Pianc.152.2016 en

PIANC Report n° 152 - 2016
GUIDELINES FOR CRUISE TERMINALS
The World Association for Waterborne Transport Infrastructure

PIANC
The World Association for
Waterborne Transport Infrastructure
PIANC REPORT N° 152

MARITIME NAVIGATION COMMISSION
GUIDELINES FOR CRUISE TERMINALS

2016
PIANC has Technical Commissions concerned with inland waterways and ports (InCom),
coastal and ocean waterways (including ports and harbours) (MarCom), environmental
aspects (EnviCom) and sport and pleasure navigation (RecCom).
This report has been produced by an international Working Group convened by the-
Maritime Navigation Commission MarCom). Members of the Working Group represent
several countries and are acknowledged experts in their profession.
The objective of this report is to provide information and recommendations on good

practice. Conformity is not obligatory and engineering judgement should be used in its
application, especially in special circumstances. This report should be seen as an expert
guidance and state of the art on this particular subject. PIANC disclaims all responsibility
in case this report should be presented as an official standard.
PIANC Secrétariat Général

Boulevard du Roi Albert II 20, B 3
B-1000 Bruxelles
Belgique
http://www.pianc.org
VAT BE 408-287-945
ISBN 978-2-87223-234-5
© All rights reserved

TABLE OF CONTENTS
GLOSSARY OF TERMS AND ABBREVIATIONS ........................................................................................ 2

0 Preface ................................................................................................................................................ 5
Introduction ................................................................................................................................. 5
Scope .......................................................................................................................................... 5
Terms of Reference .................................................................................................................... 5
Study Management ..................................................................................................................... 5
Structure of the Report ....................................................................................................... 5
Members of WG 152 .......................................................................................................... 6
Meetings ............................................................................................................................. 6
Related PIANC Reports .............................................................................................................. 7
1 General Aspects .................................................................................................................................. 8
Cruise Industry Outlook............................................................................................................... 8
Planning a Cruise Terminal ......................................................................................................... 9
Types of Terminals.................................................................................................................... 10
Home Port (Turnaround) .................................................................................................. 10
Port of Call (Transit) ......................................................................................................... 11
Interporting ....................................................................................................................... 11
2 Waterside Design Drivers .................................................................................................................. 12
Vessel Characteristics............................................................................................................... 12
Dimensions....................................................................................................................... 12
Tonnage ........................................................................................................................... 15
Overhanging Decks, Lifeboats, Etc. ................................................................................. 16
Potential Future Changes in Vessel Characteristics......................................................... 16
Navigation & Berthing ............................................................................................................... 16
Approach/Entrance Channel and Manoeuvring Area Characteristics............................... 16
Turning Basins ................................................................................................................. 17
Prevailing Winds............................................................................................................... 17
Tides................................................................................................................................. 17
Weather Conditions .......................................................................................................... 18
Waves and Currents ......................................................................................................... 18
Berth Length ..................................................................................................................... 19
Mooring Systems ...................................................................................................................... 19
Configuration .................................................................................................................... 19
Design Considerations ..................................................................................................... 20
Bollard Types ................................................................................................................... 20
Load Capacities................................................................................................................ 20
Layout and Arrangement .................................................................................................. 20
Fender Systems ........................................................................................................