 (62–74 km/h), and that the allowable wind speed for cruise berthing/unberthing and passenger embarkation/disembarkation shall meet the requirements of the following Table 4.2. According to the requirements of Permanent International Association of Navigation Congresses (PIANC2 ), the design wind speed of terminal structures shall not be less than 80 km/h (Beaufort Scale 9). If the wind speed is greater than 46 km/h (Beaufort Scale 6) when a cruise is operating in the port area, tugboat assistance shall be considered. See Fig. 4.1.

4.3.3 Water Area Conditions The water area conditions that need to be considered in cruise terminal site selection include size of water area, seabed, tide level, current, sediment, wave and other factors. The site of a cruise terminal should choose the location of seabed or river with stable river regime and little sediment movement. For cruise terminals, different ranges of tidal levels are generally feasible for design and construction, but it needs to pay attention to the following points: (1) In areas where tidal levels change too much, there are higher requirements for mooring cables and loading and unloading operations on the terminal. Especially, it is necessary to consider the operation method of cruise hatch doors lower than the deck of the terminal. Seasonal and special weather-induced sea level wave set-up should be considered in the design process. (2) It is generally required that the approach channel meet the all-weather access requirements of cruises. When a cruise needs to enter the harbor by tide level, considering the rule that the cruise usually arrives in the morning and departs in the afternoon, it is necessary to conduct a special demonstration study on the matching of tide level and ship schedule.

2 Quoted

from Guidelines for Cruise Terminals, PIANC Secrétariat Général Maritime Navigation Commission, 2016.

4.3 Construction Conditions and Site Selection of Cruise Terminals

117

Fig. 4.1 Auxiliary operation of Tugboats in Windy Weather at Phoenix Island Cruise terminal in Sanya

4.3.4 Geology According to geological conditions, gravity type, open-piled type or sheet-piled type can be selected for the structure of solid cruise terminals. The structure of the terminal shall be determined after comprehensive technical and economic comparison in accordance with ship type and operation requirements.

4.3.5 Others According to the relevant requirements of PIANC,3 it is suggested to set up a standby terminal in bad weather during the operation period of the routes at the port of 3 Quoted

from Guidelines for Cruise Terminals, PIANC Secrétariat Général Maritime Navigation Commission, 2016.

118

4 Site Selection of Cruise Terminals

turnaround. The terminal shall have the passenger embarking capacity in bad weather or meet the passenger embarking requirements to avoid bad weather. There are no relevant requirements for routes of ports of call.

4.4 Site Selection Method of Cruise Terminals Considering the above factors, the site of a cruise terminal can be selected according to the following methods. (1) A cruise terminal can be constructed at a new site or technically transformed from existing terminal facilities. The difference of the cruise terminal from the general cargo wharf in location is that its service object is tourists, and has high requirements on safety, comfort and convenience. Therefore, it is required that the urban transportation system where the port is located can be conveniently connected with the cruise terminal, and the water and land area conditions and the surrounding supporting conditions are good, which can provide convenient and comfortable services for cruises and tourists. According to the requirements of resource saving and environment-friendly in water transport engineering construction, combined with the current situation of port and city development and the characteristics of cruise transportation, it is one of the economically feasible options to make use of existing terminal facilities for technical transformation. This is mainly because the rapid development of the city has made the old terminal located in the urban area. Considering that loading and unloading of other goods will have a great impact on the urban environment and life, the social, economic and environmental benefits can be further improved by changing its functions. Secondly, the old supporting facilities in the urban area are well equipped, and the hotels, shopping malls and tourist leisure area are close to the ports, and the traffic is convenient. Making full use of existing facilities such as old terminal structures and warehouses to transform them into cruise terminals and terminal buildings is an important way to realize resource conservation, such as Los Angeles cruise terminal, Fort Lauderdale cruise terminal of the United States, and so on. The design of cruise terminals must renew the concepts. Through investigation, it is found that, compared with putting emphasis on building terminal buildings as urban landmarks or large-scale demolition of old terminals to develop commercial facilities in China, in foreign countries, some old buildings are transformed into terminal buildings, museums, businesses, tourism, restaurants and cultural office facilities, which not only adapt to the needs of developing large-scale cruise and create new waterside spaces, but also retain the imprinting of a city’s port, which is worth learning from. (2) The site of a cruise terminal shall be determined by comprehensive demonstration on the planning of supporting city, overall plan of the port, scale of the cruise

4.4 Site Selection Method of Cruise Terminals

119

terminal, water and land area conditions, transport conditions of collecting and distributing, etc. Regional economic and tourism industry development planning will generally confirm whether cruise tourism is one of the directions of urban economic development and tourism industry development in the future. Usually, coastal cities with well-developed economy and abundant tourism resources have relatively abundant passenger resources, and have the conditions to develop cruise economy and build cruise terminals. The cruise industry in China is a new tourism industry at the present stage, which has a great economic pulling effect on the upstream and downstream industries. However, the economic development direction of the region or city, the main urban functions conferred by the region, the actual occurrence of various commercial formats of the cruise terminal and the actual supply of land and shoreline resources at the proposed site are of different pulling effects on the cruise industry and its surrounding industries. For example, the Shanghai International Cruise Terminal has greatly promoted the commercial development of the Hongkou District. Sanya Phoenix Island International Cruise Terminal has established its leading position in the Sanya area for its real estate development. The commercial development of Shanghai Wusongkou International Cruise Terminal is being carried out; Zero Square with a covered area of about 38,100 m2 , building area of about 37,600 m2 has been built; and the surrounding area of about 120,000 m2 has been reserved for the long-term development of cruise related industries. Shenzhen Prince Bay Cruise Terminal is proposing to transform Shekou port area Prince Bay zone into one of Shenzhen’s new city card and “Sea Portal”, which includes the international cruise terminal, Hong Kong and Macao passenger terminal supporting area, the coastal entertainment area and other functions. Miami and Fort Lauderdale in North America, Barcelona and Rotterdam in Europe, Yokohama in Japan and Singapore in Asia have directly or indirectly led to the development of regional real estate, commerce and other related industries. Australian Sydney Cruise Terminal, Malaysian Pulau Langkawi Port, Thailand’s Laem Chabangc Port, Kyushu and Fukuoka of Japan, Jeju and Incheon of South Korea and other cruise terminals are all ports with calling as the main mode of cruise berthing. The construction of above cruise terminals has provided a large impetus for the local tourism industry and related service industries. Therefore, the location of cruise terminals should be closely linked to regional economic and tourism development planning and other urban planning, as well as port planning. (3) The site of a cruise terminal should be selected in the area with open waters, appropriate water depth, good wave sheltering condition and weak sediment movement. (4) The land area of a cruise terminal shall be provided with the conditions for furnishment of cruise terminal facilities, entry/exit of passengers, traffic transfer and layout of parking lot, for different ports of call or turnaround and construction scale of the terminal.

120

4 Site Selection of Cruise Terminals

The cruise terminal mainly provides a safe and convenient service for tourists to enter and leave. The land area of the cruise terminal shall be determined according to the requirements of the port of call or port of turnaround, scale of proposed terminal, so as to meet the needs of the corresponding terminal, terminal building, parking lot, and transportation facilities. (5) The site of a cruise terminal should be close to the scenic spot or commercial center of the city, and priority should be given to renovating the old terminal meeting the conditions for site selection. The service object of the cruise terminal is tourists. Therefore, the location of cruise terminals should be combined with factors such as cruise routes, tourism resources and tourists. Considering the large and concentrated passenger flow and the development of urban social vehicles, it is necessary to consider the convenience of traffic transfer. Generally speaking, considering the short stay time of cruises at the port of call, it is more reasonable to choose the place as near as possible to the central city or the famous scenic spots or commercial centers. For the cruise terminal reconstructed from the old terminal, it has good supporting conditions, is close to the city center, with short construction cycle, low cost of reinforcement and reconstruction of old facilities, is the direction for construction and development of resource-saving port. There are many similar projects in China, such as Shanghai International Cruise Terminal, and so on. (6) The site of a cruise terminal shall not be adjacent to the workplaces of dangerous and hazardous goods and flying dusts. The spacing between the cruise terminal and above workplaces shall conform to related provisions on safety, environmental protection and hygiene of current national standards. At present, specialized cruise terminals built in China are all independently arranged, except for the Xiamen Dongdu International Cruise Terminal which is adjacent to a container terminal. For foreign cruise terminals, it has not been found that specialized cruise terminals are adjacent to the workplaces of dangerous goods such as oil, hazardous goods and flying dusts, but some container terminals or multi-purpose terminals are also temporarily used for the berthing of cruises. To sum up, it is considered that the cruise terminal cannot be arranged adjacent to the workplaces of dangerous and hazardous goods and flying dusts. Even if arranged independently, the distance between the cruise terminal and the above places must conform to the safety, environmental protection, hygiene and other relevant standards. (7) The site of a cruise terminal shall be provided with the conditions for smooth connection with the city traffic, and related supporting facilities and capabilities including water supply, power supply, communication, and so on.

4.5 A Typical Example—Cruise Port of Barcelona

121

4.5 A Typical Example—Cruise Port of Barcelona Barcelona Port, with its good geographical location and excellent port facilities, has become the gateway to the Mediterranean, the home port of many Mediterranean routes, and the leader of the European cruise terminal industry. From the location of the cruise port, the port is not far from the center of the city, there are business centers, entertainment and leisure places nearby. It is convenient and quick to the airport and the railway station from the cruise port. Cruise passengers can take subway, tourist bus and intercity railway for traffic. 7 special cruise terminals has been planned and constructed at the port, which can accommodate 11 large cruises at the same time, and match with the status of the Mediterranean cruise homeport. The cruise terminals are arranged inside the breakwater, and the water area is well sheltered from waves. The city is just behind the port, with good supporting conditions. The layout of the cruise port is shown in Figs. 4.2 and 4.3. The parameters of cruise terminals of Barcelona Port are shown in Table 4.3. As shown above, the cruise terminals are located in the central area of the city with good supporting facilities. To meet the needs of cruise tourists for shopping and leisure, the rear of the cruise terminals are adjacent to a large shopping street. The shopping street is very prosperous, with abundant commercial categories and local characteristics, which can meet different shopping needs of cruise passengers.

Fig. 4.2 Layout plan 1 of Cruise Port of Barcelona

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4 Site Selection of Cruise Terminals

Fig. 4.3 Layout plan 2 of Cruise Port of Barcelona

Table 4.3 List of cruise terminals in Barcelona Port Terminals

Covered area of passenger facilities (m2 )

Berth length (m)

Berth depth (m)

Terminal A, Moll Adossat

3600

700

−12

Terminal B, Moll Adossat

6500

700

−12

Terminal C, Moll Adossat

4000

580

−12

10,000

580

−12

5000

230

−8

Terminal D—Palacruceros, Moll Adossat North and South Terminals, Moll Barcelona Nord Terminal Sud Terminal

5000

434

−9

East Mooring

No terminal

160

−9.5

480

220

−8.6

2200

255

−11

36,780

3859

Terminal M-Port Vell Sant Bertran, Terminal T Total

−8 to −12

In addition to the shopping street, the vicinity of the cruise terminals is similar to that of Miami, where a waterside leisure and sightseeing place is built, as shown in Fig. 4.4. Due to the rapid growth of passenger flow and the large-scale trend of cruises, Creuers del Port de Barcelona, S. A. decided to rebuild Terminal A, Moll Adossat. The rebuilt terminal is expanded from 3600 to 6200 m2 , as shown in Fig. 4.5. Terminal B, Moll Adossat covers an area of 6500 m2 , as shown in Fig. 4.6. Since

4.5 A Typical Example—Cruise Port of Barcelona Fig. 4.4 Waterside facilities and places near the Cruise terminals of Barcelona

Fig. 4.5 Site view of Terminal A, Moll Adossat

Fig. 4.6 Site view of Terminal B, Moll Adossat

123

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4 Site Selection of Cruise Terminals

April 2005, the terminal has been operated by Creuers del Port de Barcelona, S. A., and designed for large cruises with a maximum capacity of 3600 passengers. The terminal is equipped with two gangways and four baggage conveyors. Terminal C, Moll Adossat is jointly reconstructed by Creuers del Port de Barcelona, S. A. and the port authority of Barcelona, covering an area of 4000 m2 . In addition to berthing cruises, the terminal can also provide cruise circulation services, as shown in Fig. 4.7. Terminal D—Palacruceros, Moll Adossat covers an area of 10,000 m2 . The terminal building is a two-storey building, as shown in Fig. 4.8. North and South Terminals, Moll Barcelona are very close to downtown, and it takes only 5 min to walk to the Columbus Square. The total berth length of the two terminals is 824 m. North terminal is suitable for medium cruises; south terminal can berth two cruises at the same time, the length of longest cruises to be berthed is 253 meters; in addition, at the east of the terminals, there is a berth which can be used by both North and South terminals, as shown in Fig. 4.9. Fig. 4.7 Site view of Terminal C, Moll Adossat

Fig. 4.8 Terminal D

4.5 A Typical Example—Cruise Port of Barcelona

125

Fig. 4.9 Site view of North and South Terminals, Moll Barcelonat

Terminal M-Port Vell is the smallest cruise terminal in Barcelona Port. Due to the large-scale trend of cruises, the terminal has been rarely used recently, and is only used for parking small cruises. Sant Bertran, Terminal T is a ferry terminal, but its terminal facilities are complete, and it is also used to berth cruises in the peak tourist season, as shown in Fig. 4.10. In addition, Terminal Z—Drassanes, a ferry terminal, is occasionally used to berth cruises.

Fig. 4.10 Site view of Sant Bertran, Terminal T

126

4 Site Selection of Cruise Terminals

The location of the cruise terminal take full consideration of the orientation and development of the cruise port, urban and port planning, construction conditions and other factors. It has been developed in an orderly way, has become a cruise homeport in the Mediterranean region, and the cruise terminals are in good operation.

Chapter 5

General Layout of Cruise Terminals

The general layout of cruise terminals is mainly based on the port planning, cruise terminal function requirements, to reasonably arrange the functional layout and water and land space resources, and determine the size and location of each facility. The general layout of a cruise terminal shall have the following basic information: (1) Natural conditions such as local meteorology, hydrology, topography, and geology; (2) Environmental conditions such as the use state of structures and the layout of surrounding structures; (3) Information on cruise routes, ship type, and cruise access passage and hatch parameters; (4) Supporting facilities such as urban support, power supply, water supply, communication, traffic collection and distribution capacity and emergency conditions; (5) Social, cultural and other conditions.1 This chapter mainly introduces the functional requirements of the cruise terminal related to the layout of the cruise terminal, the determination of the designed passenger capacity, the layout of the water facilities, and the layout of the land facilities, etc.

5.1 Functions of Cruise Terminals The main functions of cruise terminal facilities shall include: (1) Cruise entry and exit function. That is the navigation channel, turning basin and berthing area for the cruise entering and leaving the port, and the tugboats that assist the cruise to berth and unberth. 1 Quoted

from Planning and Design of Cruise Ship Homeport.

© The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_5

127

128

5 General Layout of Cruise Terminals

(2) Terminal function. Terminal facilities for cruise berthing and facilities for oil supply, water supply, power supply, fire protection, and garbage collection of cruises. (3) Cruise function for embarkation and disembarkation of tourists and crew, and handling of cargo and garbage, etc. That is the handling equipment for embarkation and disembarkation of tourists and crew, loading and unloading of cargo and garbage, etc. (4) Terminal building function. That is the facilities for passengers such as ticket check, waiting for ships, entry and exit, inspection, baggage claim, dining, notice, and other facilities. (5) The function for passengers entering and leaving the port and parking lot. That is the road, stop, parking and other facilities for passengers to get on and off. (6) Other functions. That is, commercial, catering, hotel, maintenance, warehouse and other facilities. For different types of cruise ports, cruise terminals can have different functional arrangements. For example, for a general port of call, it is a cruise port based on the calling routes. It has basic functions such as cruise mooring, passengers and crew embarking and disembarking, and is generally distributed in cities or islands with abundant tourism resources. As a stopover of the cruise route, the port of call is mainly for shore excursion of passengers, because the baggage does not need to go ashore, the terminal facilities are relatively simple. Cruises’ stay time in the port is relatively short, such as Ensenada in Mexico and Nassau Cruise Terminal in the Bahamas, etc., the terminal can have no functions of commercial, catering, hotel, maintenance, warehouse and other facilities. The functions of a port of turnaround are generally more comprehensive, basically covering the above main functions. It is mainly based on the originating routes of cruises, generally the starting or ending point of the cruise route, with the functions of cruise mooring, passenger and crew embarking and disembarking, cruise replenishment, garbage sewage treatment, passenger clearance, baggage check-in and crew service, it is mostly distributed in port cities with dense population, high level of economic development, rich tourism resources and convenient transportation, such as Shanghai Port, etc. For some ports in China that are mainly based on the calling and supplemented by the originating of cruises, they shall also be incorporated into the ranks of cruise port of turnarounds in the design. For the port of turnaround, the demands of passenger capacity and industrial agglomeration effect on the conditions of water area, rear land and transportation are different from those of the port of call. The purpose of distinguishing the type of cruise ports is mainly considering there are certain differences in the configuration of resources and facilities for cruise terminals located in different types of ports, for example, the waiting facilities, baggage check-in and port facilities of the terminal building for the port of call do not have to be under the same standard and scale as the port of turnaround, otherwise unnecessary waste will be caused. Therefore, the type of a cruise port shall be determined in accordance with the geographical location

5.1 Functions of Cruise Terminals

129

of the port, the social and economic conditions of the hinterland, tourism resources, route distribution and other basic conditions to avoid unnecessary waste.

5.2 Designed Passenger Capacity The design of cruise terminals involves the determination of the main design scale of various functional zones of the terminal building and the parking lot and curbside. The total design number of passengers received one-way by the cruise terminal once is directly related to the determination of the main design parameter of the functional zones of the terminal building and the parking lot and curbside. Therefore, the concept of designed passenger capacity is proposed, which means the total design number of passengers that can be received one-way by the cruise terminal once. It is a design setting value. It is related to the passenger number of the largest design ship type accommodated one-way by the cruise terminal once, and it is the main parameter for design of the functional zones of the terminal building and facilities such as the parking lot and curbside, etc. The cruise terminal has its own special rules for accommodating cruises. Generally, the cruise arrives at the port and the passengers disembark in the morning, and the passengers embark from noon to afternoon. One berth only serves one cruise a day. The so-called “total design number of passengers that can be received one-way at one time” is the total design number of passengers embarking or disembarking a cruise accommodated by the terminal. The selection of this parameter in the design of the cruise terminal is very important, basically determining the scale of the terminal facilities, and is one of the main service indicators declared by the cruise terminal operators for their operations. Usually, the designed passenger capacity is selected according to the following two situations: (1) The value of the designed passenger capacity of the cruise terminal with a single berth, that is, the passenger number of the largest design ship type + the number of crew members who may disembark. (2) The value of the designed passenger capacity in the multi-berth cruise terminal, that is, the passenger number of the largest design ship type combination × the reduction factor + the number of crew members who may disembark. The reduction factor is a reduction in the likelihood that multiple largest design ships will be in the port at the same time. The scales of functional zones of the terminal building and facilities such as the parking lot and curbside determined according to this value correspond to the total scale required for multi-berth cruise terminal facilities. When there is a terminal building corresponding to each berth of the cruise terminal, the designed passenger capacity of the terminal building is the passenger number of the largest design ship type of the berth + the number of crew members who may disembark.

130

5 General Layout of Cruise Terminals

For example: (1) Designed passenger capacity of Shanghai Wusongkou International Cruise Terminal (1#, 2# berths) in China is 10,000 persons; (2) Designed passenger capacity of Shenzhen Prince Bay International Cruise Terminal in China is 8500 persons; (3) Designed passenger capacity of Pier 93 in Los Angeles, USA is 3310 persons; (4) Designed passenger capacity of Pier 27 in San Francisco, USA is 2600 persons; (5) Designed passenger capacity of Pier 18 in Fort Lauderdale, USA is 6300 persons; (6) Designed passenger capacity of Pier 1 in Port Canaveral, USA is 6300–7000 persons.

5.3 General Layout of Water Area The water area layout of the cruise terminal includes the layout form of the terminal, the length of the terminal, the width of the apron, the elevation of the terminal, the turning basin, the approach channel and so on. The relationship between the location of the cruise terminal and the layout of other cargo wharves, bridges and river-crossing buildings shall also be considered.

5.3.1 Layout of Cruise Terminals The layout of a cruise berth may adopt the pattern of a quay, pier or jetty with an approach bridge (Fig. 5.1). When the quay pattern is adopted, the terminal building shall be arranged close to the cruise berth. When the pier pattern is adopted, the terminal building should be arranged on the pier, directly corresponding to the berths on both sides of the pier. When the jetty pattern with an approach bridge is adopted, the terminal building shall be arranged by comprehensive demonstration on the length of approach bridge, construction conditions of the working platform behind the berth and land area condition. The width of approach bridge and number of lanes shall be determined based on the traffic volume. Due to the different construction conditions of ports, the layout of cruise terminals at home and abroad is varied. (1) Pier According to the survey on the main cruise terminals in Europe and America, it can be seen that because cruises will stay in port for a long time and are affected by tourist routes and seasons, there is a large demand for berths and a long shoreline, so the layout of piers can effectively utilize the relevant facilities, save land and shoreline resources, and improve the utilization rate of port facilities.

5.3 General Layout of Water Area

(a) Quay

(c) Jetty with a short approach bridge 1-Cruise

131

(b) Pier

(d) Jetty with a long approach bridge

2-Terminal building 3-berth 4-Short approach bridge( 100m) 5-Long approach bridge

Fig. 5.1 Layout pattern of Cruise Berths

The Fort Lauderdale Cruise Terminal in the US and the Nassau Cruise Terminal in Bahamas of South America use the layout pattern of piers. The Qingdao International Cruise Port adopts the layout of piers as a whole, as shown in Fig. 5.2, but it is about 600 m away from the terminal building, which is similar to the layout of jetty with a short approach bridge. Fig. 5.2 Layout of Qingdao International Cruise Port

132

5 General Layout of Cruise Terminals

Fig. 5.3 Satellite image of Los Angeles Cruise center

  %HUWK   %HUWK  %HUWK

(2) Quay The first phase of Sanya Phoenix Island Cruise Terminal adopts the layout pattern of a quay with large operation platform plus mooring dolphins. The length of the large operation platform is about 50% of the designed ship length. The second phase still adopts the pattern of a quay. The Hongkong Kai Tak Cruise Terminal adopts the pattern of a quay, with 2 berths arranged, a total length of 700 m, and a rear platform of 100 m wide. The apron is 35 m wide and the terminal building is 65 m wide at the bottom. The Terminals A–D of Port of Barcelona, Spain, adopt the pattern of quays. Port of Los Angeles and Port of Miami, etc. adopt the layout pattern of quays, as shown in Fig. 5.3. The berth length of No. 93 wharf in Los Angeles is about 384 m. The berth depth is 11.3 m. The tidal range of the berth waters is 2 m. The design ship is Royal Caribbean 138,000 GT Voyager Series. The apron width in front of the berth is 11.1 m. The width of No. 93 berth basin is only 170 m, which is smaller than that of others. The width of the water surface in the approach channel is about 290–320 m, including the berthing waters of wharves on both sides. There is a terminal building behind the berth, which was formerly a warehouse in the 1960s. In 2002, the port authority of Los Angeles spent 15 million US dollars to rebuild it. The projection area of the terminal building is about 21,000 m2 (70 × 310 m), which is a 2-story building. The terminal building has the function of simultaneous processing disembarkation and ticketing for embarkation. The baggage claim area in the terminal building is about 3251.6 m2 .

5.3 General Layout of Water Area

133

Fig. 5.4 Jetty with a short approach bridge of Zhoushan International Cruise terminal

(3) Jetty with a short approach bridge The Zhoushan International Cruise Terminal adopts the pattern of a jetty with a short approach bridge. The terminal building is on the land area, the length of the approach bridge is about 190 m, and the length of the rear road is about 400 m. See Fig. 5.4. (4) Jetty with a long approach bridge In the first phase of Wusongkou Cruise Terminal, the pattern of a jetty with a long approach bridge is adopted considering the water depth near shore. In the second phase, the pattern of a jetty with a long approach bridge with a large platform and mooring dolphins is adopted. The length of the large platform is about 40–50% of the designed ship length.

5.3.2 Berth Length of a Cruise Terminal The berth length of a cruise terminal shall conform to relevant provisions of current professional standard Design Code of General Layout for Sea Ports (JTS165-20132 ). When the working platform is arranged in combination with the mooring dolphin, the dimension of the platform shall meet the operational requirements for passengers embarking/disembarking, baggage loading/unloading, provisions and garbage collecting when the design vessel is berthing. The length of a cruise terminal is similar to that of a general cargo port, and its additional length can be taken with reference to relevant specifications. However, considering the importance of ships, it is suggested that the additional lengths be enlarged appropriately.

2 Quoted

from Design Code of General Layout for Sea Ports.

134

5 General Layout of Cruise Terminals

Fig. 5.5 Additional length of a terminal according to PIANC (Quoted from Guidelines for Cruise Terminals, PIANC Secrétariat Général Maritime Navigation Commission, 2016.)

The meteorological and hydrological environment of the berthing waters of some foreign cruise terminals is very good. There is no wind, wave and current, the length of some berth structures is shorter than the ship length. According to the requirements of PIANC3 documents, the additional length of cruise terminals is taken as 10% of ship length and controlled between 15 and 30 m. As shown in Fig. 5.5.

5.3.3 Apron Width of a Cruise Terminal The width of the apron area (excluding the boarding corridor) of a cruise terminal mainly meets the requirements of boarding process, shipping process, water and electric operation, vehicle running and waterfront structure. Its width varies greatly according to different functions. The width of working platform on the cruise terminal shall be determined by comprehensive demonstration based on the boarding process, passage of fire engines and ambulances, provisions for cruise ships, baggage handling and other use requirements. If gangway is used in the cruise terminal, the width of apron area shall meet the requirement that the operation of gangway must not affect the traffic when the cruise berths at low water level. According to the requirements of PIANC documents, the apron width of cruise terminals is between 6 m and 30 m, as shown in Fig. 5.6.

3 Quoted

from Guidelines for Cruise Terminals, PIANC Secrétariat Général Maritime Navigation Commission, 2016.

5.3 General Layout of Water Area

135

Fig. 5.6 Apron width of a terminal according to PIANC

5.3.4 Turning Basin of a Cruise Terminal According to the requirements of PIANC documents, it is generally recommended that the diameter of the turning basin abroad is twice the ship length, as shown in Fig. 5.7. However, in actual operation, the scale of the corresponding turning basin varies according to the environment and different ship capabilities. For sheltered waters, with tugboat assist or self-propelled side thruster, the diameter of the turning basin can be 1–1.5 times the ship length, while without tugboat or without side thruster, the diameter of the turning basin can be 1–2 times the ship length. For unsheltered waters, with tugboat assist or self-propelled side thruster, the diameter of the turning basin can be 1.5–2 times the ship length, and 1.5–2.5 times the ship length without tugboat assist or side thruster. For example: The Fort Lauderdale

Fig. 5.7 Requirement for turning basin according to PIANC (Quoted from Guidelines for Cruise Terminals, PIANC Secrétariat Général Maritime Navigation Commission, 2016.)

136

5 General Layout of Cruise Terminals

harbor is a sheltered water area. According to the visual observation, the length of the turning basin is about 1 times the ship length, as shown in Fig. 5.8. The Port of Barcelona, Spanish, is also of sheltered waters. According to the visual observation, the length of the turning basin is about 1 times the ship length, as shown in Fig. 5.9. Singapore Marina Bay Cruise Center is of the sheltered waters. According to the visual observation, the length of the turning basin is about 1 times the ship length. See Fig. 5.10.

Fig. 5.8 Turning basin in Fort Lauderdale Harbor

Fig. 5.9 Turning basin in Barcelona Port, Spain

5.3 General Layout of Water Area

137

Fig. 5.10 Turing basin of Singapore Marina Bay Cruise Center

Cruise Terminal at Northern Jeju Island, South Korea, is of sheltered water area. According to the visual observation, the length of the turning basin is about 1 times the ship length, as shown in Fig. 5.11. The first phase cruise terminal of Sanya Phoenix Island is of sheltered water area. According to the visual observation, the length of the turning basin is about 1.5 times the ship length, as shown in Fig. 5.12.

Fig. 5.11 Turning basin of Cruise Terminal at Northern Jeju Island, South Korea

138

5 General Layout of Cruise Terminals

Fig. 5.12 Turning basin of Sanya Phoenix Island Phase I Cruise Terminal

5.3.5 Cruise Approach Channel 1. Approach Channel Width Approach channel dimensions of cruises are generally in accordance with the relevant provisions of the national professional standard Design Code of General Layout for Seaports (JTS165-2013), which generally meets the requirements of all-tide navigation of cruises. When determining the width of the approach channel, the influence of the protruding part of the upper cruise platform on the width of the channel shall also be taken into account. Considering that the top operating platform and the middle lifeboat are protruding from the hull, the width at the above positions is larger than the molded breadth of the cruise, so the influence of the extra-wide part of the cruise superstructure shall be considered in the design of the channel, etc. When determining the width of the approach channel for cruises, for two-way navigation, the influence of the protruding part of the upper cruise platform on the channel width need to be taken into account in the design of the channel width. For example, the breadth of Ocean Oasis is 47 m, and the maximum width is 65.7 m when considering the protruding part of the upper cruise platform. Therefore, for two-way navigation, the calculation width of the channel shall take into account the influence of the protruding part of the upper cruise platform on the channel width.4 2. Study on Entering and Leaving by Tide When the conditions of approach channel cannot meet the all-tide navigation requirements of cruises, special study is needed when cruise entering and leaving the port by tide is considered for the approach channel. For example, if it is necessary to specify the berthing time (for example, 6 a.m., etc.), then it has to ensure that the tide level in the period for the entering of the ship before this time meet the requirement 4 Quoted from Analysis of Safety and Practical Pilotage Operation in Inland River for Large Cruise

Ships.

5.3 General Layout of Water Area

139

of the tide level for navigation. Assuming that the period of entering the port by tide is 3–4 h and the required tide level is 3 m, then it is necessary to ensure that the tide level in the 3 h–4 h before a fixed berthing time is no less than 3 m. When cruises need to enter and leave the port by tide, the following work needs to be carried out: (1) Shipping companies shall rationally adjust the operation time of ships in port according to tidal level forecast data. (2) According to the tidal level forecast data and voyage cycle arrangement, the shipping company chooses the dates with good tidal level time to arrange the ship schedule. (3) If the density of cruise arrival is high in peak season, the shipping company can adjust the speed and organize the voyage reasonably according to the relationship between the first and last ports of call and the port of turnaround. (4) If the arrival time cannot be coordinated with the peak tide time, the operation time can be adjusted by arriving at the anchorage before the tide. 3. Clearance requirements When designing an approach channel of cruises, the safety distance between a cruise terminal and bridges, the navigation clearance between cruises and seacrossing(river-crossing) structures, the safety distance from sea-crossing(rivercrossing) high-voltage wires, and from sea(river) bottom pipeline shall conform to related provisions of current national standards Bridge Navigation Standard for Seagoing Vessel (JTJ311-1997) and Technical Code for Designing 110–500 kV Overhead Transmission Line (DLT 5092-1999) and relevant national laws and regulations. Accidents due to inadequate approach channel clearance for cruises have occurred. In July 2012, the first unpowered luxury cruise, “Bright Pearl No. 7” cruise ship, which cost more than RMB 200 million in the construction, hit the Wenzhou Bridge just after launch. It led to a visible crack on the girder of the bridge. The two chimneys on the top of the cruise were also “cut off “. The main reason for the collision is due to the fact that the height of “Bright Pearl No. 7”, orally provided by the ship owner, Wenzhou Bright Peal Yacht Co., Ltd., not includes the height of the mast, so that the total height is more than 2 meters above the main navigation clearance of the bridge. According to the briefing, the height of the ship, orally provided by the “Bright Pearl No. 7” ship owner, was 30 meters, and the data was used by Wenzhou port pilot center for towing task. However, after the accident, the ship inspection department found that the height of “Bright Pearl No. 7” plus the top decorative mast and the ventilator was 32.33 meters, exceeding the navigable clearance height of 30 meters of the main navigation hole of the bridge, resulting in the accident. See Fig. 5.13. In design, clearance requirements for buildings across cruise routes can be found in Table 5.1.

140

5 General Layout of Cruise Terminals

Fig. 5.13 “Bright Pearl 7” Hit Against Wenzhou Bridge

Table 5.1 Suggested clearance requirements for Cruise channels of different tonnage Ship tonnage (GT)

Height above waterline (m)

Clearence (m)

10,000(7501–12,500)

36

38

20,000(12,501–27,500)

38

40

30,000(27,501–45,000)

41

43

50,000(45,001–65,000)

45

47

80,000(65,001–85,000)

52

55

100,000(85,001–125,000)

55

58

150,000(125,001–175,000)

65

68

225,282

72

75

5.3.6 Elevation of a Cruise Terminal The cope level of the cruise terminal can be determined through comprehensive demonstration by referring to related provisions of current professional standard Design Code of General Layout for Sea Ports (JTS165), in view of the convenience of passenger embarking and disembarking, cargo handling and other conditions. According to the actual situation of existing ships of major cruise companies, the location of auxiliary hatches such as baggage and supply is low. Generally, it is 1–3 m above the cruise water line. In most of coastal areas or estuaries in China, the water level difference or tidal range is large. If the cope level of the terminal is too high, the baggage hatch and supply hold of cruises will be located below the deck, and the vertical distance is too large, which is not conducive to baggage and material handling operations. Therefore, the deck level of cruise terminals shall be as low as possible under the premise of safety, which can facilitate passenger embarking/disembarking, and make the cruise cargo and supply hatches above the cope level of the terminal, so as to facilitate cargo loading and unloading. The cope levels of several typical cruise terminals in China are as follows:

5.3 General Layout of Water Area

141

Shanghai Wusongkou international cruise terminal (Wu Song zero datum). The design high water level is 4.01 m; the extreme high water level is 5.87 m; the design wave H1% of the main wave direction is 2.97 m under the 50-year recurrence period; and the extreme high water level H1% is 3.17 m. Considering the influence of existing waterfront structures, the cope level of the terminal is determined to be 7.5 m. Hainan Sanya Phoenix Island Cruise Terminal Second Phase (the lowest theoretical level datum). The design high water level is 1.84 m; the extreme high water level is 2.66 m; the design wave H1% of the main wave direction is 5.81 m under the 50-year recurrence period; and the extreme high water level H1% is 5.97 m. The cope level of the terminal is determined to be 5.0 m. Shenzhen Prince Bay International Cruise Terminal (1956 Yellow Sea datum). The design high water level is 1.59 m; the extreme high water level is 2.69 m; the design wave H1% of the main wave direction is 2.30 m under the 50-year recurrence period; and the extreme high water level H1% is 2.46 m. The cope level of the terminal is determined to be 3.5 m. Zhoushan International Cruise Terminal (1985 national datum). The design high water level is 1.76 m; the extreme high water level is 3.35 m; and the design wave H1% of the main wave direction is 2.76 m under the 50-year recurrence period. The cope level of the terminal is determined to be 3.85 m.

5.3.7 The Relationship Between Layout of Cruise Terminals and Other Terminals In order to ensure good safety and hygiene conditions, the cruise terminal shall be arranged in the upwind direction of all-year prevailing winds of dangerous and hazardous goods, or dry bulk terminals. The protection distance between a cruise terminal and dangerous cargo berths must be considered. The safety distance between a cruise terminal and dangerous cargo berths is not stipulated in the current professional standard Design Code of General Layout for Sea Ports (JTS 165-2013). However, considering that both cruise terminals and passenger terminals serve human beings, the safety distance between passenger terminals and dangerous cargo berths can be used by referring to the Design Code for General Layout of Sea Ports (JTS 165-2013).

5.3.8 Example 1—Layout of Water Area for Phase I of Wusongkou International Cruise Port (1) Arrangement pattern The phase I of the Wusongkou International Cruise Port is a port of turnaround. The wharf part is rebuilt from the structure of the original Paotaiwan Breakwater to berth

142

5 General Layout of Cruise Terminals

large cruises. There are two cruise berths. Because the Paotaiwan Breakwater has east and west sections, the angle between the two sections is 7°, and the access point of the platform and the approach bridge is located at the intersection of them. The east and west sections are used to arrange the cope line of the berths.5 At the project location, the berthing and unberthing operation of ships occupies much of the Baoshan branch waterway, and the navigation density of the vessels in this area is relatively large. In order to avoid the waterway as far as possible, the berths are closely aligned to the Breakwater. Based on the water depth, a 100,000 GT berth is arranged on the east section and a 200,000 GT berth is arranged on the west section. An approach bridge with a radius of 1955 m and a length of 513 m is constructed. The overall shape of the waterfront structure is of “T” shape. The terminal building and corresponding platforms are arranged at the junction of the berths and approach bridge. In addition, boarding corridors are arranged on the terminal to facilitate passenger embarking and disembarking. See Fig. 5.14. (2) Terminal size Combined with the existing coastline and water area resources of the Paotaiwan Breakwater, 2 large cruise berths are arranged on the eastern section of the Breakwater. The berths are combined into one 100,000 GT berth and one 200,000 GT berth, with a total length of 774 m. The width of cruise terminal shall meet the requirements of boarding process and traffic, etc. According to the selected boarding mode of the boarding bridge + boarding corridor, the boarding bridge and the front parking area of the terminal

U-turn Yangtze River

Gangway

Baoshan branch channel

Boarding Gallery

Car U-turn

TERMINAL BUILDING

Original “PTW" breakwater

ProtecƟve Pile

ProtecƟve Pile

Fig. 5.14 Water area layout of Shanghai Wusongkou International Cruise Port Phase I 5 Quoted

from Comprehensive evaluation of China’s cruise terminal based on DEA model.

5.3 General Layout of Water Area

143

occupies a width of 17 m, which mainly include the following: the width of the seaside telescopic docking port + docking follow-up ferry plate is 4 m, the track gauge of the cart running mechanism is 10 m, and the landside track is 3 m away from the rear corridor. The boarding corridor is 5 m (no automatic walkway) plus 2.5 m (fire staircase) wide in accordance with the structure width of the process. The corridor adopts single-column structure. The shore side is equipped with 7 m wide lane and 0.5 m kerb and railing auxiliary area to meet the needs of terminal supervisors and vehicles, and passengers getting on and off during the period of berthing. Therefore, the total width of the cruise terminal is 32 m. The main functions of the customs clearance platform are to arrange the terminal building, pick-up and drop-off area, traffic lane and parking lot, so as to meet the requirements of passengers entering and leaving the terminal building, overall supervision and landscape layout. According to the process requirements of customs clearance and the connection with the approach bridge, the customs clearance platform is arranged in the middle of the cruise berths. The platform connects the terminal and approach bridge, which is an inverted triangle with arc radius of 250 m on both sides. Since the connection needs to cross the Paotaiwan Breakwater, the terminal structure is appropriately widened, and its structural width is 49 m. The alignment direction of the approach bridge is arc with a radius of 1955 m and a length of 513 m to the customs clearance platform. Three lanes are designed and arranged, totaling 10.5 m wide. Walkways and kerbs are set on both sides of the lane. The total width of both sides is 4.5 m, so the width of the approach bridge is 15 m. There are 16 small circular arc landscape platforms with radius of 1.5 m on both sides of the piers of the approach bridge, which can be used as scenic and recreational sites for tourists. At the connection between the terminal and the platform, except some of the old breakwater pile foundation which is treated in the lower part of the terminal building, other areas have maintained the same structure as the original breakwater. Therefore, it is necessary to adopt the long-span structure across the Paotaiwan Breakwater, and the cope level of the cruise terminal is 7.5 m. The 200,000 GT berth is designed based on the for 150,000 GT Queen Mary II which has a deep draft and the design mudline level at the front of the berth is − 11.0 m. The mudline level at the front of 100,000 GT berth is −9.7 m. (3) Berthing area and turning basin The berthing area of cruise berths is 75–94 m wide, the mudline level of the 200,000 GT berth is −11.0 m, and that of the 100,000 GT berth is −9.7 m. The scale of the cruise berth turning basin: 720 m × 1080 m, and the mudline level of the turning basin is −11.0 m. Most of the turning basin occupies the Baoshan branch channel. (4) Approach Channel Large cruises can reach the port area by the Yangtze Estuary Deep Water Channel, Waigaoqiao channel and Baoshan branch channel.

144 Table 5.2 Navigation dimension of ships

5 General Layout of Cruise Terminals Design ship

Navigation width(m) Single way

Two way

Navigation depth(m)

Queen Mary II

202

383

11.0

100,000 GT Cruise

180

342

9.5

220,000 GT Genesis Cruise

224

425

10.2

The effective widths of the channels for various design ships are shown in Table 5.2. The water depth of the Baoshan branch channel is mostly above 10 m or slightly shallow partly. Waigaoqiao channel has a water depth of above 11.4 m, which can meet the navigation requirements of large cruises. The Yangtze Estuary Deep Water Channel has a water depth of 12.5 m, which can meet the navigation depth requirements of large cruises. The navigable width of the Yangtze Estuary Deep Water Channel is 350–400 m, which can meet the requirements of one way navigation for the largest design ship type. The navigation width 750–920 m of Waigaoqiao channel can meet the requirement of two-way navigation of the design ship type, and the width 310–630 m of Baoshan branch channel is enough to meet the requirements of one way navigation for the largest design ship. (5) Tugboat Two berths are actually equipped with two tugboats and one pilot management ship.

5.3.9 Example 2—Layout of Water Area Arrangement for the Cruise Port at Northern Jeju Island (1) Water Area Layout The cruise port at Northern Jeju Island is a port of call, it is arranged in a harbor, and the breakwater is built on the north side and the east side. The terminal is in north-south direction, and the total size of the harbor basin is about 970 m × 650 m. The terminal and the north breakwater, the north internal channel and the south terminal are all L-shaped. See Fig. 5.15. (2) Terminal Dimension The berth is a ro-ro berth and also for cruise berth. A downward slope is set on the south side of the berth. The length of the terminal above the waterline is about 370 m, and the berth length of the cruise terminal is about 340 m. See Figs. 5.16 and 5.17. The width of cruise terminal is about 30–32 m.

5.3 General Layout of Water Area

145

Fig. 5.15 General layout of the Cruise Port at Northern Jeju Island

Fig. 5.16 Site view of the terminal structure

(3) Layout of turning basin and approach channel The Costa Atlantica is pushed to shore by bow and stern propulsion and its turning basin is approximately circular, the diameter of which is estimated to be about 1.5 times the ship length, about 440 m. The layout of turning basin and approach channel is shown in Fig. 5.18.

146

5 General Layout of Cruise Terminals

Fig. 5.17 Site view of terminal operation platform

Approach channel

Turning basin

Fig. 5.18 Layout of turning basin and approach channel

The total width at the entrance of the approach channel is about 270 m and that of the cruise is about 32.2 m. The width of one-way channel is estimated to be 150–160 m and that of two-way channel is about 290–300 m. Considering the actual situation at the entrance and the number of berths in the harbor basin within the entrance, this is a one-way channel. (4) Tugboat No auxiliary ship is equipped.

5.4 General Layout of Land Area

147

5.4 General Layout of Land Area According to the scale and functioning requirements of different ports of call or turnaround, in the land area of a cruise terminal, the corresponding terminal building, baggage drop area for embarking passengers, curbside, parking lot, road, greening and other supporting facilities may be set up. This section mainly introduces the terminal building of the cruise terminal, curbside, parking lot, the cruise terminal transportation, and the layout of functional zones.

5.4.1 Representative Functional Zones of Cruise Terminals The layout of the functional zones in the land area of the cruise terminal is closely related to the designed passenger capacity and service level of the cruise terminal. The scales of general terminal buildings, baggage drop areas for embarking passengers (including curbsides), parking lots, roads and greening are as Table 5.3.

5.4.2 Terminal Building The terminal building is a building that provides comprehensive services for cruise passengers such as entry and exit and waiting for ships. The terminal building of the cruise terminal should be arranged near the cruise berth. The baggage drop area for embarking passengers entering the terminal building should be close to the cruise terminal building and next to the curbside. The terminal building located in the port of turnaround may be divided into the following functional zones for serving passengers: the functional zone inside the customs, the functional zone for baggage, the functional zone for a port of entry, and the functional zone outside the customs. The functional zone inside the customs shall facilitate the following functions: security screening, ticket sales, check-in, waiting lounges, ticket check, warehouse, office, commerce and comprehensive service; The functional zone for baggage shall facilitate the following functions: baggage handling and baggage claim; The functional zone for port of entry shall facilitate the following functions: customs clearance, immigration control, inspection and quarantine; The functional zone outside the customs shall facilitate the functions of embarkation and disembarkation, commerce and comprehensive service. The overall layout and internal layout of each functional zone shall be consistent with the process of passenger flow and baggage delivery, and shall be compact, to reduce the walk distance of passengers between the terminal building and the cruise terminal. The terminal building located in the port of call shall be configured with the corresponding functional zones according to the actual needs. The terminal building

148

5 General Layout of Cruise Terminals

Table 5.3 Representative functional zones of cruise terminals Cruise terminal

Terminal building

Baggage drop area for embarking passengers

Parking lot

Road

Greening

Wusongkong Cruise Terminal Phase I

About 22,000 m2

About 1300 m2 , crowded

30 bus parking spaces, 30 car parking spaces in the front; 100 car parking spaces at the back

15 m, three-lane

Less

Shanghai International Cruise Terminal

About 10,000 m2 (underground)

About 600 m2

620 car parking spaces

Dongdaming Road, two-way four-lane

Greening aboveground, Building underground

Sanya Phoenix Island Cruise Terminal Phase I

About 13,000 m2

None

20 bus parking spaces, 30 car parking spaces

Two-way two-lane

In combination with commercial and residential projects, less inside the port

Xiamen Dongdu Cruise Terminal

About 20,000 m2

About 1000 m2

20 bus parking spaces, 80 car parking spaces; There is also an underground parking lot

Dongdu Road, two-way eight-lane

Less

Barcelona Terminal A

About 3600 m2

About 500 + 500 m2 , crowded

22 bus parking spaces

Two-way two-lane

Less

Jeju Cruise Terminal of South Korea

–

None

50 bus parking spaces, 30 car parking spaces

Two-way four-lane

Less

Inchon Cruise Terminal of South Korea

–

None

Can park 40–100 buses (open ground)

Two-way four-lane

Less

Kai Tak Cruise Terminal of Hongkong

About 40,000 m2

About 1000 m2

Can park 100 cars, 40 buses

Two-way two-lane

Less, indoor greening inside the building (continued)

5.4 General Layout of Land Area

149

Table 5.3 (continued) Cruise terminal

Terminal building

Baggage drop area for embarking passengers

Parking lot

Road

Greening

Marina Bay Cruise Terminal of Singapore

About 40,000 m2

About 1000 m2

Can park 250 cars, 30 buses

Two-way four to five-lane

Less, indoor greening inside the building

is relatively simple for the port of call, and it is mainly equipped with simple customs inspection facilities. Some foreign ports of call do not even set up inspection facilities. The size of the terminal building shall be determined according to the designed passenger capacity, the nature of the cruise terminal, and the functional arrangements within the terminal building. The scale of each functional zone in the terminal building shall be determined according to the designed passenger capacity, the designed duration for passenger embarking or disembarking, etc. The passenger assembly area of each functional zone may be taken with a reference to Table 5.4. Various functional zones in the terminal building should be arranged in accordance with the principle of separation of passengers from cargo and separation of spaces. When several berths share one terminal building, a separate passenger route should be set for each berth respectively to avoid cross-interference. When the terminal building is designed with several floors, the functional zone for baggage should be set up on the ground floor and close to the curbside and apron area. Stairs, escalators and elevators shall be set up in the terminal building and appropriate space shall be reserved for its future development. Facilities in the functional zone for a port of entry shall be designed according to the actual needs of immigration, customs, goods inspection and quarantine authorities and the principle of resource conservation. Meanwhile, the site and space for anti-explosion and security screening equipment shall be reserved at the entrance of the terminal building, the function of safe Table 5.4 Reference standard for the passenger assembly area Functional zone

Passenger assembly area

Area (m2 /person)

Inside the customs

Check-in, waiting lounges, ticket verification and security screening

1.4–2.3

Outside the customs

Embarkation and disembarkation

1.4–1.6

Baggage area

Baggage handling, baggage claim

1.6–1.8 (disembarking passengers in one time)

Area for administration of a port of entry

Customs, immigration, inspection and quarantine

1.0–1.2

150

5 General Layout of Cruise Terminals Building facade

Min. Pick-up and drop-off of taxies, buses and shuttles Maximum

Transfer lane Traffic lane Min.

Fig. 5.19 Suggested curbside width (Similar to the terminal building standard of IATA)

evacuation for passengers shall be furnished, for which the fire prevention and evacuation shall conform to the relevant provisions of the current national standard for fire protection design for civil buildings.6 The architectural space layout and the structural selection of terminal building shall be flexible and versatile, and shall adapt to the functional needs of temporary separation and etc. The architectural design of the terminal building may be performed in accordance with the relevant provisions of the current professional standard Code for Passenger Transportation Building Design (JGJ/T60). If possible on the site, facilities for embarkation and disembarkation, security screening, waiting lounges etc. for staff on shore and crew on board shall be set separately in the cruise terminal.

5.4.3 Curbside Area The curbside is an area for passenger pick-up and drop-off of buses, taxies and other social vehicles outside the terminal building of the cruise terminal. The curbside area shall be placed close to the terminal building, and rain-proof and sunshade facilities shall be arranged in the curbside and baggage drop area for embarking passengers. The curbside shall include sidewalk and roadway. The sidewalk shall be located between the terminal building and the roadway. The scale of roadway shall be determined by the design traffic volume. The width of sidewalk can be taken as 4.0–6.0 m, and the width of each lane in the roadway can be taken as 3.25–3.75 m. The curside area mainly refers to the area at the edge of the terminal building used for the conversion of people and vehicles. The layout of the curbside outside the terminal building of the cruise terminal is as shown in Fig. 5.19. All kinds of motor vehicles, such as buses, shuttle buses, taxies, and private cars entering the cruise terminal, pick up and drop off passengers in the curbside area to realize the conversion of pedestrian flow in the terminal building and peripheral traffic flow. And related bulky baggage collection is also in the area. Therefore, 6 Quoted

gency.

from Simulation and verification of passenger ship emergency evacuation under emer-

5.4 General Layout of Land Area

151

Table 5.5 Length of the curbside required by different vehicles Vehicle type

Private car

Taxi

Bus, shuttle bus

Average vehicle length

4.5 m

4.5 m

12–15 m

Minimum safe clearance for parking

1.5–2 m

1.5–2 m

3m

Total

6–6.5 m

6–6.5 m

15–18 m

the people and vehicles in the curbside area are mixed, and the traffic behavior is complicated. It is one of the places where the “bottleneck” is most likely to form in the land transportation system of the cruise terminal. The length of the curbside area can be calculated based on the peak-hour number of passengers in the curbside, the length of the curbside required by different vehicles, the proportion of passengers taking different vehicles, the duration of stay of different vehicles in the curbside, and the average number of passengers of different vehicles. The length of the curbside required for different vehicles is taken as follows in Table 5.5. The proportion of passengers taking different vehicles, the duration of stay of different vehicles in the curbside, and the average number of passengers of different vehicles can be determined by investigation and analysis on passenger terminals (such as airports) that have been operated in the same city, of the same type or scale. Among them, the determination of the proportion of passengers taking different vehicles also needs to consider the surrounding transportation conditions. The peak-hour number of passengers in the curbside is related to designed passenger capacity, design duration for passenger disembarkation, unbalance coefficient for passenger disembarkation, design duration for passenger embarkation, unbalance coefficient for passenger embarkation, overlap coefficient of embarkation and disembarkation time, etc. According to the survey, when the cruise arrives at the port, the design duration for passenger disembarkation lasts between 2.5 and 3.75 h; when the cruise leaves the port, the design duration for passenger embarkation lasts between 3 and 5 h. For example, Pier 93 in Los Angeles, USA, the designed passenger capacity is 3310 persons, design duration for passenger disembarkation is 2.5 h; design duration for passenger embarkation is 3 h. Pier 27 in San Francisco, USA, the designed passenger capacity is 2600 persons, design duration for passenger disembarkation is 3 h; design duration for passenger embarkation is 3 h. Pier 18 in Fort Lauderdale, USA, the designed passenger capacity is 6300 persons, design duration for passenger disembarkation is 3.5 h; design duration for passenger embarkation is 5 h. Pier 1 in Port Canaveral, USA, the designed passenger capacity is 6300–7000 persons, design duration for passenger disembarkation is 3.75 h; design duration for passenger embarkation is 5 h. According to the above statistics, since the ship basically adopts the strategy of passenger disembarking in batches, the passenger flow of disembarkation is relatively

152

5 General Layout of Cruise Terminals

stable, and the unbalance coefficient for passenger disembarkation is between 1.0 and 1.2. Due to the randomness of the arrival time of passengers, the passenger flow of embarkation is very uneven. Usually, the peak passenger flow mainly occurs in the earlier time, which is mainly caused by 10–40% of passengers who arrive early. Therefore, the unbalance coefficient for passenger embarkation is 1.1–1.4. There is a certain overlap between the disembarkation time and the embarkation time of passengers, which usually take place between 9:00 and 11:00 in the morning. During this period of time, there are two types of passenger flow in the curbside, that is, the passengers leaving the port and those arriving at the port. Therefore, in the calculation of the length of the curbside, it is necessary to consider the overlap coefficient of embarkation and disembarkation time, and the value is 1.0–1.2. As for the layout, the curbside shall be reasonably divided into parking areas for buses, taxies and other vehicles, to reduce the mutual interference among various vehicles. The length of curbside and number of parking spaces for various vehicles can be estimated by the formulas from (5.1) to (5.4). L=

N 

li

(5.1)

i=1

li = m i si (i = 1 . . . N ) qpi ti (i = 1 . . . N ) 60n i   D D kD, kE k q = max tD tE

mi =

(5.2) (5.3) (5.4)

where, L—the length of the curbside (m); N—the number of types of vehicles parking in the curbside; li —the total length of curbside needed by the parking of the ith type of vehicles (m); mi —the number of parking spaces needed by the ith type of vehicles; si —the length of a parking space for the ith type of vehicles (m), taking 6–6.5 m for small cars, and 15–18 m for buses and others; q—the number of peak hour passengers in the curbside (persons/h); pi —the proportion of passengers taking the ith type of vehicles (%); ti —the average stay time of the ith type of vehicles in the curbside (min); ni —the average passenger number of the ith type of vehicles (persons); D—the designed passenger capacity (persons); tD —the design duration for passenger disembarkation (h); kD —the unbalance coefficient for passenger disembarkation, taking 1.0–1.2; tE —the design duration for passenger embarkation (h); kE —the unbalance coefficient for passenger embarkation, taking 1.1–1.4;

5.4 General Layout of Land Area

153

Fig. 5.20 Curbside of the Pier 93 in Los Angeles, USA

k—the overlap coefficient of embarkation and disembarkation time, taking 1.0– 1.2 (Fig. 5.20).

5.4.4 Parking Lot The layout of parking lot in the cruise terminal shall be beneficial to passengers entering and exiting the terminal building and vehicles entering and leaving the port. Parking areas for large and medium buses and for cars shall be reasonably classified in the parking lot of a cruise terminal. The parking areas for freight trucks and administrative vehicles of the cruise terminal should be arranged separately. The design of the parking lot shall conform to related provisions of current national standards Construction Standard for Urban Public Parking Projects (JS 128) and Code for Fire Protection Design of Garage, Motor Repair Shop and Parking Area (GB 50,067). For the parking lot of a cruise terminal located in the port of turnaround, the scale of parking spaces for large and medium buses and cars can be estimated by Formula (5.5) and (5.6) respectively. For the parking lot of a cruise terminal located in the port of call, the scale of parking spaces for large and medium buses can be estimated by Formula (5.5). V1 kE 1 tE

(5.5)

M2 = V2 ε2 2

(5.6)

M1 =

Vi =

D × pi ni

(5.7)

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5 General Layout of Cruise Terminals

where, M1 —the number of parking spaces needed by large and medium buses; V1 —the total traffic volume of large and medium buses, calculated by Formula (5.7), and i is1; tE —the design duration for passenger embarkation (h); kE —the unbalance coefficient for passenger embarkation, taking 1.1–1.4; 1 —the redundancy factor of parking spaces for large and medium buses, taking 1.0–1.2; M2 —the number of parking spaces needed by cars; ε2 —the parking ratio of cars, taking 0.4–0.8; 2 —the redundancy factor of parking spaces for cars, taking 1.0–1.5; V2 —the total traffic volume of cars, calculated by Formula (5.7), and i is 2; D—the designed passenger capacity (persons); ni —the average passenger number of vehicles (persons), i is 1 for large and medium buses, and i is 2 for cars; pi —the percentage of passengers taking vehicles (%), i is 1 for large and medium buses, and i is 2 for cars; The redundancy factor of parking spaces for large and medium buses is to appropriately enlarge the scale of the parking lot for large and medium buses in consideration of the special cases such as combined parking arrangement for multiple berths and ship delay operation, and provide ample parking spaces for passengers and port area management. The redundancy factor of parking spaces for cars is within a relatively large range. Apart from the special cases such as multi-berth combined parking arrangement for multiple berths and ship delay operation, the main consideration is that the difference of domestic and international cruise ticketing systems has brought about a large difference in the proportion of traffic modes for passengers arriving at the port. It is suggested that the redundancy factor of parking spaces for cars and the parking ratio of cars in the design period of foreign cruise ports be determined according to actual conditions, or take larger values. The indicators for the parking lot of the cruise terminal in the coastal port of turnaround in China can also refer to Table 5.6. Table 5.6 Indicators for the parking lot of the cruise terminal in the coastal port of turnaround in China Tonnage of Cruise (GT)

Number of parking spaces for cars in a cruise berth

Number of parking spaces for large and medium buses in a cruise berth

50,000 (45,001–65,000)

75–175

11–25

100,000 (85,001–125,000)

125–295

18–38

150,000 (125,001–175,000)

160–375

20–45

225,282

260–600

28–65

5.4 General Layout of Land Area

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Table 5.7 Reference for the demand for increased traffic volume of a single berth in the coastal cruise terminal of China Cruise tonnage (GT) 10,000 (7501–12,500)

Demand for increased traffic volume of a single cruise berth (pcu/h) 45–80

20,000 (12,501–27,500)

60–105

30,000 (27,501–45,000)

105–180

50,000 (45,001–65,000)

150–250

80,000 (65,001–85,000)

180–310

100,000 (85,001–125,000)

220–380

150,000 (125,001–175,000)

260–450

225,282

390–670

5.4.5 Collection and Distribution The collecting and distributing system of a cruise terminal shall be designed to be convenient for the passengers to enter and exit safely and quickly, and the main road in the port shall be connected to the main road outside the port smoothly. According to the survey, the demand for increased traffic volume of a single berth in the coastal cruise terminal of China is shown in Table 5.7. The access road of the cruise terminal connects the main road outside the port, and is mainly for the traffic of buses, taxies, social vehicles and trucks that provide goods transportation for cruises. It connects the main road and funcational zones in the port area such as the parking lot, etc.

5.4.6 Other Functional Zones The area for supporting facilities, e.g., the stockpiling and distributing for provisions of cruises also needs to be arranged in the land area of the cruise terminal, and the supporting facility area should be located next to the terminal, with a smoothly organized traffic. The scale of stockpiling and distributing area for provisions of cruises shall meet the provisions demand of cruises for fresh vegetables and fruits, foods and drinks, consumables, medicines, refrigerated items, bonded goods, and so on. The reserved parking spaces, transport passage and temporary storage area for provisions shall be arranged in the cruise terminal. The entry, storage, handling and transportation of provisions for cruises shall meet the supervision requirement of the port of entry. The waste water and wastes of the cruise terminal shall be collected and disposed properly.

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5 General Layout of Cruise Terminals

In the plan layout of land area for the cruise terminal, the functional requirement of passenger evacuation in emergency must be taken into account, and an emergency management system must be equipped.

5.4.7 Land Area Layout of Shanghai Wusongkou International Cruise Terminal Phase I Project (Port of Turnaround) (1) Passenger throughput capacity The designed comprehensive throughput capacity of the terminal is 608 thousand persons/year, and the passenger throughput of the terminal exceeded 2500 thousand persons (486 voyages) in 2017. (2) Scale of the parking lot There were about 30 bus parking spaces and 40 car parking spaces on the terminal, and 100 car parking spaces on the land area. At this stage, 50 new car parking spaces have been added. (3) Terminal building The total floor area of the terminal building is about 19,553 m2 , including a total of 2.5 floors. The first floor is for baggage check-in and claim, check-in, and access to 3 exits, with a total area of 9402 m2 (Fig. 5.21). The second floor is for the customs clearance, which is divided into the entry and exit areas. The two areas cannot be shared, including some management rooms. The total area is 7020 m2 . The 1.5th floor and 2.5th floor are management rooms. The total area is 3131 m2 .

Fig. 5.21 Baggage inspection area in the terminal building

5.4 General Layout of Land Area

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(4) Functional zones of customs clearance Queuing area for check-in: about 700 m2 . Baggage handling area (exit and entry): about 2000 m2 . Exit inspection and quarantine inquiry area: about 400 m2 . Exit customs inspection area: about 400 m2 . Exit immigration control hall: about 2000 m2 . Entry inspection and quarantine inquiry area: about 200 m2 . Entry immigration control hall: about 2000 m2 . Entry customs inspection area: about 400 m2 . The total area of functional zones above is about 8000 m2 , accounting for 40.9% of the total terminal building, and the ratio is low.

5.5 Layout of the Site Behind the Land Area After several years of development, the port planning and construction of China has gradually formed a “Port-Park-City” model, that is, industrial parks are arranged behind the port area, such as logistics parks, processing zones, and horbor industry, etc., and then urbanized functional zones are arranged further behind. The development and construction of the port will take the first, the industrial parks will follow up, and then the urban function development will be carried out to form a linkage of the whole area. This development model of port planning and construction has achieved great economic development effects. The cruise terminal is the core facility of the cruise economy. In terms of the operation of the cruise terminal, the main operating income of the operator comes from cruise berthing service, embarkation and disembarkation services for passengers, baggage and cargo handling, etc. It is obvious that for a cruise terminal without many tourists, its operational benefit is not high. However, as the window and business card of the city, the cruise terminal has greatly improved the urban environment around the port and the value of the surrounding real estate and business. With reference to the model of “Port-Park-City”, the construction mode has emerged with the cruise port going ahead, the tourist service park following up, and supported by the development of the urban new district behind to achieve the overall linkage development of the region. Through the linkage of ports, parks and cities, the government, enterprises and various resources can be coordinated as an important measure for urban transformation and upgrading. The basic model is shown in Fig. 5.22. Therefore, in the general layout of the cruise terminal, taking together with the arrangement of the urban functional zone behind, is undoubtedly of great significance for the development of the cruise economy. The planning and layout of Prince Bay Cruise Terminal in Shekou, Shenzhen is planned to adopt the model of “Port-Park-City” to revitalize the surrounding urban areas of the cruise terminal and enhance the value of cruise economy in the city.

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5 General Layout of Cruise Terminals Cruise Operation: Management on board, route management Cruise Sales: Cruise ticketing, other tickets sales Cruise Homeport: Port service, property operation and terminal operation

Commercial Estate

Shipbuilding and repair: Cruise design and research, assembly and integration, repair and maintenance

Tourism Estate Elderly-care Estate Industrial Estate

Cruise Finance: Cruise rental, transaction settlement, insurance business Cruise Supply: Trade and purchase, inspection and quarantine, logistics distribution, warehousing, etc. Direct Correlation

Cruise Tourism Ecosphere

Tourism and entertainment: Attractions, theme park, cultural activity experience and commercial show, etc. Others: Port service, cruise education and training, exhibition and exposition, networ k communications, etc.

Catering and Accommodation: Hotel, apartment, resort Travel: Bus, airplane, train and car rental services

Shopping: Taxable shopping and tax-free shopping (Including jewelry, crafts, clothing, etc.)

Fig. 5.22 Building the “Port-Park-City” Cruise ecosphere

Land Acquisition Property Appreciation Assets Management Indirect Correlation

Chapter 6

Cruise Terminal Process

Process designof cruiseterminal contains embarkationanddisembarkationequipment and process of passengers, customs inspection process, checked baggage handling process, provisions and waste handling process, passenger capacity and traffic organization. The process layout of cruise terminals shall ensure that passenger and cargo routes are separated, and the intersections between passengers and cargo are reduced, boarding equipment that is safe and convenient, energy saving and environment protective shall be chosen.

6.1 Embarkation and Disembarkation Equipment and Process of Passengers Cruise terminal is the main facility to provide services for cruise, and the core content is to provide passengers with comfortable and convenient embarkation and disembarkation service. On the basis of the domestic and international cruise terminals, currently gangway and boarding bridge are the two types of process for passenger embarkation and disembarkation.

6.1.1 Gangway Gangway is a passage facility for passenger embarking on anddisembarking from the cruise. One end of the gangway is connected to the edge of the cruise deck or cabin door, and the other end is laid on the terminal deck surface. Generally gangway (see Fig. 6.1) is also called ship ladder, gangway ladder and shore ladder, etc.

© The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_6

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160

Fig. 6.1 Cruise terminal gangway

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6.1 Embarkation and Disembarkation Equipment and Process …

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Gangway is made of aluminum alloy or stainless steel. The bottom is with selfadjusting horizontal steps, and both sides are with safety rails. In order to improve the ability of the gangway to resist wind and waves, it is usually equipped with hooks on its sea side and rollers on the land side. This process is mainly applicable to some non-specialized cruise terminals and smaller cruise terminals, mainly used in the port of call or in the initial operation stage of some specialized cruise terminals, where the professional equipment is not ready and the boarding deck location is close to the deck elevation of the terminal This process has low investment cost and can quickly possess a reception capacity for cruise passengers in a short time, which are the main advantages. Also there are three disadvantages. The first one is that the process is not very user-friendly. It can not meet the requirements of barrier-free passage, the embarkation and disembarkation of the passenger in a wheelchair requires the crew’s participation. The second one is that the process is with a small adaptive range. When the ship is large and the tidal level is high, the gangway will bring great inconvenience to the passengers due to the large lap angle and poor sense of safety. The third one is that the process is with poor operational convenience. Generally speaking, when a cruise is connected to a gangway, a mobile crane or a forklift is required to assist the operation, the operation efficiency is low and is time-consuming.

6.1.2 Boarding Bridge1 The boarding bridge is a special access facility for passenger embarking on and disembarking from the cruise. One end of the access is connected to the terminal building directly or through the corridor, and the other end of the access is automatically controlled to lift up and down and move left and right to connect with the deck edge of the cruise or the cabin door.

6.1.2.1

Types of Bording Bridges2

There are many classifications for boarding bridges. (1) According to the relative position between the main body of the passenger channel in the boarding bridge and the terminal cope line, the boarding bridges can be classified into three types including bording bridge perpendicular to terminal cope line (see Fig. 6.2), boarding bridge parallel to terminal cope line (see Figs. 6.3, 6.4) and combination type boarding bridge (see Fig. 6.7). (2) According to the passengers’ path in the boarding bridge, the boarding bridges can be classified into four types including straight linear type (see Fig. 6.2), 1 Quoted 2 Quoted

from Cruise Terminal Boarding Bridge. from Modern Cruise Terminal Boarding Technology and Process Characteristics.

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6 Cruise Terminal Process

Fig. 6.2 Bording Bridge perpendicular to terminal cope line (straight linear type)

Fig. 6.3 Bording bridge parallel to terminal copeline (L-Shaped linear type)

folded linear type (see Fig. 6.4), L-shaped linear type (see Fig. 6.3) and spiral type (see Fig. 6.5). (3) According to the structure type of the passenger channel in the boarding bridge, the bording bridges can be classified into the types of non-closed on both sides and closed on both sides.

6.1 Embarkation and Disembarkation Equipment and Process …

163

Fig. 6.4 Bording bridge parallel to terminal copeline (folded linear type)

(4) According to the ground structure type of the passenger channel, the boarding bridge can be classified into the types of steps and barrier free. (5) According to the main structure type of boarding bridges, they can be classified into gantry type and non-gantry type. (6) According to the type of the gantry travelling mechanism, the boarding bridges can be classified into rail-mounted type and rubber-tyred type. (7) According to the movement track of the main mechanism, the boarding bridges can be classified into overall translational type and rotary telescopic type (see Fig. 6.6, similar to airport boarding bridge) (Fig. 6.7). The passenger terminal building of berth 1 at Dover Terminal in the UK adopts very complicated boarding equipment, as shown in Fig. 6.8. It has 5 sections in total. It takes about 5 min to walk one way, which is inconvenient. The reason of adopting this equipment is the requirement of traffic below the boarding bridge and tidal range adjustment.

164

Fig. 6.5 Spiral boarding bridge (turning type)

Fig. 6.6 Rotary telescopic boarding bridge

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6.1 Embarkation and Disembarkation Equipment and Process …

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Fig. 6.7 Combination type bording bridge

In Design Code for Cruise Terminals (JTS 170-2015), the boarding bridge is classified into straight linear type, folded linear type, turning type and L-shaped linear type. See Fig. 6.9a–e. In the design of the cruise terminal, the selection of the boarding bridge and the corresponding embarkation and disembarkation process shall be based on the factors such as the boarding height of the cruise, the dimension of the terminal, the landscape effect and tide, as well as the safety, convenience and comfort of passengers.

6.1.2.2

Commonly Used Boarding Bridge Process for Cruise Terminals3

(1) Rotary Telescopic Boarding Bridge Process Cruise terminals adopting this process include Shanghai International Cruise Terminal (located in the North Bund) and Tianjin International Cruise Terminal. Rotary telescopic boarding bridge is generally arranged between the cruise and the boarding building, which is similar to the airport boarding bridge. One end of the boarding bridge is a fixed end (connected with the terminal building or the boarding corridor), and the other end is a mobile end (connected with the passenger cabin door). The mobile end can move in circles within a certain range around the fixed end, and 3 Quoted

from Borarding technology of cruise ship.

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6 Cruise Terminal Process

Fig. 6.8 Boarding equipment for terminal building of berth 1 at dover terminal in the UK

6.1 Embarkation and Disembarkation Equipment and Process …

(a) Passenger boarding bridge with a straight linear access

(b) Passenger boarding bridge with a folded linear access 1

(c) Passenger boarding bridge with a folded linear access 2

(d) Passenger boarding bridge with a turning access

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(e) Passenger boarding bridge with an l-shaped linear access

Fig. 6.9 Common types of passenger boarding bridges. 1 Terminal building center or boarding corridor; 2 center line of the landside rail; 3 center line of the seaside rail; 4 cope line; 5 cruise; 6 turning platform; 7 boarding access entrance; 8 liftable boarding access

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6 Cruise Terminal Process

has the function of telescoping and changing amplitude to adapt to the position and height of the entrances and exits of different cruises. The process can be completely closed, barrier-free and humanized. However, because one end of the boarding bridge is connected with the boarding building, the effective servicing scope of the mobile end is small, and its adaptability to different cruises is poor. (2) Combination Type Bording Bridge Process Xiamen international cruise terminal adopts the combination type bording bridge process. The combined boarding bridge process refers to: The boarding equipment is composed of a straight linear boarding bridge and a rotary telescopic boarding bridge, and the two parts are independent of each other, detachable and reconfigurable. The linear boarding bridge is near the offshore side. One end is connected with the passenger cabin door of the cruise, and the other end is connected with the boarding gate at the head of the rotary telescopic boarding bridge. The linear boarding bridge adopts the rail mechanism, which can move parallel to the terminal cope line. The lifting mechanism and the telescoping mechanism inside can realize the lifting and telescoping of the passenger channel. The rotary telescopic boarding bridge is close to the land side. One end is the mobile end, which is connected with the land side of the linear boarding bridge. The other end is the fixed end, which is connected with the terminal building or the boarding corridor. The rotary telescopic boarding bridge is similar to the airport boarding bridge. The whole of which can swing around the fixed end. The mobile end is designed by special mechanism, which can realize the telescoping, swinging and lifting of the passenger channel. The reason why Xiamen International Cruise Terminal adopts this special technological method (mobile lifting boarding bridge and rotary telescopic boarding bridge can be completely separated) is mainly: The terminal is converted from a professional container terminal, and the cruise berths in the tourist off-season still bear the container loading and unloading task. At that time, mobile lifting boarding bridge will be shifted to the berth end, and the container cranes at the adjacent berth will move to this berth. The berth is immediately converted from a cruise berth to a container berth. It can be seen that this process method has a great application advantage in multipurpose terminals (cruise terminal needs to take into account the handling of other cargos), and its “detachable and reconfigurable” feature can well adapt to the change of function of the terminal. However, as a professional cruise terminal, it has disadvantages such as large investment, complex equipment control and small scope of serving vessels. (3) Alongshore Type Embarkation and Disembarkation Process Alongshore type embarkation and disembarkation process means that the embarkation and disembarkation of passengers are jointly completed by the alongshore type mobile boarding bridge and the alongshore boarding corridor. The two parts are

6.1 Embarkation and Disembarkation Equipment and Process …

169

interdependent and indispensable, and the core is the mobile boarding bridge. The mobile boarding bridge is located between the cruise and the boarding corridor, the whole of which can move along the rail arranged paralleled to the cope line, and its two ends are connected vertically with the passenger cabin door of the cruise on the sea side and the boarding corridor on the land side respectively. According to the walking path of passengers in the boarding bridge, the mobile boarding bridge of large cruise terminals usually adopts the following structure types: (a) Folded Linear Type The walking path of passengers on the “folded linear type” boarding bridge is the “straight folded linear type “route, and the specific route is: perpendicular to cope line—paralleled to cope line—perpendicular to cope line—paralleled to cope line— perpendicular to cope line, see Fig. 6.9b, c. The “straight folded linear type” boading bridge adopts the whole frame structure. The two ends of the boarding bridge are connected vertically with the passenger cabin door of the cruise and the boarding corridor respectively. One end connected to passenger cabin door on the seaside is the boarding access of the boarding bridge (with the help of screw lifting mechanism, the access can be lifted up and down to adapt to the position and height of cabin doors of different ships). The other end conneted to the boarding corridor on the land side is the landing access of the boarding bridge. Between the boarding access and the landing access is the passenger channel with glass sidewall. The passenger channel adopts the structure form of multi-folded structure type, including straight linear segment—folded linear segment—straight linear segment, in which the folded linear segment or straight linear segment can be the lifted up and downwith the help of the screw lifting mechanism, so as to achieve the purpose of adjusting the angle and slope of the straight linear segment of the boarding bridge. (b) L-shaped type The walking path of passengers on the L-shaped boarding bridge is L-shaped, and the specific route is: perpendicular to cope line—paralleled to cope line—perpendicular to cope line, see Fig. 6.9e. The two ends of the boarding bridge are connected vertically with the passenger cabin door of the cruise and the boarding corridor respectively. One end connected to passenger cabin door on the seaside is the boarding access of the boarding bridge (with the help of screw lifting mechanism, the channel can be lifted up and down to adapt to the position and height of cabin doors of different ships). The other end conneted to the boarding corridor is the landing access (supported by triangular trusses). Between the boarding access and the landing access is the passenger channel with glass sidewall. The passenger channel adopts the linear telescopic structure, and the angle and slope of the linear section can be adjusted through the telescoping of the linear section. This technology has been used for the first time in Shanghai Wusongkou International Cruise Terminal project, and achieved good engineering results, and continues to be used in the second phase of the project.

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Table 6.1 Comparison of advantages and disadvantages of folded linear type and L-shaped boarding bridges Item

Advantages

Disadvantages

Folded linear type

(1) The whole equipment is a whole structure, and the design of mechanism and electrical control system is simple (2) In order to obtain the same slope requirements within the same servicing height scope, the overall machine size is required to be smaller. The boarding bridge is not easy to interfere with the loading and unloading of baggage and provisions

(1) The passenger walking route is complicated. (2) Requirements are higher for the corridor parallel to the cope line. The corridor is required to open the side wall at any position to connect with the landing access of the boarding bridge

L-shaped type

(1) The passenger walking route is simple (2) It adopts the split type frame structure. Because the whole machine has the telescopic function, the equipment has a lower requirement for the corridor parallel to the cope line. The corridor can open the side wall at some relatively fixed points to connect with the landing access of the boarding bridge

(1) The supporting structure and the driving mechanism of the boarding access and the landing access are relatively independent. The design of machine mechanism and electrical control system is relatively complex (2) In order to obtain the same slope requirements within the same servicing height scope, the overall machine size is required to be larger. The boarding bridge may interfere with the loading and unloading of baggage and provisions

(c) Comparison of Advantages and Disadvantages The above two types of mobile boarding bridges also have advantages and disadvantages in practical application, and the comparison is shown in Table 6.1. No matter which form of the alongshore type boarding bridge is adopted, the embarkation and disembarkation process has the following significant characteristics compared with the rotary telescopic boarding bridge process and combination type boarding bridge process. (1) It has stronger adaptability to cruise type. Due to the great difference of cabin door position of various cruises, the alongshore type boarding bridge with larger servicing height scope and non-blind area when servicing the ship in horizontal scope has better adaptability. For example, the servicing height scope of rotary telescopic boarding bridge adopted in Shanghai North Bund Cruise Terminal is 1.3–1.7 m, and the horizontal servicing scope is ±25.9 m. The servicing height scope of alongshore boarding bridge adopted in the Shanghai Wusongkou International Cruise Terminal is 1.4–11 m, and the horizontal servicing scope covers the whole length of the berth. (2) The terminal width required by the alongshore type boarding bridge is small, so the overall cost of the project can be effectively reduced. Different from the descending direction of the passenger corridor which is basically orthogonal or oblique to the terminal cope line in rotary telescopic and combination type

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171

boading bridges, the descending direction of the passenger corridor in alongshore boarding bridge is parallel or perpendicular to the terminal cope line. Therefore, on the premise of reaching the same servicing height, the terminal width required by the alongshore type boarding bridge is small, thus effectively reducing the total project investment. For example, in order to achieve the servicing height of 6 m, the vertical distance from the cope line to the rear corridor for the rotary telescopic boarding bridge needs at least about 40 m, while for the alongshore boarding bridge it only needs about 15 m. (3) By increasing the number of mobile boarding bridges, the capacity of the alongshore type embarkation and disembarkation system can be improved, which is simple and easy. But for rotary telescopic boarding bridge system, if the capacity is to be improved, increasing the number of boarding bridges and remoulding the corresponding corridor at the fixed end must be combined. That is complex and tedious, and also will affect the daily operation of the terminal. The alongshore type process system is with better mobility and interchangeability. Even if one of the boarding bridges breaks down, it can be quickly replaced by adjacent equipment without causing a breakdown of the operating line. But for rotary telescopic boarding bridge process, it is the so-called “one radish, one hole”. Each operating line is unique and irreplaceable. When there is a problem with a boarding bridge, it is necessary to completely remove its fault before the normal operation of the boarding route can be resumed. It has no mobility and interchangeability.

6.1.2.3

Others

The specific design of the boarding bridge shall not only refer to the relevant provisions of the current professional standard Seaport Passenger Boarding Bridge (JT/T 805), but also shall focus on the following: (1) The servicing scope of the boarding bridge shall be able to adapt to the variation of boarding deck locations of different design cruises and the change of tides at the berths of call. (2) The boarding access of boarding bridge shall have the functions of adaptive overlapping, automatic docking with the decks of cruises to adapt to different boarding positions due to the tidal fluctuations. (3) The minimum clear width of the passenger channel provided by the boarding bridge shall be no less than 1.50 m; the clear height shall be no less than 2.10 m; the slope should be no greater than 10%, shall not exceed 12.5% if under limited conditions, and also shall meet the requirements for accessibility. (4) Equipment for wind/typhoon resistance and lightning protection shall be equipped on the boarding bridge. (5) Emergency access directly to the apron area shall be provided on the boarding bridge. (6) The distance from center line of seaside rail of boarding bridge to the cope line of the berth shall be determined by the dimensions of characteristic vessel

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of call and the arrangement requirement of some relevant terminal facilities. The rail gauge of boarding bridge shall be determined according to the berth tonnage, process layout, and equipment selection, to ensure that the equipment have sufficient stability. No less than two boarding bridges should be furnished on a single berth when the design cruise has a rated capacity exceeding 2500 passengers.

6.1.3 Tender Lighterage Boarding Some ports are unable to berth large cruises due to multiple reasons such as channel, berth structure and depth of harbour basin, so cruise companies use their own lifeboats or tenders to transport cruise passengers for embarkation and disembarkation. Tender lighterage boarding is generally used in the port of call. Passengers do not carry large baggage when lightering. Many cruise companies in the United States use the tender lighterage boarding on exclusive islands and ports. For example, the Port of Santa Barbara in U.S. is a port of call with no cruise terminal facilities, passengers is transported by tenders. Each tender carries about 50 passengers and runs every 15 min. The first one lands at 8:00 am and the last one returns at 4:30 pm. Three boarding access will be opened on the side of the ship to facilitate tenders’ operation, as shown in Fig. 6.10. Dedicated berths for tenders are set up in the harbour of Santa Barbara yacht harbour, as shown in Fig. 6.11. Management and queuing corridors are set on the

Fig. 6.10 Tender operation

6.1 Embarkation and Disembarkation Equipment and Process …

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Fig. 6.11 Tenders berthing in the harbour basin

land for confirming the identity of the embarking passengers. This process has been adopted in Hainan Sanya Phoenix Island International Cruise Terminal. On January 12 and 24, February 2 and 7, 2014, “Victoria” of Costa Cruises and “SuperStar Gemini” of Star Cruises opened their cruise routes from Sanya as their home port. The arrival and departure of the two vessels coincided, while Phoenix Island International Cruise Terminal had only one cruise berth. So on each of these four trips, the “Victoria” cruise had to transfer about 1500 passengers by lightering at the sea anchorage. The “Victoria” cruise is equipped with 6 qualified tenders which are used for lighterage boarding operation. Each tender is required to carry no more than 100 passengers. As shown in Fig. 6.12.

Fig. 6.12 Tender launching and lightering

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Fig. 6.13 Sanya maritime safety administration is ensuring the safety of cruise lightering

During the lighterage, Sanya Maritime Safety Administration sent “Haixun 11301” and “Haixun 11302” to carry out whole-course alert and emergency standby to ensure the navigation safety in the sea area. As shown in Fig. 6.13.

6.2 Customs Inspection Process Since cruise travelling involves entry and exit, the entry and exit of relevant personnel and goods must pass the “one customs and two inspections” by the port administration department. The “one customs” means the customs, and “two inpsections” means immigration inspection and national entry and exit inspection and quarantine. The main duties of the customs are to combat smuggling and financial crimes that may occur in cruise terminals, detect drug smuggling, inspect prints (newspapers, books, etc.) carried by tourists, confiscate products infringing intellectual property rights, seize cases of endangered animals and plants, and seize knives and other prohibited items. The duties of immigration inspection mainly include: inspection of entry and exit personnel and their baggage, transportations and the goods carried; supervising the entry and exit transportations in accordance with the relevant regulations of the state; guarding the restricted areas of the port and maintaining the order of entry and exit; carrying out the tasks assigned by the competent authorities and prescribed by other laws and administrative regulations. The main duties of national entry and exit inspection and quarantine are to inspect and quarantine the goods, personnel, vehicles, containers, baggage and postal parcels,

6.2 Customs Inspection Process

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Fig. 6.14 Exit flow chart

etc. entering and exiting the country, so as to ensure the safety and health of personnel, animals and plants, and the quality of goods.

6.2.1 Exit Flow After arriving at the cruise terminal, passengers generally drop baggage at the curbside of the terminal building, and then carry their carry-on baggage into the terminal building for security check, ticketing, inspection and quarantine, customs inspection, immigration inspection, waiting and embarking. Meanwhile the checked baggage shall be collected by related staff for security screening, inspection and quarantine, customs inspection, then be collected into cage and loaded onto the vessel. Provisions are also subject to security check, quarantine and customs inspection before embarkation. The exit flow chart is shown in Fig. 6.14.

6.2.2 Entry Flow Passengers with carry-on baggage disembark through the boarding bridge and enter the terminal building for quarantine (temperature measurement), immigration inspection, baggage claim, baggage inspection and quarantine, and customs inspection

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Fig. 6.15 Entry flow chart

berfore leaving the cruise terminal. In addition, the entry of cruise wastes and cargo also needs inspection and quarantine and customs inspection. Entry flow chart is shown in Fig. 6.15.

6.2.3 Customs Inspection Facility Equipment for security check, such as hand-held explosive detector, carry-on baggage X-ray machine, walk-through metal detector, etc. shall be furnished in the passenger security screening channel. The facilities in the inspection and quarantine channel shall meet the actual needs of the relevant authorities of port of entry. The following facilities shall be configured: billboard, bulletin board, health information desk, card filling desk, infrared temperature measurement equipment, nuclear and radiation detection equipment, inspection desk, litter bin for items prohibited from entry and exit, video surveillance and other facilities. The facilities in the customs clearance corridor shall meet the actual needs of the customs. The following facilities shall be furnished: declaration area, passenger check channel, inspection area and other facilities. Each facility shall meet the following requirements, respectively: (1) Declaration desks shall be set up in the declaration area. (2) Red channel, green channel shall be set up in the passenger check channel.

6.2 Customs Inspection Process

177

(3) Carry-on baggage X-ray machine, walk-through metal detector shall be equipped in the emigration control channel. (4) Oversized baggage X-ray machine shall be equipped at the entrance of the baggage handling area in the terminal building. (5) Large baggage X-ray machine shall be equipped at the exit of the baggage handling area in the terminal building. The facilities in the immigration control area shall meet the actual needs of the customs. The following facilities shall be furnished: guidance board, notice board, sign board, card filling desk, queuing area for immigration control, immigration control channel, etc. Different from the airport immigration inspection channel, the cruise does not generally carry out the inbound and outbound process at the same time. So to save on resource allocation, immigration control channel should be a two-way channel for exit and entry of passengers. The scale of the customs inspection facilities can be estimated according to the following formulas. (1) The number of immigration control channels can be estimated by Formulas (6.1) and (6.2).

N = 1.1(dt)/60  d = max

D D kD, kE tD tE

(6.1)  (6.2)

where, N t d D tD kD tE kE

the number of immigration control channels; the average processing time per passenger (min/person); the peak hour number of passengers in the immigration control channel (person); the designed passenger capacity (person); the designed duration for passenger disembarkation (h), taking 2.5–3.75; the unbalanced coefficient for passenger disembarkation, taking 1.0–1.2; the designed duration for passenger embarkation (h), taking 3.0–5.0; the unbalanced coefficient for passenger embarkation, taking 1.1–1.4.

(2) The queuing area for immigration control can be estimated by formulas (6.3) and (6.4).

A=

da 60

(6.3)

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6 Cruise Terminal Process

 d = max

D D kD, kE tD tE

 (6.4)

where, A d a t D tD kD tE kE

the queuing area for immigration control (m2 ); the peak hour number of passengers in the immigration control channel (person); the space required by each passenger (m2 /person), taking 1.0–1.2; the average queuing time for passengers in the immigration control area (min.); the designed passenger capacity (person); the design duration for passenger disembarkation (h), taking 2.0–3.75; the unbalanced coefficient for passenger disembarkation, taking 1.0–1.2; the designed duration for passenger embarkation (h), taking 3.0–5.0; the unbalanced coefficient for passenger embarkation, taking 1.1–1.4.

6.2.4 Inspeciton at One Station The so-called “Inspeciton at One Station” means that both the customs and the inspection and quarantine departments conduct simultaneous joint inspection of import and export goods in the inspection site shared by them. “Inspeciton at One Station” can avoid repeated queuing of tourists in the customs inspection area and the national inspection area, reduce the unpacking times of carry-on baggage, shorten customs clearance time and improve customs clearance efficiency, which will become the new development trend of cruise customs inspection technology in the future.

6.3 Checked Baggage Handling Process The transfer of checked baggage between the cruise terminal and the cruise is mainly completed with the standard baggage cage provided by the cruise companies (Fig. 6.16). The size of a baggage cage is generally 1,400 mm (length) × 800 mm (width) × 1,600 mm (height). In order to facilitate baggage handling, the top and the length direction of one side is an open structure and there are 4 wheels at the bottom, among which 2 are fixed wheels and 2 are universal wheels. The standard baggage cage is the basic operation unit for the embarkation and disembarkation of checked baggage. It can greatly improve the handling efficiency of checked baggage. Baggage cages can be moved horizontally in the cruise terminal by manual labor, platform truck or forklift. When the cruise is berthed at the terminal, affected by the tide level and the baggage cabin door position of the cruise, the handling conditions would be different, as described below.

6.3 Checked Baggage Handling Process

(a) Empty Folding Baggage Cage

(b) Folded Baggage Cage

179

(c) Loaded Baggage Cage

Fig. 6.16 Baggage cage

Fig. 6.17 Minitype belt conveyor for baggage transport

6.3.1 Handling Process for Baggage Cabin Door Bottom Flush with or Higher Than the Terminal Deck In this working condition, two methods of handling process can be adopted: One is to lay a ramp between the terminal and the cabin, and push the baggage cage directly into or out of the baggage cabin manually (Fig. 6.17). The other is to use a forklift to move the luggage cage directly into or out of the baggage cabin (Fig. 6.18).

6.3.2 Handling Process for Baggage Cabin Door Bottom Lower Than the Terminal Deck Since the baggage cabin of the cruise is generally about 1.1–3.8 m above the water line, and coastal terminals in China have a relatively high elevation due to the large tidal range, such condition is basically encountered in the coastal cruise terminals of China.

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6 Cruise Terminal Process

Fig. 6.18 Forklift for baggage transport

When the baggage cabin of the calling cruise is equipped with an automatic lifting platform, ordinary forklift can be used for handling the baggage cage, as shown in Fig. 6.19. When the baggage cabin of the calling cruise is not equipped with an automatic lifting platform, the special handling equipment must be used. The following is an introduction of a common process at cruise terminals in China-special baggage forklift process, as shown in Fig. 6.20. The special baggage forklift is generally converted from the ordinary 10-ton internal combustion balanced forklift, which is composed of the forklift body, baggage hanger and baggage hanging cage. The baggage hanger is mainly used for connecting forklift and baggage hanging cage, which is composed of steel support frame, rotating opening and locking mechanism, position sensor and so on. The baggage

Fig. 6.19 Baggage operated by lifting platform

6.3 Checked Baggage Handling Process

181

Baggage hanger

Baggage

hanging cage

Fig. 6.20 Sunken forklift operation

hanging cage is mainly used for temporary storage of baggage cages, which is composed of the main structural framework, lock hole fixing device, roof, bottom plate and surrounding safety protection net. In general, a single baggage hanging cage can accommodate two standard baggage cages. The entry and exit of baggage cages in the baggage hanging cage shall be by manual labor or ordinary forklift. The connection between the forklift and the hydraulic system of the baggage hanger adopts the quick connection. When not in operation, the forklift, baggage hanger and baggage hanging cage can be separated from each other. When in operation, the forklift shall first be connected with the baggage hanger, and then the baggage hanger and the baggage hanging cage shall be connected. By starting the hydraulic system, the baggage hanger can be locked to the baggage hanging cage, so as to ensure a firm connection between the baggage hanger and the baggage hanging cage. Therefore, the forklift, baggage hanger and baggage hanging cage can start the normal handling operation in a trinity. Wusongkou cruise terminal uses special baggage forklift under different operating conditions, as shown in Fig. 6.21. It should be noted that this mode of operation requires a space of about 2.5 m or more between the fender surface of the cruise and the cope line of the terminal so that the baggage forklift can handle smoothly below the elevation of the terminal deck.

6.3.3 Handling Process of Belt Conveyor Transport Baggage The Pier 1 of Port Canaveral in U.S. can accommodate two large cruises at the same time. During the berthing period of the two ships, the curbside of the terminal building makes use of two mixed receiving points for checked baggage. The horizontal transportation between the receiving point and the check room of outbound checked baggage adopts the belt conveyor, as shown in Figs. 6.22 and 6.23. Baggage is sent to the baggage check room adjacent to terminal apron by the belt conveyor for security check. After passing through the security check, the baggage

182

Terminal deck

6 Cruise Terminal Process

Forklift Terminal deck

Highest cabin position

Lowest cabin position

High tide level

Low tide level

Fig. 6.21 Using special baggage forklift used in Wusongkou cruise terminal (unit: mm)

Fig. 6.22 Belt conveyor for baggage

6.3 Checked Baggage Handling Process

183

Fig. 6.23 Double belt conveyor baggage checking system

will be manually sorted and loaded into cages. Finally, the stevedores carry the baggage cage to the baggage cabin of the cruise by the forklift.

6.4 Provisions and Waste Handling Process 6.4.1 Cruise Provisions The provisons of the cruise mainly refer to all kinds of goods, articles or materials for the purpose of meeting the needs of cruise passengers, crew, and cruise facilities

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6 Cruise Terminal Process

and equipment, including fuel, fresh water, food, beverage, hotel supplies, furniture, spare parts and so on. The cruise has a special hatch for delivery of provisions, usually located at the stern of the ship. Provisions in the form of general cargo such as food, beverage, hotel supplies, furniture, spare parts, etc., are usually transported by container trucks or vans from the transportation passage to the apron of the cruise terminal, and finally transferred to the cruise hatch for provisions through the lifting equipment in cabin or forklifts. Since the height of the hatch for provisions is basically equal to that of the baggage hatch, the handling process of provisions also needs to consider the working condition that the bottom elevation of the hatch is lower than that of the terminal deck. The treatment method is the same as the checked baggage boarding process as above. See Figs. 6.24 and 6.25. Although modern cruises are equipped with advanced desalination equipment, when berthing at the terminal, the cruises generally still need a certain amount of fresh water supply through the water supply system of the cruise terminal.

Fig. 6.24 Provisions loading and provisions transport vehicle

Fig. 6.25 Provisions loading by lifting machine and water supplying

6.4 Provisions and Waste Handling Process

185

Fig. 6.26 Liquid and solid wastes collection

Fig. 6.27 Collection of wastes from cruise terminal operations

6.4.2 Wastes The wastes of cruises mainly include sanitary sewage, bilge oil sewage, domestic garbage, biosolids, solid waste and so on. Sanitary sewage can be discharged by the receiving barge or terminal sewage receiving device and corresponding hose fittings, pipes and other facilities. Bilge oil sewage can be discharged through the tank car, receiving barge, and corresponding hose fittings, pipes and other facilities, as shown in Fig. 6.26. Domestic garbage, biosolids, solid waste and other items are generally discharged into garbage trucks or garbage ships by forklifts or other handling equipment in the form of general cargo, as shown in Fig. 6.27.

6.4.3 Fuel Supply Refueling barges are generally used for refuelling of cruises. Refueling barges are usually berthed at the outer side of the cruises, as shown in Fig. 6.28. Fuel is generally

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6 Cruise Terminal Process

Fig. 6.28 Fuel supply operation of the refuelling barge with the assistance of the tugboat

supplied at the ports of turnaround, and also available at some ports of call with better price concessions and service. The fuel supply quantity at a time is determined comprehensively according to the ship’s scale and oil supply demand, generally 500–1000 tons. The fuel supply time shall be determined comprehensively according to the fuel supply capacity of the refueling barge, the operation time of customs and commodity inspection, as well as the berthing/unberthing time of the refueling barge and the preparation time.

6.5 Passenger Capacity Passenger capacity is the main technical parameter of a cruise terminal. Annual passenger capacity for one berth of cruise terminals can be estimated by the following formula: Ps = 2Ty ρT

G KB

(6.5)

where, Ps Ty ρ T G KB

the annual passenger capacity for one berth of cruise terminals (person); the berth operation weeks in a year (week); the average passenger seat occupancy rate of design cruise (%); the number of berthing and unberthing vessels per week (vessels/week); the passenger capacity of design cruise (person); the unbalanced coefficient for the berth operation.

One-way passenger capacity per hour in the cruise terminal can be estimated by the following formula:

6.5 Passenger Capacity

187

Ph = min{q A , d, q1 }

(6.6)

where, Ph the one-way passenger capacity per hour (person); q A the peak hourly number of passengers in the security screening channel (person/h); d the peak hourly number of passengers in the immigration control channel; q1 the peak hourly number of passengers in the baggage claim area (person/h). For example, a port has a 150 thousand GT large cruise berth. The passenger capacity of design cruise is 3600 persons, the average passenger seat occupancy rate of design cruise is 70%, the berth operation weeks in a year is 50 weeks, the number of berthing and unberthing vessels is 4 vessels per week, the unbalanced coefficient for the berth operation is 1.5. According to this formula, the estimated annual passenger capacity of this berth is 670,000 persons. In view of the relative independence of the facilities used by passengers during the operation of the berths of the cruise terminal, therefore for the passage capacity of passengers in a multi-berth cruise terminal, the value of each berth can be calculated separately, and then the sum is the annual passenger capacity of the cruise terminal. As there are many passenger gathering points in the cruise terminal, such as passenger security check point, ticketing point, passenger customs clearance point and baggage claim point, etc., and the equipment and facility configuration of each gathering point are different. Therefore, it is difficult for each gathering point to achieve a unified passenger capacity. The ideal cruise terminal design shall make the passenger capacity of each gathering point basically consistent with the minimum mean square deviation. The passenger capacity per hour in the cruise terminal defined in this chapter is actually the minimum number of passenger traffic in the peak hour of the passenger gathering point mentioned above. In the actual design, the passenger capacity of the ticketing point is generally larger than that of the security check point. Therefore, the passenger capacity of the ticketing point during peak hours is not considered in formula (6.6).

6.6 Traffic Organization The traffic organization design is an important part of the overall design of a cruise terminal. Whether the traffic organization is reasonable or not directly affects the service level of the cruise terminal, and is even closely related to the smooth operation of the traffic network around the cruise terminal. Reasonable traffic organization of a cruise terminal is an important guarantee for rapid concentration and evacuation of passengers and efficient operation of the cruise terminal, as well as an effective impetus for regional land development. According to different spatial locations, the traffic organization design of a cruise terminal can be divided into three parts: internal

188

6 Cruise Terminal Process

traffic organization, external traffic organization and internal and external traffic organization. Among them, the internal traffic organization refers to the organization of passenger and traffic flow within the boundary of the cruise terminal, while the external traffic organization refers to the traffic organization on the surrounding road network outside the boundary of the cruise terminal, while the internal and external traffic organization mainly refers to the setting of the entrance and exit and the connection of the internal and external traffic flow. The following content mainly discusses the internal traffic organization of a cruise terminal. The traffic flow and passenger flow are the main objects of the internal traffic organization of a cruise terminal. Therefore, the internal traffic organization of a cruise terminal can be generally divided into motor vehicle traffic organization and non-motor vehicle traffic organization. Among them, motor vehicle traffic organization can be divided into static traffic organization and dynamic traffic organization. Static traffic organization mainly solves the problem of traffic resource allocation, which mainly refers to the parking layout and scale of various motor vehicles in the area. The main task of dynamic traffic organization is traffic flow distribution, as well as command and guidance, to ensure the maximum efficiency of the road network, mainly refers to the organization of various vehicles in and out of the flow line and operation scheduling. Non-motor vehicle traffic organization mainly solves the problem of walking traffic for passengers in the district, which mainly involves streamline design, passive design and barrier-free design.

6.6.1 Organization Principle Traffic organizationof the cruise terminal usually follows the following design principles: (1) People-Orientation Establish the people-oriented purpose, center on the needs of cruise terminal passengers, and reasonably arrange various facilities, to provide the maximize convenience for the distribution of passengers. (2) Seperated Pedestrians and Vehicles Separation of pedestrians and vehicles is the most basic principle to guarantee the path safety. In any process of departure or arrival of passengers, the passenger channel and passenger gathering area must be kept effectively separated from the vehicle lane. Effective measures shall also be taken at the curbside and parking lot to avoid interweaving of passenger and vehicles. (3) Seperated Entry and Exit In order to avoid the conflict between different flow lines, the entry and exit of both passenger flow and traffic flow shall be separated. If not possible, a distance should

6.6 Traffic Organization

189

be kept appropriately on the same side to minimize the conflict between different flow lines. (4) Continuous Traffic Continuous traffic is an effective guarantee for efficient traffic operation. Therefore, in the traffic organization of a cruise terminal, the continuity of people flow and traffic flow shall be ensured, and the junction of people and vehicles shall be reasonably arranged to make the internal traffic connect smoothly. (5) Long-Term and Short-Term Combination The traffic organization design shall combine the short-term with the long-term and leave room for development to ensure the seamless connection of the phased construction.

6.6.2 Traffic Organization Design Process The traffic organization design usually follows the process shown in Fig. 6.29.

6.6.3 Commonly Used Methods Because traffic organization is a complex dynamic process, it is difficult to accurately predict the final effect with deterministic mathematical methods. With the continuous development of computer simulation technology, the use of computer simulation means in the design process to obtain quantitative and visual technical support has become a new way of scientific planning and design of traffic organization at domestic and abroad. The microscopic traffic simulation system software VISSIM is adopted to model and simulate the traffic organization scheme of the cruise terminal, so that we can intuitively understand whether the road planning and layout of each functional area of the terminal are reasonable and provide reference for the decision of the scheme. VISSIM is a traffic simulation system software developed by the German PTV company which is microscopic, based on the time interval and driving behavior, and is used for modeling and analysis of various traffic conditions (traffic lane, traffic composition, traffic signal, bus stops, etc.), the operation situation of city traffic and public transport, and it is an effective tool for the evaluation of transportation engineering design and urban planning scheme, as shown in Fig. 6.30. VISSIM software system is composed of traffic simulator and signal state generator: they exchange detector data and signal state information through the interface, that is, they can generate visualized traffic running conditions online or output various statistical data offline.

190

6 Cruise Terminal Process

Fig. 6.29 Process flow of traffic organization design

VISSIM software is used to simulate the traffic organization of the cruise terminal by following steps.

6.6.3.1

Parameter Setting

VISSIM has good graphics input interface, signal induction model, vehicle behavior model and road network distribution model and powerful 3D reproduction function. In particular, the description of traffic system behavior is very detailed, so a lot of parameters need to be set in the use process of the system.

6.6 Traffic Organization

191

Fig. 6.30 VISSIM software

The specific contents are as follows: (1) Road network data Road network plan diagram includes road section type and connection, lane number and lane width, parking position and size, etc. (2) Traffic flow data (a) Traffic composition: including various vehicle types and their relative proportions in the input traffic flow, as well as a list of speed distribution; (b) Vehicle input: define the traffic flow entering the road network at different time; (c) Driving path decision: from the starting point of path decision to the end point of path decision; (d) Routing decision for parking lots: defining the distribution of dwell times and the proportion of vehicles that shall be parked in the relevant parking lot; (e) Priority setting for conflicting traffic flows at intersections.

192

6.6.3.2

6 Cruise Terminal Process

Modeling

(1) Establish road network Link is the basic component of the VISSIM road network, representing a section of road with one or more lanes and a specific traffic flow. The road links are connected with each other via connectors to form a road network. (2) Create vehicle traffic Based on the establishment of the road network, VISSIM defines the traffic flow into the road network at different time and the route allocation of vehicles in the road network by creating vechile traffic (including vehicle input and driving path decision). (3) Establish parking lot The parking mode of the cruise terminal is generally divided into two types: parallel parking and back-in parking. Except the buses, all the other vehicles adopt parallel parking. VISSIM sets up the parallel parking lot and back-in parking lot with several parking stalls through the parking lot mode. (4) Set conflict zone There are inevitably conflicting traffic flows at road intersections, and VISSIM can specify the right of way for conflicting traffic flows by setting up conflict zones.

6.6.3.3

Evaluation Data

VISSIM offers a variety of evaluation functions. For the cruise terminal, the evaluation data of traffic flow and delay are mainly involved. (1) Statistics of the Traffic Flow The traffic flow reflects the busy degree of the road, and its statistics are from data collection points. (2) Delay Statistics Vehicle delays reflect the degree of congestion on the road, and the measure of delay time is defined by one or more travel time.

6.6.3.4

Animation Output

VISSIM can make 3D animation in AVI format. Compared with general simulation software, the simulation results are more intuitive and realistic.

6.6 Traffic Organization

193

In the follow-up project of Shanghai Wusongkou International Cruise Terminal, VISSIM software was used to simulate the traffic organization design of the project. The application of this technology played a vital role in optimizing the plan layout and traffic streamline.

Chapter 7

Terminal Buliding

As one of the main facilities of the cruise terminal, the terminal building is a building that provides integrated services for cruise terminal passengers, such as entry and exit, waiting for vessels and so on. This chapter mainly introduces the functional zones inside and outside the customs and the arrangement.

7.1 Functional Zone Inside the Customs The function zone inside the customs mainly contain passenger security screening area, team leader handover area, ticket/room card service area, waiting lounges and so on.

7.1.1 Security Screening Area Passengers entering the terminal building shall accept security check through the passenger security screening channel before the relevant procedures. Equipment for security check, such as hand-held explosive detector, carry-on baggage X-ray machine, walk-through metal detector, etc. shall be furnished in the passenger security screening channel. The number of carry-on baggage X-ray machines is related to the peak hour number of passengers in the security screening channel, the passenger baggage coefficient, the capacity of carry-on baggage X-ray machine and the utilization factor of carry-on baggage X-ray machine. The number of carry-on baggage X-ray machines can be estimated by the formulas (7.1) and (7.2). © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_7

195

196

7 Terminal Buliding

N= qA =

qAw yf

(7.1)

D kE A tE

(7.2)

where, N qA w y f D tE kE A

the number of carry-on baggage X-ray machine; the peak hour number of passengers in the security screening channel (person/h); the passenger baggage coefficient (1 pc./person ~2 pcs./person); the capacity of carry-on baggage X-ray machine (pcs./h); the utilization factor of carry-on baggage X-ray machine, 0.80–0.95; the designed passenger capacity (person); the design duration for passenger embarkation (h), which may be taken as 3.0–5.0; the unbalance coefficient for passengers arriving in the security screening channel, taking 1.1–1.4.

The peak hour number of passengers in the security screening channel mainly happens in the process of passenger embarkation. Its value is mainly related to the designed passenger capacity, the design duration for passenger embarkation and the unbalance coefficient for passengers arriving in the security screening channel. According to the research, the design duration for passenger embarkation is between 3 and 5 h. For example, for Pier 27 in San Francisco, USA, the designed passenger capacity is 2600 persons and the design duration for passenger embarkation is 3 h. For Pier 18 of Fort Lauderdale, USA, the designed passenger capacity is 6300 persons and the design duration for passenger embarkation is 5 h. For terminal No. 1 of Caraville, USA, the designed passenger capacity is 6300–7000 persons and the design duration for passenger embarkation is 5 h. The unbalance coefficient for passengers arriving in the security screening channel is generally 1.1–1.4, taking into account that the early arrivals before the opening of the terminal building accounts for about 10–40% of the designed passenger capacity. The passenger baggage coefficient mainly refers to the number of carry-on bags of each passenger. It is mainly related to local tourists’ travel habits, travel season, length of cruise route and other factors, and the value is usually 1–2 pieces/person. The belt conveyor speed of X-ray machine is about 0.2 m/s, and the check speed is about 480 pieces/h. The utilization factor of X-ray machine mainly takes into account the attendance rate of inspection personnel and the failure rate of X-ray machine equipment, which is generally 0.80–0.95. For example, for Pier 27 in San Francisco, USA, the designed passenger capacity is 2600 persons and the design duration for passenger embarkation is 3 h, the passenger baggage coefficient is 1.5, the utilization factor of carry-on baggage X-ray machine is 0.9, the capacity of carry-on baggage X-ray machine is 480 pieces/h, the

7.1 Functional Zone Inside the Customs

197

unbalance coefficient for passengers arriving in the security screening channel is 1.2. The calculated result is 3.6 and actually 4 X—ray machines are arranged. The actual scenes of the security screening area are shown in Figs. 7.1, 7.2 and 7.3.

Fig. 7.1 Security screening area of terminal building of Pier 18 in Fort Lauderdale

Fig. 7.2 Security screening area on the second floor of Port of San Francisco

198

7 Terminal Buliding

Fig. 7.3 Security screening area of Pier 93 in Port of Los Angeles (behind the ticketing area)

7.1.2 Tour Leader Handover Area For inbound and outbound tourism in China, it is required that tourists be managed by a tour leader, while there is no relevant requirements for the ports of turnaround. According to article 36 of the Tourism Law of the People’s Republic of China, travel agencies that organize groups for outbound tours or that organize or receive groups for inbound tours shall arrange tour leaders or tour guides to accompany the tourists throughout the journey according to regulations. The setting of tour leaders is not only the embodiment of service function, but also the demand of management. In the process of cruise travel, the leader is responsible for the embarkation procedures of the departure port, the recommendation of activities on the ship, organization of shore sightseeing at the port of call, and the reminder of safety precautions on the ship. Therefore, on the shore, the leader’s main job is to cooperate with tourists to complete the embarking and customs procedures. Due to the changes in the work content and handover requirements of the tour leader according to the requirements of different cruise companies, this section discusses the relatively complex work requirements of the leaders of Royal Caribbean Cruises at the port of turnaround in Shanghai. The main duties of the tour leader at the cruise terminal are as follows. The tour leader shall obtain the passports of all or part of the passengers and stick the barcode of passport number on the back of the original passport. The leader takes all or some of the passports of the team to the check-in counter for boarding passes. After that, the leader goes back to the passengers to give out the passports and the boarding passes. The tour leader assists the passengers to check in their baggage. After informing the main matters needing attention on the ship and the terminal, the leader takes tourists to queue up in the hall to apply for the boarding passes, and then

7.1 Functional Zone Inside the Customs

199

Fig. 7.4 Tour leader handover area of Tianjin International Cruise Port

embark according to the steps. Figure 7.4 is the tour leader handover area of Tianjin International Cruise Port. Baggage check-in: If the cruise provides the baggage tags in advance, the baggage tags can be fastened by the passengers at home or at the tour leader handover area. If the cruise does not prepare baggage tags, the passengers shall take the baggage to the staff and report the room number or scan the bar code, and the staff will fill in the baggage tag, tie on the baggage and check-in. The working time of a tour leader is usually 1–1.5 h (including relevant work and waiting for the passengers who have not arrived), while some team leaders wait for the passengers who arrive late, and their working time is about 3–4 h. According to the situation of cruise terminals in China, the statistics are shown in Table 7.1.

7.1.3 Ticket/Room Card Service Area Ticket or room card service area is one of the main contents of cruise terminal operation. The area mainly consists of counters and serpentine lines. The number of check-in counters in the cruise terminal is related to the designed passenger capacity, the design duration for passenger embarkation, the unbalance coefficient for passenger embarkation and the number of check-in passengers per hour per counter. Due to the different situation of cruise ticketing system at home

200

7 Terminal Buliding

Table 7.1 Statistics of tour leader handover area in Cruise Terminals of China Terminal name

Cruise tonnage

Tour leader handover area (m2 )

Together with check-in

Service condition

Shanghai Port International Cruise Terminal

20,000t-80,000t

~1000

Yes

Normal

Shanghai Wusongkou International Cruise Terminal (Phase 1)

220,000t + 100,000t

1500

No

Crowded during the rush hour

Tianjin International Cruise Homeport

2 × 225,000t

15,000

Yes

Good

Dalian Port

100,000t + 150,000t

3000

Yes

Good

Qingdao Cruise Terminal

220,000t + 80,000t

15,000

Yes

Good

Zhoushan Archipelago International Cruise Port

150,000t

–

–

–

Wenzhou International Cruise Terminal

100,000t

600

Yes

Good

Xiamen International Cruise Center

150,000t + 30,000t

3000

Yes

Good

Guangzhou International Cruise Terminal (temporary)

150,000t

–

–

Low service level

Shekou Cruise Homeport

50,000t + 220,000t

about 3500

Yes

Crowded during the rush hour

Haikou Xiuying Port

45,000t

–

–

Low service level

Sanya Phoenix Island International Cruise Port

80,000t + 150,000t

about 200

Yes

Crowded during the rush hour

7.1 Functional Zone Inside the Customs

201

Table 7.2 Reference table of the number of check-in counters Cruise Scale (GT)

Number of check-in counters

Length of serpentine line (m)

50,000 (45,001–65,000)

30–40

30–50

100,000 (85,001–125,000)

60–70

35–55

150,000 (125,001–175,000)

70–80

40–60

2,25,282

80–90

45–65

and abroad, there are certain differences in the number of check-in passengers per hour per counter. The number of check-in counters in the cruise terminal can be estimated by the formula (7.3): T =

Dk E tE D P

(7.3)

where, T D kE tE DP

the designed number of counters; the designed passenger capacity (person); the unbalance coefficient for passenger embarkation, taking 1.1-1.4; the design duration for passenger embarkation (h), which may be taken as 3.0–5.0; the number of check-in passengers per hour per counter (person/h), taking 20–40.

It can also be determined by referring to Table 7.2. The actual scenes of the check-in areas are shown in Figs. 7.5 and 7.6.

7.1.4 Waiting Lounge The waiting lounge is the area (including catering, business, services, currency exchange and other facilities) where passengers enter to wait for embarking after the procedures of security screening, check-in and baggage check-in. This area is required to accommodate the maximum passenger flow formed by the waiting passengers during the operation period of the cruise terminal. Therefore, the maximum load of passengers in the terminal building is the maximum load of the waiting lounge. Generally, the construction scale of each functional zone of the terminal building can be determined appropriately according to 1.2–1.4 times the designed passenger capacity. The area can also generally be used as a place for tourism culture promotion and business of the cruise terminal and for tourism culture promotion and business of cruise companies. The actual scenes of waiting lounges are shown in Figs. 7.7 and 7.8.

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7 Terminal Buliding

Fig. 7.5 Check-in hall of pier 93 in L.A

Fig. 7.6 Check-in hall on the first floor of Fort Lauderdale

7.2 Functional Zones at the Port of Entry and Outside the Customs The functional zones at the port of entry and outside the customs contain customs inspection area, embarkation and disembarkation corridor, baggage area and so on.

7.2 Functional Zones at the Port of Entry and Outside the Customs

203

Fig. 7.7 Waiting Lounge of Pier 93 in L.A

Fig. 7.8 Waiting Lounge on the second floor of Fort Lauderdale

7.2.1 Customs Inspection Area1 7.2.1.1

China

The customs inspection area is the exclusive area of entry and exit administration in China, which has clear regulations on administration and construction. The design of customs inspection area for the cruise terminal is mainly based on the following standards:

1 Quoted

from Specification for tourist service of international curise ports and Construction standard for national port inspection infrastructure.

204

7 Terminal Buliding

Fig. 7.9 Customs inspection area of Haikou Xiuying Cruise Terminal

• Regulations on construction administration of entry and exit inspection and quarantine facilities for the national open port • Standards for customs passenger inspection channel layout • Standards for the establishment of customs supervision sites of the People’s Republic of China • Construction standard for the border inspection on-site facilities of national open port The actual scenes of the customs inspection areas are shown in Figs. 7.9 and 7.10.

7.2.1.2

Overseas

(1) Europe Europe basically belongs to the EU. Therefore, during the exit, goods are mainly monitored by the customs without relevant requirements of border inspection. The entry shall follow the normal customs procedures. See Fig. 7.11. (2) Caribbean Countries Caribbean ports are mostly ports of call, so entry and exit procedures are simplified. Many terminals allow entry and exit with the boarding passes, that is, the ships instead of local customs carry out the relevant inspection.

7.2 Functional Zones at the Port of Entry and Outside the Customs

Fig. 7.10 Customs inspection area of Tianjin Cruise Terminal

Fig. 7.11 Entry customs inspection area of Folkestone Cruise Terminal

205

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Fig. 7.12 Entry customs inspection area of pier 1 at port Canaveral, USA

(3) North America During the exit, the goods are mainly monitored by the customs, and there are no relevant requirements for border inspection. The entry shall follow the normal customs inspection procedure, as shown in Fig. 7.12. (4) Crew channel The crew channel is designed to facilitate the entry and exit of the crew, while reducing the impact on the normal passenger channel. Security check, identity and cargo verification are the main tasks in the channel, as shown in Fig. 7.13.

7.2.1.3

Layout of Customs Inspection Area

The following requirements shall be complied with when port joint inspection facilities are furnished in the cruise terminal. (1) The facilities in the inspection and quarantine channel shall meet the actual needs of the relevant authorities of port of entry. The following facilities shall be configured: billboard, bulletin board, health information desk, card filling desk, infrared temperature measurement equipment, nuclear and radiation detection equipment, inspection desk, litter bin for items prohibited from entry and exit, video surveillance and other facilities. (2) In the customs clearance corridor, the following facilities shall be furnished with declaration area, passenger check channel, inspection area and other facilities. Each facility shall meet the following requirements, respectively:

7.2 Functional Zones at the Port of Entry and Outside the Customs

207

Fig. 7.13 Crew channel of pier 1 at Port Canaveral, USA

(1) Declaration desks shall be set up in the declaration area. (2) Red channel, green channel shall be set up in the passenger check channel. (3) Carry-on baggage X-ray machine, walk-through metal detector shall be equipped in the emigration control channel. (4) Oversized baggage X-ray machine shall be equipped at the entrance of the baggage handling area in the terminal building. (5) Large baggage X-ray machine shall be equipped at the exit of the baggage handling area in the terminal building. (6) The number of oversized baggage X-ray machines can be estimated by the formulas (7.1) and (7.2). (3) In the immigration control area, the following facilities shall be furnished with guidance board, notice board, sign board, card filling desk, queuing area for immigration control, immigration control channel, etc. The immigration control channel should meet the following requirements: (1) Immigration control channel should be a two-way channel for exit and entry of passengers. (2) A special channel should be set up for crew and staff. (3) The number of immigration control channels can be estimated by formulas (7.4) and (7.5). N = 1.1dt/60

(7.4)

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 d = max

D D kD, kE tD tE

 (7.5)

where, N t d D tD kD tE kE

the number of immigration control channels; the average processing time per passenger (min/person); the peak hour number of passengers in the immigration control channel (person); the designed passenger capacity (person); the designed duration for passenger disembarkation (h), taking 2.5–3.75; the unbalanced coefficient for passenger disembarkation, taking 1.0–1.2; the designed duration for passenger embarkation (h), taking 3.0–5.0; the unbalanced coefficient for passenger embarkation, taking 1.1–1.4.

(4) The queuing area for immigration control can be estimated by Formulas (7.6) and (7.7).

A=  d = max

dat 60

D D k D, k E tD tE

(7.6)  (7.7)

where, A d a t D tD kD tE kE

the queuing area for immigration control (m2 ); the peak hour number of passengers in the immigration control channel (person); the space required by each passenger (m2 /person), taking 1.0–1.2; the average queuing time for passengers in the immigration control area (min.); the designed passenger capacity (person); the design duration for passenger disembarkation (h), taking 2.0–3.75; the unbalanced coefficient for passenger disembarkation, taking 1.0–1.2; the designed duration for passenger embarkation (h), taking 3.0–5.0; the unbalanced coefficient for passenger embarkation, taking 1.1–1.4.

(5) The corresponding rooms for on-the-spot law enforcement shall be configured in the joint inspection area according to actual needs of relevant administration at the port of entry.

7.2.2 Embarkation and Disembarkation Channel Area This area is the connection channel for embarkation & disembarkation of the cruises. There is no special requirement, but it belongs to the exit area, which generally only

7.2 Functional Zones at the Port of Entry and Outside the Customs

209

need to meet the demand of passengers to walk through. Passenger flow is controlled by the border inspection and cruises, so the area is generally free of mass congestion. Some cruise companies will set up boarding service facilities such as photography in this area, which will occupy part of the channel width. The actual scenes of the embarkation and disembarkation channels are shown in Figs. 7.14, 7.15, 7.16 and 7.17.

Fig. 7.14 Embarkation and disembarkation channel of pier 93 in L.A

Fig. 7.15 Embarkation and disembarkation channel of pier 1 at Port Canaveral

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Fig. 7.16 Embarkation and disembarkation channel of terminal A in Barcelona

Fig. 7.17 Embarkation and disembarkation channel of Qingdao Cruise Terminal

7.2.3 Baggage Area Whether or not there is a baggage handling area at the cruise terminal depends on the nature of the cruise terminal and whether or not the passengers end the voyage.

7.2 Functional Zones at the Port of Entry and Outside the Customs

211

There is basically no baggage area for the port of call, such as Nassau, COCOCAY, Cheju, Inchon, Penang, Kelang cruise terminals, etc. Space required for the baggage claim area is related to the peak hourly number of passengers in the area, the space required by each passenger, the average stay time per passenger in this area, the factor for checked baggage of passengers, the total pieces of checked baggage in the baggage claim area and the space required for stacking each piece of baggage. The peak hourly numbers of passengers in the baggage claim area is related to the designed passenger capacity, the design duration for passenger embarkation and the unbalanced coefficient for passengers arriving at the baggage claim area. The total pieces of checked baggage in the baggage claim area is related to the number of disembarkation times for the checked baggage and the unbalanced coefficient for the quantity of checked baggage off the vessel each time. Space required for the baggage claim area can be estimated by the following formulas (7.8), (7.9) and (7.10): A=

q L1 t L1 a + q L2 b 60

q L1 = q L2 =

(7.8)

D k D1 tD

(7.9)

Dw k D2 nL

(7.10)

where, A q L1 q L2 a b t L1 D tD k D1 w nL k D2

the space required for the baggage claim area (m2 ); the peak hourly number of passengers in the baggage claim area (person/h); the total pieces of checked baggage in the baggage claim area (pcs.); the space required by each passenger (m2 /person), taking 1.6–1.8; the space required for stacking each piece of baggage (m2 /pc.), taking 0.3–0.5; the average stay time per passenger in this area (min), taking 5–15; the designed passenger capacity (person); the design duration for passenger disembarkation, taking 2.5–3.75; the unbalanced coefficient for passengers arriving at the baggage claim area, taking 1.0–1.2; the factor for checked baggage of passengers (piece/person), taking 1–2; the number of disembarkation times for the checked baggage, taking 1–3; the unbalanced coefficient for the quantity of checked baggage off the vessel each time, taking 1.0–1.5.

According to the research, the design duration for passenger disembarkation can take 2.5–3.75 h, and the unbalance coefficient for passenger disembarkation can take 1.0–1.2, the unbalanced coefficient for passengers arriving at the baggage claim area can take 1.0–1.2. The average stay time per passenger in this area is generally no more than 15 min. The factor for checked baggage of passengers is generally 1 or 2

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Fig. 7.18 Baggage claim area of San Francisco Cruise Terminal

pieces per person. Passengers in the cruise terminal have a large amount of baggage. The cruise terminals generally do not use the baggage turntable similar to that in the airport for passengers to claim their baggage. Instead, the baggage is pre-stacked in the baggage claim area before passengers get off the ship for them to collect baggage by themselves. The number of disembarkation times for the checked baggage is generally 1–3. The unbalanced coefficient for the quantity of checked baggage off the vessel each time is generally 1.0–1.5. Take the Pier 27 of San Francisco for example, the designed passenger capacity is 2600 persons, the design duration for passenger disembarkation is 3 h, the unbalanced coefficient for passengers arriving at the baggage claim area takes 1.2, the space required by each passenger takes 1.8 m2 /person, the average stay time per passenger in this area takes 8 min, the factor for checked baggage of passengers taks 2 pieces/preson, the number of disembarkation times for the checked baggage takes 3, the unbalanced coefficient for the quantity of checked baggage off the vessel each time taks 1.2, the space required for stacking each piece of baggage takes 0.5 m2 /piece. The calculated result is 1290 m2 , and the actual area is about 1450 m2 . See Fig. 7.18.

7.3 Terminal Building Construction The terminal building is one of the main facilities of the cruise terminal. From the construction situation of terminal buildings at home and abroad, the construction basically shows two main ideas: One is that the terminal building of the cruise terminal becomes a landmark with magnificent architectural modeling, which makes the cruise terminal become a window and business card of the city image. There are many cases in mainland China, such as Shanghai Port International Cruise Terminal, Shenzhen Prince Bay International Cruise Terminal, etc.

7.3 Terminal Building Construction

213

The other is to use the existing building such as the warehouse, in line with the principle of resource saving to reinforce and transform into a terminal building, and meet the functional requirements, there are many cases in Europe and America. The basic idea is that, no matter how spectacular the terminal building is, it cannot match the appearance of modern cruises. On the contrary, the grand terminal building will weaken the beauty of cruises to some extent. Therefore, what shall be adopted in the design of a cruise terminal building shall be adapted to local conditions instead of blindly pursuing appearance. The following is a brief introduction of a few examples of terminal building construction at home and abroad.

7.3.1 Shenzhen Prince Bay International Cruise Terminal See Fig. 7.19 for the layout of terminal building of Shenzhen Prince Bay International Cruise Terminal. The architectural design of Shenzhen Prince Bay International Cruise Terminal is inspired by the bow wave. The track of the ship and the waves it raised were subtly symbolized and embodied. The undulating roof outside the building and the curving terrace inside the building reproduce the ship tracks and the rolling waves. See Figs. 7.20 and 7.21.

APRON

APRON

General layout

Fig. 7.19 Layout of Shenzhen prince Bay International Cruise Terminal

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Fig. 7.20 Creative picture 1 of Shenzhen Prince Bay International Cruise Terminal

Fig. 7.21 Creative picture 2 of Shenzhen Prince Bay International Cruise Terminal

The carved geometric shape of the facade sunshade refers to the element of “marine coral”, which further embodies the organic combination of the building with the ocean and brings the imagination of the building sailing into the ocean. The whole building extends to the sky, as if inviting us to sail, travel and explore. At the same time, it symbolizes the enterprising and energetic enterprise spirit. The pure and unique shape of the building naturally becomes a landmark. At the same time, the “static” fluctuation of the building makes it “alive”. The overall shape of the building is naturally triangular, fully reflecting the respect for the environment and the site. The right angle edge on the seaside serves the cruises and the other one serves the fast ships. The hypotenuse on the landside serves as the main entrance of the central hall. The compact shape of the building makes the organization of the interior space clearer. The central hall bears the main passenger flow. The two wings are both independent and connected by air corridors,which is easy to use. The overall layout provides a seashore leisure promenade that takes full advantage of the sea view and rich cultural and leisure activities. The cruise terminal building is the focal point of the entire promenade, which extends to the waterfront to the tidal park. The maritime museum or maritime theatre recreating maritime historical scenes complement and echo it, supplemented by seaview restaurants and leisure activities. It will become a cultural and recreational destination for residents and visitors. The building provides multiple pedestrian passages and entrances and exits, laying the foundation for the future organization of the whole area on a pleasant scale.

7.3 Terminal Building Construction

215

The architectural design sketch of the terminal building is shown in Fig. 7.22. The total construction area of the terminal building of Shenzhen Prince Bay International Cruise Terminal is about 135,000 m2 , of which the commercial area is 14,821 m2 , the office area is 37,883 square meters, the cultural and art area is 7453 m2 , and the storage area is 12,135 m2 . Business is mainly concentrated in floors 3–4, and office is mainly concentrated in floors 5–8. As shown in Fig. 7.23. The whole building consists of 13 floors, one underground, one semi-elevated, one interlayer and 10 above ground. It is divided into 12 main floors and one interlayer. Floors organized in the form of terraces can be flexibly connected by stairs and escalators as needed. The integrated functions are distributed vertically, including underground parking area, overhead transportation hub area, baggage handling and

Fig. 7.22 Design sketch of Shenzhen Prince Bay International Cruise Terminal

Equipment platform

Viewing platform

Office

Commericial

Comprehensive hall

Joint inspection (departures) Square Joint inspection (arrivals) Baggage handling Equipment room

Fig. 7.23 Section of the Terminal Building

Traffic transfer Garage

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storage area, port function area, business area, office area and aerial view scenic area. The office area is located on the upper floor (floors five to eight), facing the sea and taking advantage of natural light and ocean views. The fourth floor is equipped with sea viewing gallery, the ninth and tenth floors are viewing platforms, and the third and fourth floors are equipped with sky viewing restaurants. At this place, people can fully enjoy the city scenery, sea view, the busy and interesting dynamic scene of fast ships and cruises. The overall shape of the building is naturally triangular. The right angle edge on the seaside serves the cruises and the other one serves the fast ships. The hypotenuse on the landside serves as the main entrance of the central hall. See Fig. 7.24. The functional zones of terminal service are divided vertically to fully realize the vertical separation of entry passengers from exit passengers. All baggage service and handling is completed on the first floor and the underground interlayer, minimizing the vertical movement of baggage. According to the design requirements, the office area and inspection area of customs shall be concentrated in one place and serve the cruises and fast ships at the same time. There are duty-free shops in the international departure and arrival areas, which are accessible on both sides of the fast ships and cruises. The commercial floor can be accessible in a variety of ways, and the space organization is flexible and rich, such as indoor space, outdoor space, sea view corridor and small squares. The function of the floor adjacent to the office area may be changed as needed. The terminal building has been the landmark and landscape of Shekou in Shenzhen.

Viewing platform Office Commercial Customs office Public hall/platform Joint inspection Duty-free shop

Fig. 7.24 Layout of ground floor of the terminal building

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217

7.3.2 Shanghai Wusong International Cruise Terminal Phase 1 Terminal Building—The Oriental Eye Wusongkou International Cruise Terminal is an important functional project for Shanghai to build an international shipping center and a world-famous tourist city. The terminal building of the first phase is built on a platform above water, connected to land by a 500-m approach bridge, covering an area of 24,000 m2 . The terminal building is shaped like a giant silver shell in the water, just like a pearl at the confluence of the three rivers. It is also known as the “Oriental Eye”. See Figs. 7.25 and 7.26. The modeling of the building puts forward high requirements on the structural design. It is not only necessary to realize the smart and unique modeling of the building, but also to ensure the safety of the structure and to control the project cost as much as possible. The structure adopts the single layer rib ring reticulated shell structure system of ellipsoid after demonstration. The length of the ellipsoid in the east-west direction is 158 m, the width in the north-south direction is 87 m, the rise is 22 m, and it is a long-span spatial structure. All radial and circular rods are set according to the texture of the architectural intention and integrated into the modeling. In the vicinity of the top, due to the gradual densification of radial members, the form of “pruning members” is adopted to maintain the overall coordination. Roof support connection is added at the change of radial members to ensure the transfer of force and improve the overall performance of the roof. The structural model is shown in Fig. 7.27.

Fig. 7.25 Site view of Shanghai Wusongkou International Cruise Terminal Phase 1

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Fig. 7.26 Actual scene of the “Oriental Eye”

Fig. 7.27 3D structural model of the single layer rib ring reticulated shell structure system

7.3 Terminal Building Construction

219

In order to achieve the shape of “eye” and “eyelashes”, two opposite oval holes need to be opened at the length of the reticulated shell. For the reticulated shell structure, the short span direction is the main force direction, and two large holes are opened along the length direction, which is equivalent to truncating the main force members. Therefore, it is necessary to install large arch beams at the holes around the openings to strengthen the members. Three arch beams are set in combination with the architectural modeling. The arch beams are directly connected with each other by connecting beams spaced 2.5 m apart. A steel canopy shaped like eyelashes is extended from the top two arch beams. The arch beams need not only landing on the ellipsoid, but also curving with the direction of “eye” and “eyelashes”. The three arch beams are all shaped by spatial distortion, which also puts forward high requirements for structural calculation, factory processing and on-site installation. See Fig. 7.28. In order to reduce the section height of components and make the whole roof structure lighter, 8 concrete columns are set inside the roof as the fulcrum of the reticulated shell. Each column is connected with the upper single-layer reticulated shell by a number of tree-branch steel tube members, and the horizontal force transferred to the top supports of the 8 frame columns is minimized by adjusting the layout of roof members so as to make them bear the vertical load, which is conducive to the structural stress of the concrete frame. The tree structure of steel tubes is modeled after the tree branches in nature, with different lengths, good arrangement, reasonable structural stress and high bearing capacity, which reflects the beauty of the mechanics of the building. Most of the indoor structural members are exposed. The structural members arranged according to certain rules have a strong sense of beauty. The dome of

Fig. 7.28 Photo of the “Oriental Eye”

220

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large space is composed of radial and annular members and supports gives people a grand and broad feeling. As shown in Fig. 7.29. The terminal building in the reflection of cruises is shown in Fig. 7.30.

Fig. 7.29 Second floor of the “Oriental Eye”

Fig. 7.30 Terminal building in the reflection of cruises

7.3 Terminal Building Construction

221

7.3.3 Shanghai Wusongkou International Cruise Terminal Phase 2 Terminal Building—Sea Scroll According to the prediction on passenger throughput and berthing vessels of Wusongkou International Cruise Terminal in 2020, it is planned to build two large cruise berths. Located at the intersection of the river and the sea, the base is the northern gateway to Shanghai of cruises. As the sea tourists’ first impression of Shanghai, this important position makes the case a window to show the city’s image and a microcosm of Shanghai culture and the international city. As shown in Fig. 7.31. As a whole, starting from the coordination relationship of the building group, fully echoing the existing architectural form of the “Oriental Eye”, the three buildings are integrated, harmonious and grand. With the “Oriental Eye” as the center of the whole, two new terminal buildings as two wings, the overall shape presents a posture of “two dragons frolicking with a ball”; In terms of architectural functions, the three buildings interact with each other to form a functional whole to serve the tourists of the whole terminal. As shown in Fig. 7.32. “Sea Scroll” is not only an important carrier of traditional Chinese art, but also has the intention of “blueprint”, implying the booming development and bright future of the city and cruise industry in Shanghai. This design uses the intention of landscape painting as the content of the scroll. The landscape itself not only represents the Oriental civilization, but also symbolizes the beautiful scenery. A huge urban landscape scroll spreads out on the river, blending with the nature to form a whole. The tourists embark from here, just like opening a wonderful picture scroll, to start a wonderful journey. See Figs. 7.33 and 7.34.

Fig. 7.31 Shanghai Wusongkou International Cruise Terminal Phase 2 terminal building—sea scroll

Fig. 7.32 Overall curve of the three terminal builidngs

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7 Terminal Buliding

Fig. 7.33 Creative sea scroll

H=19.4M

H=24.3M H=6.65M

上海吴淞口国际邮轮码头后续工程 

1#2# 客运大楼及海事瞭望塔建筑概念性设计

Fig. 7.34 Structure dimension of sea scroll

The buildings of Sea Scroll have a total floor area of 55,408 m2 , but the proportion of prefabricated structure is 23.80%. The prefabricated building area is 13,190 m2 . About 2700 m2 of each terminal building adopt prefabricated structure, totalling 5400 m2 . The floor area of the plane area with prefabricated steel structure is about 2000 m2 . All the stairs in the buildings are made of steel, with a total floor area of about 700 m2 . New boarding corridor: The upper structure of boarding corridor is steel structure, with the total area of 4590 m2 , using prefabricated structure. New storm shelter corridor: The upper structure of new storm shelter corridor is an all-steel prefabricated structure, with a total area of 3200 m2 .

7.3 Terminal Building Construction

223

7.3.4 Restoring the Old as the Old—No. 1 Terminal Building of Dover Cruise Terminal, UK The No. 1 terminal building of Dover Cruise Terminal seems to cover a large area, but the actual part for passenger transport only accounts for 20% of the building, and the rest is the reserved part of the original Marine Railway Station. The station was Dover’s main train ferry terminal in the last century. The renovation project also maintains the British government’s requirements of restoring the old as the old for the historic buildings. See Figs. 7.35 and 7.36.

Fig. 7.35 Aerial view (the dark part on the right side is the new cruise terminal building area)

Fig. 7.36 Site view of the original railway station after restoring and no. 1 terminal building

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7.3.5 Terminal Building of Tilbury Cruise Terminal, London, UK The port was first opened in 1854 as a railway and ferry shared station in Tilbury, London, UK. The building on the east side of the port was built at that time. When the 348 m floating pier was completed in 1930, Prime Minister MacDonald attended the unveiling ceremony. The completion of the port marks the upgrade of the site from a river port to a sea port. See Figs. 7.37, 7.38 and 7.39. From 1948, the port started the Caribbean-Britain route. The opening of the route is a part of Britain’s multiculture.

Fig. 7.37 Actual scene completed in 1930

Fig. 7.38 Real photo of Tilbury Cruise Terminal from Google Earth

7.3 Terminal Building Construction

225

Fig. 7.39 East side baggage hall during the sharing period

Train operations were suspended at the site around 1970, when ferry services along the river Thames ceased. Around 1995, the local port administration department arranged the cruise operation in this port and repaired and maintained the rear area in combination with the then emerging cruise business along the river and at sea. The site is built with two adjacent terminal buildings, which are interlinked inside and can be separated or combined according to the arrival of vessels. The east side building is the baggage hall and the west side building is the ticketing and waiting hall.

Chapter 8

Marine Structures and Other Facilities

The marine structures, power supply and distribution (shore power), communication control, water supply and drainage, and environmental protection are important components of the cruise terminal. The arrangement of these facilities has a great impact on the construction cost of the port. At the same time, the relevant facilities directly dock with the cruises and directly serve the cruises, the regulatory authorities and tourists, which play an important role in the operation of the cruise port.

8.1 Marine Structures 8.1.1 Structural Type For a new cruise terminal, there is no fundamental difference in selection of berth structural type between cruise and other functional terminals. The berth structure may be gravity type, open-piled, sheet piled, etc., which is determined by comprehensive technical and economical comparisons considering ship types, service requirements, natural conditions and construction capability, etc. For example, Shanghai Wusongkou Cruise Terminal adopts open-piled beam-slab structure, Incheon Cruise Terminal in South Korea adopts gravity quay structure, and London Tilbury Cruise Terminal adopts floating pier. See Figs. 8.1, 8.2 and 8.3. London Tilbury Cruise Port was built in 1930. Because of the tidal range of Thames River up to 10 m, the berth structure adopts floating pier, such that all kinds of river and oversea cruises can berth and operate conveniently. The pier adopts several floating devices at intervals supporting overhead steel boxes with wood pavement. It should be noted that, due to the high level requirement on comfort to accommodate cruises, the design should pay more attention to the convenience of passenger embarking/disembarking, loading/unloading of goods and mooring conditions. © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_8

227

228

Fig. 8.1 Wusongkou open-piled wharf

Fig. 8.2 Incheon gravity quay

8 Marine Structures and Other Facilities

8.1 Marine Structures

229

Fig. 8.3 Floating pier of London Tilbury Cruise port, steel bridge and braces connecting to the land

8.1.2 Structural Calculation The calculation of marine structures shall be in line with current relevant codes of water transport engineering.

8.1.3 Fender Since the hatches of cruises are low, arrangement of berthing structure and fender selection for the cruise terminal shall comply with the requirements of handling operation at hatches for delivery of the cargo at different elevations. Thus the design and arrangement of fenders for cruise terminals are very important.1 (1) Cylindrical airbag fender Overseas cruise terminals are generally located in water areas of good hydrologicconditions. Some areas have little tidal ranges, such as in the Mediterranean Sea, the tidal range is below 0.5 m and in the Caribbean Sea it is about 1 m, where cylindrical airbag fender is one of the common types. This type of fender is very flexible in berthing process and has minimum influence on painting of outer hull of the cruise. Especially for multi-functional terminals, if there is no cruise, the berth structure can be used to load/unload cargoes when the airbag fenders are lift up to the apron area. 1 Quoted

load.

from Test of mooring impact energy of cruise ships using two simulating method of wind

230

8 Marine Structures and Other Facilities

A design sketch is shown in Fig. 8.4 and applications are shown in Figs. 8.5, 8.6, 8.7, 8.8 and 8.9. (2) Protruding Fender Lengthening Structure At a cruise homeport, there are lots of luggage, food and other goods that need to be loaded or unloaded using handling equipment. In order to adapt to the hatches for Quay Along

Bollard

EHWL HWL

Pipe Trench

Pouring breast wall New inflatable rubber fende

DemoliƟon of original breast wall

Original dock unloading plate

LWL ELWL

Fig. 8.4 Section of typical airbag fender structure

Fig. 8.5 Wooden and airbag fender at Los Angeles 93# Berth

Backfilling block stone

GeotexƟle

8.1 Marine Structures

231

Fig. 8.6 Fender at Fort Lauderdale

Fig. 8.7 Fender at Shanghai International Cruise Terminal

delivery of the cargo at different elevations, especially when the hatch is below the deck, the space with proper width shall be left between the ship and the berth, so that the cargo can be lift up or down. For example, at Wusongkou Cruise Terminal, Forklifts are used to carry cargo to the position opposite the hatch at the berth deck level, then lower or lift the cargo to the hatch level. See Fig. 8.9. Therefore, protruding fender lengthening structures are used in areas with large tidal ranges, cell fenders are used to control the position of berthing force on cruises at different water levels, and the protruding lengthening structure is used for the space between the ship hull and the berthing structure. There are generally two installation methods as following. (a) Modified protruding fender structure. See Fig. 8.10. (b) New installed protruding fender structure. See Figs. 8.11 and 8.12.

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8 Marine Structures and Other Facilities

Fig. 8.8 Airbag rubber fender at Dover Cruise Terminal, UK

Fig. 8.9 Vertical transportation at Wusongkou Cruise Terminal

(3) Barge Fender For an existing berth structure with densely arranged vertical fenders (DA Fender, etc.), small barges are used to space out the ship hull from the cope line of the berth.

8.1 Marine Structures

233

Fig. 8.10 Protruding Fender lengthening structure at Wusongkou Cruise Terminal

Fig. 8.11 Fenders on Sanya Phoenix Island Cruise Terminal

Outside and inside of these barges are equipped with small rubber fenders and PE plastic panels. The length is required to span 3 vertical fenders continuously; the width shall be reduced as possible. See Figs. 8.13 and 8.14.

234 Fig. 8.12 Fenders on Malaysia Penang Cruise Terminal

Fig. 8.13 Actual view of a Barge Fender

Fig. 8.14 Barge fenders adopted in Seattle Cruise Terminal

8 Marine Structures and Other Facilities

8.1 Marine Structures

235

8.1.4 Design Considerations (1) Anti-scour protection Transverse thrusters of cruises are generally powerful. Necessity of anti-scour protection shall be determined in accordance with flow velocity by transverse thrusters, sea bed property in berthing area and other conditions, and relevant design shall be made. (2) Net fixing ring Safety net shall be hung below the cargo hatches and below the connections between the ship board and gangway or stairway, etc. to prevent falling down of goods, so net fixing ring shall be installed at the cope line of the berth such as kerbs. (3) Gangway When gangways are used for passenger embarking/disembarking on a cruise terminal (Fig. 8.15), the length of the gangway shall be determined in accordance with comprehensive factors, such as tidal variation, safe pedestrian slope grade, and passing-through efficiency, etc.; the gangway shall not be too short and too deep for safe passage and shall not be too long for efficiency. The arrangement of the gangway shall be considered when deciding the terminal width, especially for situations of large cruises and high water level. (4) Apron Arrangement Fittings such as mooring bollards, power connecting boxes, ditch covers, etc. are located in the apron area where is also the goods loading/unloading area; unreasonable arrangement of these fittings will influence the handling operation, and these fittings are prone to be damaged. For that cruises are usually moored only by the bow and stern lines, more bollards shall be arranged along both ends of the berth, while fewer bollards are needed in Fig. 8.15 Gangway on Incheon Cruise Terminal

236

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the middle of the berth. Fewer fittings, ditches and openings shall be arranged in mid berth; if there must be some ditches and openings, the covers shall be strengthened.

8.2 Power Supply and Lighting 8.2.1 Power Supply and Lighting Design of power supply and lighting in a cruise terminal shall mainly includes power supply and distribution system, shore-to-ship power supply system, lighting system of the terminal and square, electrical design inside the terminal building, lightning protection and grounding system, etc. The characteristics of the cruise terminal servicing cruises shall be considered in the design of each system.

8.2.2 Power Supply and Distribution System 8.2.2.1

Load Classification

In the design of power supply and distribution systems, load classification of the power supply must be determined first, and then a series of designs such as the number and type of power supplies, the number of transformers, and the main line of the system, etc. can be determined. Load classification of the power supply for a cruise terminal shall be determined according to the scale, designation and importance of the terminal. According to the codes, power supply load for the port of turnaround shall be classified as the second class, that for the port of call the third class, and that for facilities related to port inspection, communication, navigation and security surveillance the first class. With the development of large-scale cruises, most cruises carry more than 2000 passengers and some very large cruises can carry over 6000 passengers. At the port of turnaround, embarking on each cruise lasts approximately 3–5 h, with an average of about 1000 people per hour embarking through the terminal facilities, and more during peak hours. Therefore, the power supply for main facilities such as port inspection, baggage check-in, and supplies replenishment, etc. cannot be interrupted for a long period of time. Otherwise, there will be a backlog of passenger flow, affecting the cruise schedule, and seriously, it will also cause safety incidents. It should be pointed out that the terminal building is generally set up in the port of turnaround, in addition to meeting the above requirements, the load classification of the firefighting power must also be determined according to the requirements of Code for Fire Protection Design of Buildings and Code for Electrical Design of Transportation Buildings. Load classification of the cruise terminal is as shown in Table 8.1.

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Table 8.1 Load classification of the cruise terminal Facility or place

Electrical equipment or system

Load classification

Terminal building

Public area lighting

Second class

Lighting and equipment of passenger transportation management room

Second class

Elevator, escalator

Second class

Port inspection facility

First class

Firefighting facilities (including fire elevators)

First class/second class

General office area

Third class

Other ancillary facilities

Third class

HVAC equipment such as air conditioners

Third class

Terminal lighting

Second class

Passenger boarding bridge

Second class

Passenger corridor lighting

Second class

Other terminal auxiliary facilities

Third class

Communication, navigation and security monitoring systems

First class

Terminal, approach bridge (embankment)

ELV system

Remarks

Determined according to code for fire protection design of buildings

Other ancillary facilities or buildings

Third class

Fire load is determined according to relevant codes

Shore-to-ship power supply system

Second class/third class

See the notes below the table

Notes Technical Code of Shore-to-Ship Power Supply System (JTS 155-2012) requires “the power load of Shore-to-Ship power supply system should be supplied with power according to the requirements of secondary class load”. Due to the large scale of shore-to-ship power supply system of the international cruise terminal, if there is no step-down substation in the port area, the power supply should be directly provided by the external area substation. To meet the power requirements of the secondary class load, the investment and increase the daily operation cost will be increased. Considering that the ship itself is equipped with auxiliary power generation equipment, once the shore power is lost, it can also be powered by the ship itself, so it can be considered to supply power according to the third class load

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Power Supply of Cruise Terminal

The cruise terminal shall implement and determine the amount of external power supply based on its load classification and local grid power supply. For the port of turnaround, when external conditions permit, two 10 or 20 kV power supplies should be introduced by two external independent substations. When the cruise terminal building has a large volume or other large-scale buildings, and the calculation load of the entire project is greater than 6–8 MVA (excluding shore-to-ship power), then a higher level voltage power supply can be adopted after technical comparison. When some terminals do not have the conditions to introduce two independent power sources, or the capacity of first class load is small, it is economically unreasonable to introduce two independent power sources from the outside, so self-supplied generators can be used as backup power for the first and second class loads. Or two external power lines of the same regional substation will be introduced to meet the needs of the second class load, and a small-capacity self-supplied generator will be set as the backup power for the first load. An onshore power supply system shall be installed for the new, renovated or expanded cruise terminal and the berths of other types of terminals which are also used for cruise berthing. It must be executed when designing the cruise terminal. Considering the capacity of the cruise power is large, the onshore power supply facilities of the international cruise terminal should not be less than 16 MVA. Mainly considering the trend of large-scale cruises, there should be some forward looking and reserved quantities in the design stage, and relevant international standards also have this requirement. The power supply for onshore power supply facilities shall be dedicated. If the load of other facilities other than the shore-to ship power can use an external power supply of 10 (20) kV voltage level, the external power supply of the shore-to-ship power facility can be directly introduced from the regional substation. Voltage level, number of circuits, capacity power of per loop, etc. should need to be determined with the local power supply department. When the scale of the cruise terminal is large, or the terminal building has other functions, or the cruise terminal is connected with other terminals, and the total load exceeds the capacity of local 10 (20) kV voltage level, the step-down substation needs to be set for the project. The external power supply shall select 35 or 110 kV voltage level. The step-down substation shall have two independent external power supplies, and set no less than two main transformers. At this time, the capacity of the main transformer shall take into account the shore-to ship power demand of the cruise terminal, and the power supply to the onshore power supply facilities can be provided according to the requirements of second class load.

8.2.3 Onshore Power Supply Facility According to Design Code for Cruise Terminals (JTS 170-2015) and Technical Code of Shore-to-Ship Power Supply System (JTS 155-2012), the cruise terminal design

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must be equipped with facilities to provide shore power to the cruise. At present, many domestic and international cruise terminals have also set up or are setting up onshore power supply systems, especially cruise terminals in North America, many of which have been put into practical use.

8.2.3.1

Implementation of Onshore Power Supply Facilities at International Cruise Terminals2

The world’s current cruise terminals that provide shore power to cruises are mainly concentrated on the Pacific coast of North America (USA and Canada). The Atlantic coast has also begun to build onshore power supply facilities in recent years. The main reasons may be as follows: • Cruise routes on the North American Pacific coast are relatively dense, and local requirements for environmental protection are high. • Cruise lines pay more attention. The North American Pacific coast cruise routes are mainly operated by Princess Cruise and Holland America Line. Both companies are involved in the construction of the onshore power supply facilities, and some cruises have already been equipped with facilities for receiving shore power. The distribution system of large cruises is 6.6 or 11 kV, 60 Hz, which is consistent with the grid voltage and frequency in North America. The onshore power supply facilities are simple and the relative investment is relatively low. 1. North American Pacific Coast Most of the large-scale cruise onshore power supply systems currently in use in the world are built at the Pacific coast of North America, distributed in the United States and Canada. (a) Juneau Port Cruise Terminal, Alaska, USA Juneau Port is located on the Pacific coast of Juneau, Alaska. The cruise terminal at the port is the first cruise terminal to provide high-voltage shore power to large cruises. The onshore power supply facility was completed in 2001. The grid provides 6.6 or 11 kV power through the double secondary windings for ships of different grades. A specially designed cable gantry was set up on the terminal to accommodate the 6.1 m tidal range. The terminal mainly accommodates the cruises of Princess Cruise. The company has cooperated with the terminal to renovate the cruises, install the shore power receiving device, and has a power management system on board to achieve synchronization of the ship and onshore power supply system, parallel operation and load transfer. The total cost was $4.5 million, of which the terminal rebuilding cost $2.5 million, and the ship rebuilding cost $500,000 each. A total of four cruises were rebuilt.

2 Quoted

from Large cruise terminal onshore power supply design concept.

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(b) Port of Seattle, USA Since 2005, Seattle has begun to upgrade the onshore power supply facilities for the 30# terminal (cruise berth). The terminal was mainly used by Princess Cruise and Holland America Line. Both companies participated in the renovation of their respective berths and correspondingly modified their respective cruises. Princess Cruise has invested a total of $2.7 million, of which $1.7 million for onshore facilities and $1 million for ship rebuilding (2 ships). The Holland America Line invested a total of $4.8 million, of which $1.5 million for onshore facilities and $3.3 million for ship rebuilding (3 ships). (c) Port of Vancouver, Canada In 2009, as Canada’s most famous cruise port, Vancouver Metro Port began to install onshore power supply facilities, and ended in May 2011 with a total investment of $9 million, co-invested by the Canadian government, the Department of Transportation and Infrastructure of the British Columbia, Holland America Line, Princess Cruise (American Carnival Cruise Group) and Vancouver BC Hydro and Metro port. (d) Port of San Francisco, USA The San Francisco Port cruise onshore power supply system is California’s first cruise onshore power supply facility, completed in early 2010, with 11 and 6.6 kV dual voltage outputs, with two fixed cable positioning devices (CPD) to accommodate different berthing positions for cruises. The total cost is $5.2 million, shared by San Francisco Port ($1 million), San Francisco Public Affairs Commission ($1.3 million), Bay Area Air Quality Management District ($1.9 million), National Environmental Protection Agency ($1 million), and Holland America Line and Princess Cruise. (e) Port of Los Angeles, USA The World Cruise Center of Los Angeles port is located on the west coast of North America. The cruise onshore power supply system was completed by the port operator in cooperation with Carnival Cruise Lines. The system was commissioned in 2011, using a system similar to Seattle port. The dual output transformer is used to reduce the high voltage of the regional grid to 6.6 and 11 kV. The system is also equipped with a cable positioning device (CPD) with an outrigger to better accommodate different cruises, as shown in Fig. 8.16. The total cost is approximately $8 million, of which 50% is provided by the “Carl Moyer Program”. The Los Angeles Long Beach Port was put into use in 2012. It is one of the ports with the most frequent use of shore power. It has been connected for about 100 times. The total connection time is 800 h and the power consumption is 3.6 million kWh. (f) Port of San Diego, USA The Port of San Diego is located on the Pacific coast of California, USA. Since 2008, it has been renovating its cruise onshore power supply facilities. In 2010, it completed and began to supply shore power to cruises. The total investment is $7.1 million, of which part of the investment ($2.4 million) was provided by the Carl Moyer grant fund.

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Fig. 8.16 Vehicles for onshore power supply system of Los Angeles Pier 93

2. North American Atlantic Coast The onshore power supply facilities in the North American Atlantic coast are started relatively late, and the number of ports that have implemented onshore power supply facilities is relatively small. (a) Port of New York, USA The Port of New York began preparations for the construction of terminal onshore power supply facilities at the Brooklyn Cruise Terminal in January 2012. It was completed in 2016 and provides shore power to cruises of Queen Mary 2 of Carnival Cruise Lines and cruises of other cruise lines. The onshore facility investment is about $10 million, and the cost of rebuilding each boat is about $1 million. (b) Port of Halifax, Canada The Port of Halifax, Canada, is also undergoing construction of the cruise onshore power supply facility with an investment of approximately $10 million, which is shared by the Government of Canada, the province of Nova Scotia and the Halifax port authorities. It was completed in October 2014 and began to provide shore power to cruises.

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(c) Port of Montreal, Canada The Port of Montreal, Canada announced in August 2017 that it has completed the construction of cruise onshore power supply facilities. The onshore power has two functions. One is to provide shore power for ships which stayed on the terminal in winter. The second is to provide shore power for cruises which are berthed. In 2016, the installation of 4 sets of onshore power stations at 25, 27, 29 and M2 berths was completed. By July 2017, the installation of the onshore power supply facilities at cruise berths was completed, and for the first time it began to provide shore power to MS Veendam of Holland America Line. The onshore facility investment is $11 million, with Canadian government providing $5 million, Quebec province providing $3 million, and the Montreal Port Authority contributing $3 million. 3. Europe The onshore power supply system of the European cruise terminal is not developing fast. In addition to the small number of Northern Europe terminals serving offshore routes and ferries which have already equipped with onshore power supply facilities (mainly small-capacity 50 Hz power supplies), shore power technology for cruise terminals serving ocean routes is just started in recent years. The main reason may be: (a) Countries in Europe are small, large cruise routes involve more countries, and countries’ policies are not uniform. (b) The frequency of the European power grid is mostly 50 Hz. It is necessary to set up a frequency conversion device for a large cruise to provide a 60 Hz largecapacity shore power supply. The investment is large, the economic benefits are difficult to guarantee, and financing is difficult. At present, in some countries in Northern Europe, such as Norway, Sweden, the Netherlands, etc., some onshore power supply facilities are installed on some river cruise terminals and ferry terminals, but they are all 50 Hz power supplies. For example, the Port of Oslo, Norway, built a set of 11 kV/50 Hz/4,500 kVA onshore power supply facilities in 2010 to supply power to Color Line’s cruises. The connection of onshore power supply facilities is special, with the specially designed connection equipment without manual assistance, and the time required is less than 5 min per connection. In June 2015, Hamburg Port Authority signed a contract with Siemens to build the first European cruise onshore power supply facility with frequency conversion for the Altona cruise terminal in the Port of Hamburg, with a capacity of 12 MVA, planned to operation in the spring of 2015. But there has not been the actual running news so far. The total investment is e8.5 million. 4. Other regions Shanghai Wusongkou International Cruise Terminal announced in July 2016 that it has built a 16MVA/60 Hz/50 Hz cruise onshore power supply facility that can serve two berths.

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There have been no reports of setting up cruise onshore power supply facilities in other parts of Asia.

8.2.3.2

Cruise Terminal Onshore Power Supply System

1. Cruise shore power capacity demand The Design Code for Cruise Terminals stipulates that the shore capacity of each berth should not be less than 16 MVA, which is based on the investigation. (a) International regulatory requirements According to Clause 4.7 of Appendix C of IEC/ISO/IEEE 80005-1: Utility Connection in Port—Part 1: High Voltage Shore Connection (HVSC) System—General Requirements, the HVSC system shall be rated for at least 16, and 20 MVA is recommended where practical. (b) Actual demand of cruises Early international cruises had smaller tonnages, such as the Crystal Cruises of the Nippon Yusen Kabushiki Kaisha (NYK). The gross tonnage (GT) of ships was about 48,000 tons, the number of passengers was 940, and the capacity of marine generators was 8640 kW. After entering the twenty-first century, the international cruise has a large-scale ship type. The ship gross tonnage is mostly over 75,000 GT, the largest is 220,000 GT, the number of passengers is 2000–6000, and the crew is nearly 1000 to about 2000. The installed capacity of marine generators is getting larger and larger. For example, the Sun Class cruises of Princess Cruise has the gross tonnage of about 77,000 GT, the rated passenger capacity of about 2300, the crew of 900, and the ship generator capacity of 11,650 kW. At present, except for Princess Cruise which still has some 30,000-ton cruises, other cruises of the major cruise lines in the world are basically above 70,000 tons, and the ship generator capacity is above 10 MW. (c) Implemented cases The frequency of the grid in North America is 60 Hz, which is consistent with the marine power of the cruise. The onshore power supply system does not need the frequency conversion units, so generally it is relatively large. For example, the capacity of the onshore power supply system of the Los Angeles cruise terminal reaches 40 MW, and shore power of 20 MW can be provided to each of the two berths. In most countries in Europe and Asia, the frequency of the power system is 50 Hz, and the shore power supply system needs to use a frequency converter to convert the frequency to 60 Hz. The power inverter has a large investment. When designing the onshore power supply system, it is necessary to carry out economic and technical comparisons for the design ship. On the basis of the design ship, it is necessary to leave a certain margin for future development. The first set of cruise onshore power supply systems in Europe which is implemented in Hamburg Port has a capacity of

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12 MVA. The first set of cruise onshore power supply systems in Asia—Shanghai Wusongkou Cruise Terminal has an onshore power supply system capacity of 16 MVA. 2. Cruise onshore power supply system In 2012, IEC in conjunction with IEEE and ISO, issued general requirements for high voltage shore power supply systems: IEC/ISO/IEEE 80005-1: Utility Connection in Port—Part 1: High Voltage Shore Connection (HVSC) System – General Requirements. The ship-shore interface of the cruise shore power supply system is specified in Appendix C. The schematic diagram of the shore power supply system is as shown in Fig. 8.17. In 2016, the IEC in conjunction with IEEE and ISO, issued data communication requirements for monitoring the onshore power supply system: IEC//IEEE 800052: High and Low Voltage Shore Connection Systems—Data Communication for Monitoring and Control. The content and format of information exchange between onshore power supply facilities and cruises are clearly defined. In order to ensure the versatility of the cruise onshore power supply system, and it is possible to connect all cruises that have been modified according to international standards, the above two international standards shall be strictly implemented when implementing the cruise onshore power supply system.

Fig. 8.17 General system layout of cruise shore power system

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3. Cable Management System (CMS) The high-voltage cable of the cruise onshore power supply system is on the terminal side. In order to send the cable to the ship and protect the cable, a cable management device must be installed on the terminal (Cable Positioning Devices, CMS), also known as cable positioning devices (CPD). The CMS must be designed to be flexible enough to accommodate the effects of displacement and shaking on the cable during the connection to the cruise due to the effects of tidal waves and wind waves. The type of CMS mainly depends on the location of the power receiving, the layout of the apron of the terminal, and the local tidal changes. Generally designed for the special situation of each cruise terminal, there is almost no identical CMS in the current cruise onshore power supply system in the world. There are mainly the following types: (a) Travelling hoist, as shown in Fig. 8.18. (b) Mobile trolley, as shown in Figs. 8.19, 8.20, 8.21, 8.22 and 8.23. In order to adapt to different cruises, some cruise terminals use mobile trolley, such as Los Angeles, Hamburg, Shanghai Wusongkou and other cruise terminals. (c) Fixed facility, as shown in Figs. 8.24 and 8.25. If the position of the cruise’s powered cabin is fixed, a fixed CMS can be used.

8.2.3.3

LNG Power Supply Equipment

In December 2014, the first LNG-powered barge “Hummel” from Becker Marine, Germany, arrived in Hamburg. The Germanischer Lloyd and the participating departments will jointly test the LNG engine of “Hummel” at the Port of Hamburg. The LNG-powered barge “Hummel” is said to provide low-emission electricity for cruises berthing at the Port of Hamburg after loading the LNG fuel tank. The powered barge “Hummel” operates in a similar manner to a floating power plant, using low-emission LNG fuel to power the cruises. Compared to the traditional 0.1% sulfur marine diesel, the barge is able to block sulfur oxides and soot emissions while significantly reducing nitrogen oxides and carbon dioxide emissions. In the spring of 2015, the cruise season began, and the “Hummel” was officially put into operation, as shown in Fig. 8.26.

8.2.4 Lighting Design of Cruise Terminals The lighting design of the cruise terminal shall focus on the lighting of the terminal building, the terminal (including the approach bridge) and other areas, including illuminance, uniformity ratio, color rendering index and other indexes. The terminal

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Fig. 8.18 Travelling hoist of Juneau Cruise Terminal, Alaska

8.2 Power Supply and Lighting

Fig. 8.19 Mobile trolley rendering of Siemens

Fig. 8.20 Mobile trolley of Los Angeles port, USA

247

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Fig. 8.21 Mobile trolley of Hamburg port, Germany

Fig. 8.22 Mobile trolley of Wusongkou port, Shanghai

building belongs to the passenger transportation building and has functions similar to the airport terminal building, the passenger railway station and the water transport passenger transportation station. Its internal lighting design takes Code for Electrical of Design Transportation Building and Standard for Lighting Design of Buildings as

8.2 Power Supply and Lighting

Fig. 8.23 Onshore power supply facility of Wusongkou port, Shanghai

Fig. 8.24 Fixed facility of San Diego port, USA

249

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Fig. 8.25 Fixed facility of Seattle port, USA

a basis. There are Lighting Design Handbook and other related manuals available, as well as many books and practical examples about buildings lighting design for reference, so there is no need to discuss it in detail here. During the berthing of the cruise, in addition to a large number of people embarking and disembarking, there are a large number of items that need to be replenished and the garbage needs to be cleared. The international cruise terminal is also a restricted area of the port of entry, and the requirements for security are also high. Therefore, compared with other terminals, the frontier of the cruise terminal has higher requirements for lighting. The code requires an average illumination of 30 lx and the color rendering index of 20. The design standard can be appropriately increased when the conditions permit. The lighting form of the terminal area is generally concentrated lighting with medium and high poles. If there is a passenger corridor on the terminal, the luminaires

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Fig. 8.26 Barge “Hummel”

can be installed on the side of the corridor. The approach bridge lighting can use commonly used street light poles, and the height is determined according to the width of the approach bridge. If the terminal building is set up in the terminal area and connected to the land through the long approach bridge, there will be a large number of large and small vehicles passing through the approach bridge. At this time, the lighting of the approach bridge can be designed as the secondary road according to Standard for Lighting Design of Urban Road (CJJ 45-2015). LEDs are recommended for light sources, which are energy efficient and can achieve better lighting effects.

8.3 Communication and Information System The design of communication, control and information system shall take into account the type, scale and other factors, and the corresponding functions shall be arranged.

8.3.1 Central Integrated Control System A central integrated control system shall be set for the port of turnaround, which generally includes: information application system, intelligent integrated system, information facility system, building management system, public safety system and equipment room engineering. Each system can include a corresponding subsystem depending on the type and scale of the port. The structure of the central integrated control system can be seen in Fig. 8.27.

Information application system

Information network system

Clock system Wireless intercom system

Conference system

Mobile communication indoor signal covering system

Information guidance and distribution system

Public address system Cabling system

Telephone switch system

Cable television system IInformation access system

Integrated information application system

Intelligent information integration platform system

Professional business system

General business system

Information security management system

Information facility operation management system

IProperty management system

8 Marine Structures and Other Facilities

Intelligent card application system

Public service system

252

Information facility system

Intelligent integrated system

Central integrated control center

Equipment room engineering

Emergency response system

Integrated security management platform system

Public safety sytem

Security technology protection system

Building energy efficiency supervision system

Building equipment monitoring system

Building equipment management system

Fig. 8.27 Structure of the central integrated control system

8.3.1.1

Information Application System

The information application system includes subsystems such as public service system, intelligent card application system, property management system, information facility operation management system, information security management system, general business system (basic business office system), professional business system (public information inquiry system, departure system, passenger guidance display systems, ticket selling and checking system), etc.

8.3.1.2

Intelligent Integrated System

The intelligent integrated system includes subsystems such as intelligent information integration platform system and integrated information application system, etc.

8.3.1.3

Information Facility System

The information facility system includes subsystems such as information access system, wiring system, mobile communication indoor signal covering system, private

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telephone switch system, wireless intercom system, information network system, cable television system, public address system, conference system, public notice system, clock systems, etc.

8.3.1.4

Building Equipment Management System

The building management system includes subsystems such as building equipment monitoring system and building energy efficiency supervision system, etc.

8.3.1.5

Public Safety System

The public safety system includes subsystems such as automatic fire alarm and linkage control system, security and technical protection system (including intrusion alarm system, video surveillance and control system, access control system, electronic inspection system, security inspection system, parking garage management system), integrated security management platform system, emergency response system, etc.

8.3.1.6

Equipment Room Engineering

The equipment room engineering includes subsystems such as information access computer room, CATV access equipment room, main distribution room of information facility system, intelligent center control room, information network room, private telephone switch room, fire control room, security monitoring center, emergency response center, intelligent equipment room, computer room security system, and computer room integrated management system, etc.

8.3.2 Design Considerations The following contents shall be noted in the design of the cruise terminal: (1) Information access system It should be noted that the information access system not only needs to meet the requirements of the terminal building, but also meets the information communication requirements of customs, border control, national inspection, public security, state security and other institutes. The corresponding private network system shall be configured according to the requirements of each institute.

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(2) Automatic fire alarm and linkage control system The automatic fire alarm and linkage system generally adopts the control center mode. Automatic fire alarm system consists of fire detector, manual call point, smoke/heating fire detector, audible and visual fire alarm, fire emergency broadcast, fire telephone, graphic annunciator, fire alarm controller, fire linkage controller (including automatic sprinkler system, fire hydrant system, smoke control and exhaust system, fire door and fire shutter system, fire emergency lighting and evacuation indicating system, elevator linkage control and related linkage control), etc. At the same time, the action signals of fire hydrant button, alarm valve, pressure switch, water flow indicator, smoke prevention system, smoke exhaust system and signal valve shall be monitored. The principle of fire linkage control is that for the alarm signals provided by various fire alarm detectors, in principle, the mode of “one signal alarm, two signals linkage” is adopted to avoid frequent system malfunction caused by false alarms. For manual call points, fire hydrant alarm buttons and other alarm signals that need to be triggered manually, after one single alarm, the fire protection facilities shall be linked to speed up the system response. (3) Video surveillance and control system The video surveillance and control system shall consider the use of intelligent video surveillance systems and set up a dedicated network. The intelligent video surveillance system consists of control center, intelligent video mobile detection host, and integrated information platform. The intelligent video surveillance system can realize the intelligent functions of active alarm and rapid disposal for key area protection, item loss/legacy detection, crowd focus detection, personnel detection, fight, riot detection and video anomaly detection and etc., so that the personnel in the monitoring center can be timely detect the abnormal situation and deal with it in time, effectively protecting the safety of passengers. (4) Public announcement system The public area shall be equipped with high-definition electronic bulletin screen that displays image information and information distribution (including notifications and clock publishing). According to the situation of each announcement place, it is mainly installed at entrance and exit of the elevator on each floor, and entrance and exit of the lobby, and it publish all kinds of notification information. Pay attention to the specific installation position and size of the electronic bulletin screen, so as not to affect the future use and meet the design requirements. (5) Building equipment monitoring system The building equipment monitoring system includes the following scope: equipment control automation, meeting the requirements of operation, safety, energy saving, etc. of the various types of electromechanical equipment in the building, and can achieve real-time automatic monitoring, control and management of various types of equipment.

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The system performs process control on physical quantities such as temperature, humidity, flow, liquid level, electric energy, illuminance, and harmful gas concentration. The system has a distributed computer monitoring and management function, and the application of local area network technology is the basic model. For large-scale electromechanical facilities such as heat pump units, the second-level networking method shall be integrated into the building management system. (6) Building energy efficiency supervision system The system should be set according to relevant national energy conservation provisions and measures. The building energy efficiency supervision system mainly analyzes the energy consumption of the building’s electricity (The power sub-metering in the building energy efficiency supervision system is realized by the electric energy management system (EMS), and the system obtains the power consumption data through the network connection with the EMS main server), water consumption, central heating (cold) power consumption, central hot water supply, and renewable resources, etc., achieve comprehensive energy management, energy cost management, bill management, energy consumption analysis of power equipment, comprehensive energy consumption calculation per unit area, energy conservation inspection. Through real-time monitoring of energy consumption in the building, achieve energy consumption exceeding warning, energy saving potential analysis, equipment operating condition analysis, equipment maintenance optimization program analysis, etc., in order to achieve the purpose of building energy efficiency. At the same time, the classified energy consumption data can be uploaded to the higher authorities. (7) Energy consumption data collection The energy consumption monitoring system consists of data acquisition subsystem and data transfer station. The collected and analyzed data can be uploaded to the city-level data center via the network. The data acquisition subsystem consists of monitoring devices, data collectors, and data acquisition software systems in the building. The data transfer station receives and caches the energy consumption data of the monitored buildings in its management area and uploads it to the upper-level data center. (8) Equipment room engineering Due to the large content of the ELV equipment rooms, the number of ELV equipment rooms shall be considered comprehensively according to the scale, and the ELV equipment rooms shall be combined as much as possible to facilitate the management of the ELV equipment rooms. (9) Emergency response system An emergency response system is required for the design of the cruise terminal. The system has the following functions: • Real-time local alarms for all types of events that endanger public safety.

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• Adopt multiple communication methods to achieve local alarms and off-site alarms for natural disasters, major safety accidents, public health events and social security incidents • Emergency command and dispatch in the cruise terminal. • Emergency evacuation and escape emergency call and guidance • Accident emergency disposal, etc. In addition, it should be noted that when an emergency response system is installed in a public building with a total construction area of more than 20,000 m2 , a communication interface interconnected with the information of the emergency response system of the upper level must be configured to ensure smooth communication of information.

8.4 Water Supply and Drainage 8.4.1 Water Source Selection There are living and entertainment facilities on the cruise, just like a mobile ocean hotel, and the water supply and drainage facilities on the cruise are indispensable. A cruise carries a large number of tourists, plus the crew and necessary service personnel required for the cruise, the number of people on a cruise ship ranges from a few hundred to several thousand, so it needs to consume a lot of fresh water resources. Although the large cruises are generally equipped with desalination plants, due to the large power consumption of the desalination plant, 1 ton of seawater can produce about 0.35–0.45 ton of fresh water, and the water production rate is not high and waste is high. From the perspective of water production costs, the use of seawater desalination to obtain fresh water is much more expensive than the use of water from the port. Moreover, due to the mechanism of water production, this type of water quality has a poor taste and cannot be used as drinking water. Therefore, cruise operating companies generally try to obtain fresh water from the port, and only use the desalination device to obtain fresh water in emergency when the cruise is out of water during the voyage. Therefore, port terminals that serve cruises need water supply utilities with sufficient capacity.

8.4.2 Water Demand The so-called water supply facility with sufficient capacity is the water supply system of a cruise port, the water supply volume and water pressure of which must meet

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the requirements of the arriving cruises for water consumption of vessels, domestic water consumption, water consumption for environmental protection and water consumption for firefighting, etc. The water consumption of vessels is mainly the water supply volume required in the water supply pipe network to meet the water demand of the vessels. The domestic water consumption is mainly the water supply volume required in the water supply pipe network to meet the requirements of the domestic water consumption of the cruise port facilities. The water consumption for environmental protection is mainly the water supply volume required in the water supply pipe network to meet the requirements for greening and roads sprinkling by the cruise port. The water consumption for firefighting is mainly the water supply volume required in the water supply pipe network to meet the requirements of the water consumption for firefighting of the cruise port itself and supporting facilities. The water volume of domestic water consumption, water consumption for environmental protection and water consumption for firefighting of the cruise port itself and supporting facilities can be determined by the layout, scale and building function of the port, and according to the relevant provisions in the standards such as Design Code of General Layout for Sea Ports, Code for Design of Building Water Supply and Drainage, Technical Code for Fire Protection Water Supply and Hydrant Systems. As for the water consumption of cruises, since the relevant provisions in the current standard Design Code of General Layout for Sea Ports only clearly stipulate for container carriers, oil tankers, and general cargo vessels, there is no clear explanation on the water consumption of cruises, therefore, for cruise port designers, it is necessary to combine the characteristics of cruises to calculate the water consumption of cruises. Figure 8.28 shows the actual area of the cruise with large water consumption.

8.4.3 Research on the Water Consumption of Cruises How to calculate the water consumption of cruises? In fact, the cruise is a mobile premium hotel on the water, where everything is available such as guest rooms, dining and entertainment facilities, and it consumes a lot of fresh water every day. Figures 8.29 and 8.30 are the actual water supply facilities for the cruise terminal. According to the research, the design of the water supply of the cruise terminal can refer to the water consumption of the hotel room in the current national standard Code for Design of Building Water Supply and Drainage. According to the current national standard Code for Design of Building Water Supply and Drainage, the maximum daily volume of domestic water consumption for passengers is 250–400L/(bed day), and the maximum daily volume of domestic water consumption for crew is 80– 100L/(person day). For the number of passengers and crew, refer to the data on the number of passengers and crew members of cruises described in Chap. 2 of this book. In addition, according to the operating experience of major cruise lines, the cruise

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Fig. 8.28 Dining area and guest room area with large water consumption

will be replenished by the cruise terminal within 1–2 days in the voyage, therefore, when considering the water consumption of the cruise, the designer can consider it for one day. If there is a special demand, the cruise line will generally make a request. For the designers of the cruise terminal, if the number of people and the water consumption are determined, the water consumption of the cruise in one day and water needs to be supplied to the cruise can be determined according to the following formula. As for the water consumption required for the water sports and recreational facilities such as swimming pools on the cruise, as well as for deck washing, it can basically be solved by direct seawater. The formula for calculating the water consumption of a cruise is shown in (8.1).

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Fig. 8.29 Terminal water supply belt

Fig. 8.30 Terminal water supply well

Q = (N1 × M1 + N2 × M2 )/1000 where, Q N1 M1 N2 M2

Daily water consumption of the ship (m3 /day); Total number of passengers (person); Passenger water consumption (L/person day); Total number of crew (person); Crew water consumption (L/person day).

(8.1)

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According to the standard Code for Design of Building Water Supply and Drainage, since the above water consumption does not include water for canteens, it is recommended that M1 and M2 take the upper limit.

8.4.4 Water Supply Conditions The water source required for the cruise port generally uses the fresh water resources provided by the urban water pipe network, rarely uses its own water source, which is mainly due to the large demand for fresh water resources by the cruise. The selfcontained water source of the port generally uses groundwater. The self-contained water source of the cruise is generally obtained by seawater desalination. The water production is small and the water production cost is high, which is difficult to meet the requirements. However, some cruise terminals are located in remote locations, and of course some are located in the central area of the city. Even if the water pressure provided by the urban water pipe network is generally about 0.16 MPa, the water consumption agencies are usually provided with backflow preventers, water meters, valves, etc. from the municipal water supply pipe network, and considering frictional and local head losses of the water supply pipe network, the water pressure at the water supply inlet of the ship is less than 0.1 Mpa. According to the current operating rules of Chinese cruise terminals, to maximize the benefits, the cruises of the cruise lines are on the voyage most of the time. The stay time of the arriving cruises is not long, generally about 8 h. Except for the preparation time for the ship to berth and leave, there is only about 6 h to supply water to the cruise. The position of the cruise’s water inlet is usually at the bow or stern, and there are generally only 2 water inlets. Usually, the water supply outlets installed on the terminal basically uses the indoor fire hydrant of SN65 as an interface. Some terminals have only one outlet of fire hydrant, and some have two outlets of fire hydrant. According to the operating experience of Shanghai Wusongkou International Cruise Terminal, such terminal facilities and municipal water supply conditions cannot meet the needs of cruises for short-term water supply. In order to meet the needs of cruise water replenishment, the Wusongkou Cruise Terminal uses water supply vessels to supply water to cruises for a period of time. See Figs. 8.31 and 8.32. Water supply vessels may be large or small, the small boat can carry hundreds of tons of fresh water, and the large ship can carry thousands of tons of fresh water. The water supply vessel is provided with a pressurized water pump and the water supply pipeline is generally 1–3 DN150 water belts, which can meet the water replenishing requirements of the cruise ship in a short time. However, the water supply cost by the water supply vessel is much higher than the terminal water supply system. Therefore, cruise lines are generally reluctant to adopt water supply vessels to replenish water, and hope that the terminal water supply system can provide urban water that meets the sanitary standards for drinking water. In fact, for the terminal management

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Fig. 8.31 Water supply vessel

Fig. 8.32 Personnel operating valves on the water supply vessel

companies, they are still very happy to provide fresh water for the cruises, because the water supply to cruises can also get a lot of income.

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8.4.5 Water Supply Design Essentials 8.4.5.1

Water Supply Scheme

The water supply system of cruise terminals must meet the total water demand required by the cruises, and also meet the hourly flow requirements for completing the fresh water supply within the specified time. The flow rate of the water supply outlet for vessels can be calculated according to formula (8.2). Q=μ

π D2 √ 2G H 4

(8.2)

where, Q μ D G H

Flow rate of outlet (m3 /s); Flow coefficient, ranged 0.60–0.62; Diameter of outlet (m); Gravity acceleration, 9.8 m/s2 ; Pressure of outlet (m).

Therefore, a SN65 water supply outlet for vessels has a flow rate of 103.7 m3 /h when the pressure is 10 m at the outlet. In order to meet the needs of the cruise during the berthing time at the terminal, the water supply flow rate of the water supply outlet for vessels is generally required to reach 100–150 m3 /h, that is, the water supply outlet pressure shall be 10–20 m or higher. For some cruise terminals away from the urban area and far from the municipal infrastructure, the pressure of the municipal water supply network cannot meet the direct water supply requirements of the cruise. In this case, the water supply adjustment station needs to be set up to store a certain amount of fresh water in advance. Through the water supply equipment with frequency conversion to increase the pressure, the purpose of supplying water to the cruise ship in a short time can be achieved. As for the appropriate quantity of fresh water to be stored, that is, how to determine the volume of the reservoir, according to the calculation of the daily water consumption of the cruise, and the water supply capacity of the urban water supply pipe network the appropriate reservoir volume can be determined.

8.4.5.2

Water Supply System

In terms of water use, the cruise port mainly includes four aspects of water use, such as fresh water for berthing cruises, domestic water consumption required for living facilities set up within the port, water consumption for environmental protection required for landscape greening and road sprinkling within the port, and water consumption for firefighting system set up within the port according to relevant regulations. Therefore, in the design of the terminal water supply system, some use one integrated water supply system for water consumption of vessels, domestic water

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consumption, water consumption for firefighting and water consumption for environmental protection. Some use two water supply systems, one for water consumption of vessels and domestic water consumption, and the other one for water consumption for firefighting and for environmental protection. Some also use three water supply systems, one for water consumption of vessels and domestic water consumption, one for water consumption for firefighting, and another one for environmental protection water consumption. The advantage of using an integrated water supply system is that the type and quantity of the water supply network to be arranged on the terminal is small, the arrangement is convenient, fast, and the cost is low. The disadvantage is that due to the possibility of simultaneous use of water for each system, mutual interference is large, the quality of domestic water is difficult to guarantee, and there is the possibility of secondary pollution. The advantage of using two water supply systems is that it is convenient to set up the pipe network of different water systems separately, and the systems interfere less with each other when using water. The disadvantage is that the type and quantity of the pipe network are relatively large, and affected by the limited space of the terminal, it is not very convenient to be arranged, and the cost is relatively high. The advantage of using three water supply systems is that the water quality of each system can be effectively guaranteed, and systems do not interfere with each other. The disadvantage is that the type and quantity of the pipe network are large, and the arrangement in the limited space of the terminal is inconvenient and the cost is high. For the water provided by the urban water supply pipe network, the water quality can meet the requirements of the current national standard Standards for Drinking Water Quality. To ensure the quality of water consumption for vessels and domestic water consumption for the terminal and terminal building in the cruise port area, it is recommended that the water supply system for vessels and domestic water consumption be separately set up during the design of the cruise terminal, and be provided separately from the water supply system for water supply for the port firefighting, environmental protection and other non-potable water. This can completely avoid the influence on water quality of water consumption for vessels and domestic water due to improper operation or setting, and ensure the safety of the water supply. For areas where freshwater resources are scarce, especially in northern China, the water quality of water consumption for firefighting and environmental protection only needs to meet the standard The Reuse of Urban Recycling Water-Water Quality Standard for Urban Miscellaneous Water Consumption (GB/T18920). Therefore, the water provided by the urban reclaimed water system, or the reusing water provided by the rainwater or the sewage collected in the cruise terminal and returned to the standard after treatment, can be fully utilized for road sprinkling, landscape greening and fire extinguishing water. It should be emphasized here that in determining the water supply pipe diameter of each water supply system, the overall planning of the cruise port shall be considered, and the possibility of terminal expansion shall be fully taken into account. The water supply pipe diameter shall be determined by calculation according to the water flow of each system, which shall consider the

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economic rationality of current stage, avoid unnecessary waste, and also consider meeting the requirements of expansion, making full use of the existing facilities and avoiding redundant construction.

8.4.5.3

Other Considerations

The setting of water supply facilities for vessels shall be determined based on the requirements of the arriving cruises and the services and utilities of the port. In the design stage of the cruise terminal, when the cruise operator provides operational requirements, it is possible to understand the specific situation of the cruise water supply according to the actual arriving cruises, such as water supply quantity and water supply time, water supply points and water quality, etc. This makes the designer more targeted in the design work, objective-oriented, and provide accurate services for the berthing cruises. The water supply facilities of the terminal refer to both the urban water supply pipe network and the water supply facilities inside the port. If the water quantity and water pressure of the urban water supply pipe network can meet the requirements of the cruise, the direct water supply mode by the urban water supply pipe network can be adopted, which is simple and energy-saving. If one or both of the water quantity or water pressure of the urban water supply network cannot meet the requirements of the cruise, it is necessary to set up the reservoir and the pressurized equipment at the cruise port. It is worth mentioning that, due to the relatively large amount of water that the cruise ship needs to replenish at one time, the reservoir capacity of the port is also large. If the water in the reservoir is stored for a long time, it will cause the degradation or deterioration of water quality. Therefore, in order to ensure the water quality for the cruises and the water use safety of passengers, the best method is to inform the terminal management company by the cruise line in advance according to the berthing time of the operating cruise. The terminal management company will store the water 12 h or 24 h in advance according to the berthing time of the cruise to ensure that the water storage renewal period in the reservoir is not more than 48 h. The volumes of the reservoirs of several typical cruise terminals are shown in Table 8.2. In addition, according to the current relevant regulations in China, it is required to set up a disinfection device at the exit of the secondary pressurized equipment Table 8.2 Reservoir volume statistics Project

Reservoir

Phoenix island international cruise terminal, Sanya, Hainan

1000 m3

Wusongkou international cruise terminal phase I and phase II, Shanghai

1500 m3 × 2

Klang cruise terminal, Malaysian

570 m3

Tianjin port international cruise terminal

300 m3

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to sterilize and inactivate the effluent from the reservoir again, and provide safety guarantee again for the water quality.

8.4.6 Drainage 8.4.6.1

Drainage System

China attaches great importance to environmental pollution. For urban drainage, it adopts rainwater and sewage diversion system, that is, rainwater and sewage use separate drainage systems. The drainage capacity and treatment capacity of the drainage facilities provided by the port for the cruise terminal must meet the drainage demand of rainwater and sewage in the cruise port. As the cruise terminal is close to the water body, if the sewage is directly discharged into the water body, the long-term discharge will inevitably lead to eutrophication of the water body, which will lead to deterioration of the water quality. Therefore, for the newly built cruise terminal, two drainage systems for rainwater and sewage shall be used. If the old terminal is to be rebuilt or expanded, and the old terminal uses a single drainage system, the original single drainage system shall be modified. The two drainage systems for rainwater and sewage are set up to protect the ecological environment. China’s cruise terminal design code stipulates that rainwater and sewage shall be discharged into the urban rainwater and sewage pipe network system when conditions permit. For rainwater, when there is no dust or other pollutants in the cruise terminal area, the rainwater is relatively clean, and the cruise port area is large, and the amount of rainwater generated is not small. It can be collected by pipe network or ditch. After that, it can be directly discharged into the water body. This type of treatment can reduce the drainage load of the urban rainwater pipe network, and it can ensure the rainwater be discharged in time and reduce the possibility of urban water logging. When the surrounding environment of the cruise terminal is complex and there are productions or operations that generate dust or other pollutants, the rainwater is often mixed with pollutants. It needs to be discharged into the urban pipe network and then discharged into the water body after treatment.

8.4.6.2

Drainage Outlet Elevation

When the top level of the water outlet is lower than the water level of the water body and is in a submerged state, the water flow at this time belongs to the submerged outflow, the drainage pipe of the water outlet is in the water body, and the pipeline is filled with water, which affects the discharge capacity of the pipeline. If the top level of the water outlet is higher than the water level of the water body, the water flow directly flows into the air, and the water flow at this time belongs to the free flow and does not affect the discharge capacity of the pipeline. It is recommended in

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the standard Design Code for Cruise Terminals that the top elevation of the outlets should not be lower than the average high water level of rainy season. This is to allow the rainwater drainage system to be in free-flowing state as much as possible, and the drainage is smooth, ensuring rapid removal of rainwater from the cruise port area. The average high water level in the rainy season is mainly due to the fact that the number of drainage times in the rainy season is large and the drainage volume is large, which is not easy to discharge. In other seasons, the amount of drainage and the number of drainage times are small and easy to discharge. In addition, the reason why the average high water level is used instead of the highest water level is to consider that if the highest water level is adopted, restricted by the length of pipe network and the depth of the soil cover, it is difficult for the underground pipe discharge to meet the requirements of being above the maximum water level. In fact, according to the engineering design experience, the cruise port is basically located beside the sea or the river water body. Under the condition of calculating the rainwater drainage volume and the pipe diameter according to the relevant national codes, there is no possibility that the port will be submerged, and the rainwater can be quickly and effectively discharged. Unless the values of the land area elevation and the deck level of the terminal are unreasonable, or the sea water overtops the terminal and land area is inundated by the storm surge, the rainwater drainage system is filled with water, and the surface water cannot be discharged.

8.4.6.3

Sewage Treatment and Reuse of Reclaimed Water

For the sewage generated by the cruise terminal itself, if there is an urban sewage pipe network around the port, it shall be included in the urban sewage pipe network, and the municipal sewage treatment plant will be centralized and unified to help save energy and reduce consumption and manage it in a unified manner. If the terminal is far away from the town and there is no urban sewage pipe network around, the sewage treatment facilities shall be set up within the port area, and the treatment process suitable for the type of sewage shall be adopted to discharge the sewage into the water body after meeting the discharge standard. For water-deficient areas, it is recommended to return the treated water to landscape greening and road sprinkling, etc. to save water resources. For domestic sewage and oily water from cruises, in accordance with the requirements of Chapter IV Annex VI in International Convention for the Prevention of Pollution from Ships, 1973/1978, the governments of the parties to the treaty shall provide facilities to receive domestic sewage that meet the needs of the ships loading and unloading at their ports. Before arriving at the port, the ship is discharged in the permitted waters as required. When the port berthed by the cruise has no pollutant receiving ship and other facilities, it is configured by the port or terminal, and the receiving mode can be by tank truck, work boat or pipeline. In fact, cruises are generally equipped with domestic sewage treatment equipment. After being treated to meet emission requirements, they will be discharged in the permitted waters. During the berthing at the terminals, domestic sewage is generally

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not discharged. If the cruise does need to discharge domestic sewage during the berthing, and the terminal is provided with a domestic sewage pipe network receiving system, after the inspection and quarantine is completed, it can be directly discharged into the terminal domestic sewage pipe network. If the terminal does not have a designed and configured domestic sewage pipe network, the domestic sewage can be sent to the domestic sewage treatment station for treatment by tank truck. The domestic sewage can also be received by the sewage receiving ship and transported to the sewage treatment station for treatment.

8.4.6.4

Drainage Volume

Cruise terminal drainage includes rainwater drainage and sewage drainage. The determination of rainwater drainage is relatively simple. It is only necessary to select the design return period and runoff coefficient according to the relevant provisions of the current national standard Code for Design of Outdoor Wastewater Engineering, and then according to the local storm intensity formula and the cruise terminal catchment area, to calculate the rainwater drainage flow. If there is no storm intensity formula in the local area, it is recommended to use the storm intensity formula in the vicinity to calculate. Due to the frequent extreme weather currently, the values of the design return period and the runoff coefficient shall select the upper limit and certain surplus shall be reserved properly. Regarding the domestic sewage discharge, if only the domestic sewage discharge volume of the cruise port itself is considered, the domestic sewage quantity standard and the hourly change coefficient may be selected according to the current national standard Code for Design of Building Water Supply and Drainage, and it is calculated and determined in combination with the number of port operating personnel. If needing to consider the domestic sewage discharge capacity of the cruises, the coefficient of 0.85–0.95 can be multiplied according to the calculation of the above water supply. According to statistics, the types and quantities of pollutants generated per day by a total of 3000 passengers and crew on a cruise are: Domestic sewage, about 110 m3 black water and 1,000 m3 grey water, and solid waste, about 7 tons of garbage and other solid wastes, oily sewage, about 140 m3 bilge oily sewage. The maximum daily drainage (black water + grey water) of a 220,000 GT berth is about 2040 m3 , and the maximum daily drainage of a 50,000 GT berth is about 813 m3 . If the domestic sewage of the cruise needs to be discharged through the sewage pipe network of the terminal, when designing the sewage treatment equipment, the cruise port needs not only consider the total amount of domestic sewage discharged from the cruise but also consider the hourly flow of the domestic sewage discharge pump, in order to determine the size of the sewage drainage pipe and volume of the sewage receiving tank.

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8.4.7 Water Supply for Firefighting The main codes used in fire protection design of cruise port and terminal building include Code for Fire Protection Design of Buildings, Technical Code for Fire Protection Water Supply and Hydrant Systems, Code for Design of Sprinkler System, and Code for Design of Extinguisher Distribution in Buildings, etc. When carrying out the fire protection design of the cruise terminal and the terminal building, first, the fire type shall be determined according to the layout, function and construction scale of the cruise terminal and the terminal building, and the provisions of standard Code for Fire Protection Design of Buildings. Then the fire water supply measures to be adopted shall be determined according to the relevant provisions of the standard Code for Fire Protection Design of Buildings. An outdoor fire hydrant system shall generally be set up for the terminal and a certain number of fire extinguishing appliances shall also be equipped. The terminal building is equipped with an indoor fire hydrant system, an automatic sprinkler system and fire extinguishing appliances, etc. according to the scale of the building. If the building has a large space, an intelligent fire monitor extinguishing system may need to set up. Because the cruise itself is equipped with a complete fire water supply system, such as indoor fire hydrant system, automatic sprinkler system and portable fire extinguishers. Therefore, it is not necessary to consider providing fire water or other fire rescue facilities to the cruise in case the cruise is on fire.

8.4.8 Project Cases 8.4.8.1

Water Supply

The first phase of the Shanghai Wusongkou International Cruise Terminal has two berths, with a 220,000-ton (GT) cruise berth upstream and a 100,000-ton (GT) cruise berth downstream. The first phase of the project is equipped with two water supply systems: domestic water supply system for vessels and water supply system for firefighting. The domestic water supply system for vessels is directly supplied by the municipal water supply network, and a DN250 water pipe is introduced from the municipal water supply pipe network to each water supply point. The distance from the access point of municipal water supply pipe network to the most unfavorable water supply outlet for vessels is about 1200 m. The water supply outlet for vessels designed in the first phase of the project is the SN65 double-valve and double-outlet indoor fire hydrant. There is a DN80 water meter in front of the outlet, as shown in Fig. 8.33. Due to the limitation of the layout of Wusongkou International Cruise Terminal, Shanghai, the installation of the pressure pump and the storage tank was not considered for the water supply system. Instead, the direct supply of water from the

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Fig. 8.33 Design of ship water supply outlet for the first phase of Wusongkou International Cruise Terminal, Shanghai

municipal water supply network was proposed and the water pressure of the municipal water supply network was required to be above 0.3 MPa. However, due to a variety of factors, municipal water pressure can only reach 0.16 MPa. Because the terminal pipeline is long, the loss along the path is very large, plus the water head loss such as valves and water meters, etc., the water pressure is seriously insufficient, which cannot meet water supply demand of the vessels. Later, the water supply system was rebuilt. Considering that the terminal fire protection system does not need to use the fire pool below the terminal platform, the fire pool of the original design was transformed into a water tank for the water supply for vessels. Tiles were laid inside the pool and the water supply equipment with frequency conversion was set up in the pump room. It basically can meet hourly flow requirements for water replenishment of the cruise. However, due to the small capacity of the fire pool, which is only about 400 m3 , and the demand for freshwater resources of cruises is very large, ranging from seven to eight hundred tons to more than one thousand tons. In addition, the municipal water pressure is low, and there is not enough time for the pool to replenish water. It can’t meet the replenishment requirements of the cruise during the berthing in the port. The terminal building of the first phase of the project—the Oriental Eye, due to the high building height, is equipped with a set of frequency conversion equipment for domestic water supply system on the ground floor to meet the needs of various domestic water points. In order to ensure the water quality of the water supply, the terminal water supply main pipeline is made of steel pipes plastic coated inside and galvanized outside. Due to the low winter temperature in Shanghai and the location at the estuary of the Yangtze River, in order to avoid freezing and cracking of the water supply pipeline, insulation measures were taken

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for the water supply pipeline. Since the cruise berth and the approach bridge are long, the marine structures are provided with expansion joints and settlement joints at regular intervals. In order to ensure the normal operation of the water supply pipe network, the water supply pipeline is provided with an expansion joint at the place passing through the expansion joint or the settlement joint to ensure the safety of water supply. The follow-up project of Wusongkou International Cruise Terminal, Shanghai, is to extend a new 150,000-ton (GT) berth based on the upstream berth of the first phase of the project, and to extend a new 220,000-ton (GT) berth based on the downstream berth of the first phase. The total length of the berths at the entire cruise terminal in Wusong Terminal is 1,600 m, and it is possible to berth two 220,000-ton cruises and two 150,000-ton cruises at the same time. In view of the low water pressure of the municipal water supply and the small volume of the reservoir in the first phase of the project, the water supply requirements of the cruises cannot be met, so the water supply system of the follow-up project comprehensively considers the demand for cruise water supply of four berths. A 1500 m3 reservoir is installed at the upstream end of the terminal. The diameter of the main water pipe is DN250, and the water supply equipment with frequency conversion is set. The flow rate of the water supply equipment is 0–300 m3 /h, the head is 60 m, and the diameter of the water supply pipe of the frequency conversion equipment is DN200. The reservoir and the water supply equipment with frequency conversion together can meet the water supply requirements of two cruises on the upstream side. Similarly, reservoir of the same size and the water supply equipment with frequency conversion are installed at the downstream end of the terminal, which can meet the water supply requirements of two cruises on the downstream side. In addition, the water supply pipes of the upstream and downstream are connected to each other and controlled by valves. Once the water supply equipment on one side fails, the water supply equipment on the other side can supply water to any berth in the port. Xiamen International Cruise Center is located at 0#-4# berth in Dongdu Port, Xiamen. It was originally designed as a general cargo terminal and is now converted into a cruise terminal. In the upgrading and rebuilding, the water supply network also uses two water supply systems: the domestic water supply system for vessels and the water supply system for firefighting. A 1500 m3 reservoir was installed at the rear of the terminal, and the water supply equipment with frequency conversion was also installed. The Sanya International Cruise Port Project, Hainan, also uses the water supply method of the reservoir plus water supply equipment with frequency conversion.

8.4.8.2

Drainage

The entire project of Wusongkou International Cruise Terminal, Shanghai, is located in the water body. The marine structure adopts the approach bridge type piled beamslab structure, and its rainwater drainage system adopts the method of directly discharging into the water body. The domestic sewage from the three terminal buildings

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located at the terminal is collected by the pipeline and discharged into the sump below the terminal, then lifted by the submersible sewage pump and discharged into the municipal sewage pipe network through the drainage pipe, centralized and processed by municipal sewage treatment plants. Xiamen International Cruise Center is located on the seashore. The marine structure adopts the gravity caisson structure. The rainwater drainage system of the terminal deck adopts the method of collecting by the rainwater outlet and directly discharging into the water body. The domestic sewage generated by the terminal building located in the land area is collected by the pipeline and discharged into the sewage pipe network, and after being collected into the municipal sewage pipe network, it will be centralized and processed by the municipal sewage treatment plant. Sanya International Cruise Port, Hainan, is located on the seashore. The marine structure adopts a berthing platform and pier structure, and the rainwater is directly discharged into the water body. The domestic sewage generated by the terminal building located in the land area is collected by the pipeline and discharged into the sewage pipe network. After being collected into the municipal sewage pipe network, it will be centralized and processed by the municipal sewage treatment plant. The rainwater drainage system of the Prince Bay Cruise Homeport Project, Shenzhen uses the method of direct discharge into the water body. However, the project has set up a sewage discharge pipe network in the terminal area to meet the needs of ship sewage discharge.

8.4.8.3

Firefighting

In the fire protection design of the first phase of the Wusongkou International Cruise Terminal, Shanghai, the outdoor fire hydrant system was mainly installed in the terminal area. The outdoor fire hydrant system is directly supplied by the municipal water supply network with two-way water inlets. The terminal area is equipped with a certain number of portable fire extinguishers according to the current national standard Code for Design of Extinguisher Distribution in Buildings. The terminal building of the first phase - the Oriental Eye is equipped with an indoor fire hydrant system, automatic sprinkler system and intelligent fire monitor extinguishing system, as well as portable fire extinguishers. According to the provisions of Shanghai local fire regulation, when the outdoor fire water supply pipe network adopts two-way water inlets, the fire pool may not be provided, and the indoor firefighting water may be directly extracted from the fire water supply pipe network by using a fire pump. Therefore, although the first phase of the project set up a fire pool at the design stage, but in the fire system installation and acceptance stage, the fire pool was not used. Only the indoor fire pump unit and the spray pump unit were installed in the fire pump room, and the water supply source is respectively extracted from the outdoor firefighting pipe to indoor fire hydrant system and the automatic sprinkler system. It should be noted that the water supply source of the intelligent fire monitor extinguishing system also comes from the indoor fire hydrant pump unit. In addition,

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according to the requirements of the fire department, in order to ensure the water supply for firefighting, two water intake openings are set at the terminal platform, and the water intake opening size is 60 cm × 60 cm, which can meet the need for the fire truck to directly pump the river water when necessary. On the basis of the first phase of Wusongkou Cruise Terminal, Shanghai, a new berth and a terminal building were built in the upstream and downstream respectively for the follow-up project. Since the new berth and terminal building are far away from the municipal water supply pipe network, in order to meet the water supply pressure requirements of the indoor and outdoor fire hydrant systems and the automatic sprinkler system, a fire pump station and a fire pool were set up respectively in the terminal platforms below the two newly built terminal buildings. The outdoor fire hydrant system of the new berth and the outdoor and indoor fire hydrant systems of the terminal buildings adopt one water supply system, and the water source is supplied by the indoor fire hydrant pump set in the fire pump room from the fire pool and then pressurized. The automatic sprinkler system in the terminal building is supplied by the spray pump set in the fire pump room from the fire pool and then pressurized. Portable fire extinguishers are installed in the new berths and terminal buildings as required by the codes. In order to ensure the fire water supply source, two water intake openings are set at the upstream and downstream platforms of new berths respectively. The water intake opening size is 60 cm × 60 cm, which is convenient for the fire truck to directly pump the river water if necessary.

8.5 Environmental Protection Facilities The design of the cruise terminal shall implement the national laws and regulations on environmental protection, and implement the “three simultaneous” requirements. The environmental protection measures of the cruise terminal shall be considered in many aspects from the beginning of design. For example, when selecting a site for a cruise port, try to choose a place that has less impact on the ecological environment, especially the marine environment. When designing a marine structure, whether it is a pipe pile structure or a caisson structure, it should be emphasized that the materials used cannot affect aquatic organisms. When considering the excavation of the harbor basin or channel, try to avoid the impact on important benthic organisms. Due to the serious pollution of fuel locomotives and others, when selecting the passenger boarding bridge and supply transportation equipment, try to choose the electric drive facilities with no pollution, low energy consumption and low noise. For the winter heating of the terminal building with a large volume in the cruise terminal, it is necessary to fully consider the requirements of environmental protection. For areas with central heating conditions in northern China, the use of urban central heating system is conducive to saving energy and protecting the environment. For individual cruise terminals that are far from the municipality, they shall also use fuel or gas boilers for winter heating to avoid coal-fired boilers. As for the use of air conditioning systems for heating or cooling, frequency conversion equipment shall be used when

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selecting equipment to facilitate energy conservation and environmental protection. This section focuses on environmental protection measures for wastewater and solid waste. According to the provisions of Design Code for Cruise Terminals, Waste water and wastes receiving and disposal facilities shall be furnished or the ones in the port shall be used in an integrated manner, to receive the wastes produced by the cruise terminal and the vessels, and the disposal of waste water and wastes should be incorporated into the local urban sewage and solid waste treatment system. In accordance with the requirements of Chapter IV Annex VI in International Convention for the Prevention of Pollution from Ships, 1973/1978, the governments of the parties to the treaty shall provide facilities to receive domestic sewage that meet the needs of the ships loading and unloading at their ports. When the port berthed by the cruise has no pollutant receiving ship and other facilities, it is configured by the port or terminal, and the receiving mode can be by tank truck, work boat or pipeline. In fact, cruises are generally equipped with domestic sewage treatment equipment. After being treated to meet emission requirements, they will be discharged in the permitted waters. During the berthing at the terminals, domestic sewage is generally not discharged. If the cruise does need to discharge domestic sewage during the berthing, and the terminal is provided with a domestic sewage pipe network receiving system, it can be directly discharged into the terminal domestic sewage pipe network. If the terminal does not have a designed and configured domestic sewage pipe network, the domestic sewage can be sent to the domestic sewage treatment station for treatment by tank truck. The domestic sewage can also be received by the sewage receiving ship and transported to the sewage treatment station for treatment. For the sewage generated by the cruise terminal itself and land area personnel, if there is an urban sewage pipe network around, it can be directly discharged into the urban sewage pipe network, and will be centralized and treated by the municipal sewage treatment plant. If there is no urban sewage pipe network around, the sewage treatment facilities shall be set up within the port area, in order to deal with the domestic sewage generated by the port itself. Due to the large number of people on the cruise, there are also a lot of solid wastes produced. If randomly discarded into the sea, they will cause serious pollution to the marine environment and bring disaster to marine life. We often see news that large and small fishes have died after swallowing materials such as foam plastic, which are damages caused by human to the marine ecology. Therefore, with the enhancement of people’s awareness of environmental protection, there are also solid waste treatment facilities on the cruise, which collect and classify the garbage generated by passengers and crew on board, compress and pack for reduction treatment, and deliver the garbage in time according to the garbage storage conditions. As for the delivery method, first, after receiving by the water garbage ship, the garbage will be sent to the waste incineration plant or landfill as shown in Figs. 8.34 and 8.35. Second, after receiving by garbage truck, the garbage will be sent to the waste incineration plant or landfill for treatment. See Figs. 8.36 and 8.37. The solid waste generated by the personnel on the terminal and land area shall be collected and classified by garbage

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Fig. 8.34 Solid waste lifting at Wusongkou International Cruise Terminal, Shanghai

Fig. 8.35 Solid waste collection ship of Wusongkou International Cruise Terminal, Shanghai

bins, and then sent to the urban garbage disposal station for centralized treatment by garbage trucks. At present, in several major cruise ports of Shanghai, Tianjin, Xiamen, Shenzhen, Hainan and other major cruise ports of China, Shanghai cruise port shall be the busiest one, it is understood that its business has been scheduled for the next few years. The first phase of the Shanghai International Cruise Terminal project and

8.5 Environmental Protection Facilities

Fig. 8.36 Garbage collection trailer on the terminal of Nassau Port

Fig. 8.37 Packed garbage in the garbage collection trailer of Nassau Port

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subsequent projects have not provided a sewage collection system for cruise vessels. The main consideration is that, first, the domestic sewage and bilge oil of the cruise can be discharged in the permitted sea area after the treatment to reach the standard, without the need for onshore receiving facilities. Second, the supporting facilities of Shanghai are relatively complete and there are more sewage collection vessels. Therefore, it is possible to rely on the sewage collection vessels for treatment if it is unavoidable. In addition, for ship solid wastes, the garbage trucks will pollute the terminal environment when receiving solid wastes at the terminal, affect the port sanitation, and cause inconvenience to the people involved, thus it is more suitable to use garbage boats for transshipment and treatment. The Hainan Sanya International Cruise Port Project is located in the beautiful Phoenix Island. The domestic sewage pipe network is not designed. For the cruises berthing in the port, the domestic sewage receiving vessels are used to receive domestic sewage. For the solid wastes generated by the cruise, garbage trucks are used for transportation for a period of time from the beginning. Later, since the odor generated by the solid wastes seriously affected the air quality of the Phoenix Island, the method of using garbage boats for transshipment and treatment has significantly improved the air quality of the cruise terminal area. Due to insufficient construction of local supporting facilities during the development and construction period of Shenzhen Prince Bay Cruise Homeport Project, there are no domestic sewage collection vessels, and no corresponding sewage collection and treatment agencies in the surrounding area. Therefore, when designing the terminal, according to the requirements of the owner, the domestic sewage pipe network was set up, to collect and treat the domestic sewage of the cruises berthing at the terminal, and discharge it after meeting the discharge standard.

Chapter 9

Construction Practice of Cruise Port Construction

In recent years, with the rapid development of China’s cruise industry, the construction of cruise ports is also changing with each passing day. More than ten specialized cruise ports have been built in China. The construction of each port is not the same due to different regional conditions and construction ideas. This book lists the relevant construction practice cases of Shekou Prince Bay International Cruise Homeport, Shenzhen and Wusongkou International Cruise Port, Shanghai that is the “World No. 4, Asia No. 1” cruise port, to provide valuable experience for other similar projects.

9.1 Shekou Prince Bay International Cruise Homeport, Shenzhen1 9.1.1 Construction Background2 Shekou Prince Bay, Shenzhen, is a characteristic area with traditional cultural origins. According to legend, the little emperor of the Southern Song Dynasty took refuge in the sea, and there are the names of Prince Road and Prince Mountain (Microwave Mountain) in the surrounding areas. The Prince Bay area is located in the southern part of the Nantou Peninsula in Nanshan District, Shenzhen, and located in the Shekou area (see Fig. 9.1). The area faces the sea with mountains behind, and faces Yuen Long and Lau Fau Shan in the New Territories of Hong Kong and Zhuhai Special 1 Quoted

from Preliminary design of cruise home port and reclamation project in Prince Bay area reconstruction project of Shekou Port Area, Shenzhen Port. 2 Quoted from Planning Ideas for the construction of International Cruise Home Port at Shekou Ferry Terminal, Shenzhen Port. © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2020 Z. Cheng et al., Design and Practice of Cruise Ports, Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Shipping 4, https://doi.org/10.1007/978-981-15-5428-5_9

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Fig. 9.1 Location map

Economic Zone across the sea. The area is 25 km from the center of Shenzhen and 150 km from Guangzhou by land, and it is 20 nautical miles from the central area of Hong Kong and 80 nautical miles from Guangzhou by waterway. The east side of the area is adjacent to the Nanhai Hotel and the Sea World, the west side is the second jetty of cargo terminal of Shekou Port, the north side is connected with the Da Nanshan Whale Hill Villa, the south side is the Shenzhen Bay Sea Area. Founded in 1979, Shekou Port Area, Shenzhen is the earliest port area developed by Shenzhen Port. After more than 20 years of construction, it has formed the functional layout of “East Passenger West Goods” and the three large and three small jetty-type terminal layout. The three small jetties in the east are Hong Kong, Macao, domestic passenger transport and the ferry terminal area. The first and second jetties and the coastwise berths mainly operate bulk cargo such as ore, steel and grain, etc., and transport a small amount of containers. The third jetty is the Shekou Container Terminal. The main port enterprises in Shekou port are Shekou Ferry Terminal, China Merchants Port Service (Shenzhen) Co., Ltd. and Shekou Container Terminal (SCT) (see Fig. 9.2). Prior to the renovation, the second jetty in the Shekou port area was mainly based on bulk cargo operations. The outdated facilities, various kinds of loading and unloading cargoes and the proximity to the urban area made the problem of environmental pollution more prominent, and it was not compatible with the urban landscape and has not adapted to the further development of the city (see Fig. 9.3). In addition, due to the low utilization rate of facilities in the Shekou freight port area, with the development of the surrounding specialized port areas, the goods have been gradually diverted to other port areas. The traffic pressure on the city from the collection and distribution of the port area is also increasing.

9.1 Shekou Prince Bay International Cruise Homeport, Shenzhen

Fig. 9.2 Planning map of Shekou port area

Fig. 9.3 Shekou port before the transformation

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With the development of the city, the boundary between the city and the port is becoming more and more blurred, and the contradiction between the port and the city is becoming more and more prominent. The retreat from port to city and the integration of port and city have become an important way for the port to develop and upgrade. With the acceleration of development, the contradiction between the port of Shekou and urban development is particularly prominent. The transformation of ports to urban functions and symbiosis with the city has become the common road of urban development and port development. Therefore, the construction of the Shekou cruise Homeport is the need for China to accelerate its integration into the world cruise economy. It is the need to promote the economic transformation of Shenzhen and transform the economic development mode of Shenzhen. It is an important industrial development direction for Shenzhen to explore a new development path. It is an important opportunity and a grasp for accelerating Shenzhen’s urbanization process and enhancing Shenzhen’s international image. In this context, the China Merchants Group proposed in 2007 the strategic planning for the development of the Shenzhen cruise industry economy. That is to realize the port transformation and development through the integration function transformation of the port and city in Shekou port area. The Shekou port area will be built into a cruise economic zone of a “sea, land, air and railway” hub, an international cruise port, a coastal characteristic entertainment and leisure area, and a commercial real estate area. To better serve regional economic and social development and promote the second take-off of Shekou, making it a new maritime gateway to Shenzhen Port. In 2013, President Xi Jinping successively proposed the strategic initiative of building the “New Silk Road Economic Belt” and the “twenty-first Century Maritime Silk Road”, Shenzhen is in the key position of “the Belt and Road” initiative, and with the advantages of Shenzhen Free Trade Zone policy, Shenzhen port has the conditions and ability to play a greater role in regional economic development. The construction of the Shekou cruise Homeport has actively responded to the country’s development strategy and opened a new direction for Shenzhen to become the leader of “the Belt and Road”.

9.1.2 Design Proposal 1. Construction mode of “Port-Park-City” The new integrated construction mode of “Port-Park-City” by China Merchants Group in Shekou cruise Homeport, Shenzhen, integrates traffic transfer, terminal distribution, port joint inspection, business office, experiencing business, leisure and sightseeing, and innovatively realizes the spatial development model that combines city, park and port. It has completely changed the problem that most port terminals in the world only have port distribution and embarking functions, with poor economic vitality, many environmental problems, and poor sustainable development,

9.1 Shekou Prince Bay International Cruise Homeport, Shenzhen

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Fig. 9.4 Construction mode of “Port-Park-City”

and the mode has great construction innovation (see Fig. 9.4). The new upscale tourism service area, which is built with tourism real estate, Homeport economy and cruise industry, has been officially awarded the “China Cruise Tourism Development Experimental Zone” by the National Tourism Administration. In the development process of Shekou Cruise Homeport, Shenzhen, the sea, shoreline and land resources are fully utilized. It will take the international cruise Homeport as the core, strengthen the port functions, establish a water passenger transport center, and develop the supporting business such as the cruise port duty-free, terminal property operation, tourism resource development and supporting commercial real estate, etc. It will form four functional groups, including cruise center, residential life, business commerce, and cultural arts. It will be built into a coastal city center integrating industry, ecology and city. It will enhance the image of Shenzhen’s modernized international coastal city. The Prince Bay comprehensive development project is an innovative development of the “Port-Park-City” model in the new era. It is based on the cruise Homeport, and through the linkage development of “ship, port, city, tourism, purchase and entertainment”, the three sectors promote each other, with port first, business parks follow-up, to support the development of new urban areas, and create an interactive development strategy model of “Port-Park-City”. • Port—Homeport Construction Cruise economy “Port” is based on the Homeport and focuses on “ships and ports”. It develops the functions of cruise construction, maintenance, cruise operation, cruise Homeport, logistics and warehousing, port services, etc., focusing on the operation of cruise berthing including port services, terminal operations and property management business.

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• Park—Innovation and entrepreneurship Free trade “Park” is based on “purchasing, entertainment” to develop import and export trade, duty-free commodities, electronic commerce, cultural experience, commercial performances, catering, industrial real estate and other functional formats, focusing on the cultural elements of cruises, providing cruise-featured entertainment, cultural theme hotels, display experience, etc., to create a cruise-featured tourism and leisure culture zone. • City—Green community Smart city “City” is based on “city and tour”, developing commercial real estate, accommodation, travel agencies, scenic spot development, theme parks and resorts, and improving the city functions of the districts, gathering high-end customers, promoting the real estate business with each other, sharing scarce resources and cost advantages, promoting the development of local characteristic businesses. 2. Construction plan (1) Construction scale Shekou Cruise Homeport, Shenzhen is built according to the standard of “Hardware is not lower than Shanghai, software is not lower than Hong Kong”. The construction includes supporting facilities such as cruise terminal, cruise center and corridor, etc. There is one cruise berth of 220,000 GT and one cruise berth of 100,000 GT, one 20,000 GT ro-ro berth, and twelve 800 GT high-speed passenger ferry berths. The land area for development of the cruise industry is 37.75 ha. With a total construction area of 138,000 m2 , the total height of the terminal building is 64 m, it is the world’s tallest cruise terminal complex. It is the largest cruise Homeport in Asia and is the “sea gateway” to Shenzhen. The annual design passenger throughput is 6 million passengers, including 300,000 cruise passengers and 5.7 million other passengers3 . (2) Construction conditions Shekou Cruise Homeport, Shenzhen is located in the eastern part of the Pearl River Estuary, close to Hong Kong, backed by the Pearl River Delta, east of the Lingding Ocean, overlooking Zhuhai and Macao, with complete water, land and air transportation network. The area belongs to the southern subtropical maritime monsoon climate zone. The climate is mild and pleasant, with an average temperature of 22.7 °C per year, the seasonal variation of precipitation is very obvious, and the rainy season is from April to September. The wind direction and wind speed have seasonal characteristics, and the multi-year average wind speed is 3.6 m/s. The annual average windy days of not less than Beaufort Scale 6 is 34.8 days, the annual average windy days of not less than Beaufort Scale 7 is 8.9 days, and the annual average windy days of not less than Beaufort Scale 8 is 2.4 days (see Fig. 9.5). 3 Quoted

from Development Prospect and Passenger Traffic Forecast of Cruise Tourism in Guangdong Province.

9.1 Shekou Prince Bay International Cruise Homeport, Shenzhen

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Fig. 9.5 Wind rose map of Chiwan meteorological station (1992–2006)

Maximum wind Average

wind speed

Wind frequency

The Pearl River Estuary where the Shekou Cruise Homeport, Shenzhen located is located is a weak tide estuary. It features irregular semi-diurnal tides, and the diurnal inequality of tides is obvious. Due to the trumpet shape of the Lingding Ocean, the tidal range is increased from the outer sea to the bay, and the annual average tidal range is 0.97–1.70 m. Design high water level 1.59 m (High water cumulative frequency 10%) Design low water level −0.91 m (Low tide cumulative frequency 90%) Extremely high water level 2.69 m (high tide of 50 years’ return period) Extremely low water level −1.61 m (low tide of 50 years’ return period). Shenzhen Bay is similar to a cecal bay. When the tides of the Lingding Ocean rise and fall, Shenzhen Bay receive and discharge the tidal water. The tidal current is basically reciprocating flow, and the maximum design current velocity at the front of the terminal is 0.5 m/s. The baymouth area of Shenzhen Bay is dominated by stormy waves throughout the year, with few pure surges. The annual average wave height of the sea area is 0.2 m, the maximum wave height is 1.92 m, the average wave period is 3.1 s, and the maximum period is 4.6 s (see Fig. 9.6). For the Shekou Cruise Homeport, Shenzhen, to accommodate 50,000 GT–220,000 GT cruises, the terminal operating standards are as follows (Table 9.1).

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Fig. 9.6 Wave rose map (1981.12–1982.11)

N

Table 9.1 Terminal permissible operation standard Berth influencing factor

50,000 GT–220,000 GT cruises

Wind

≤Beaufort scale 6

Rain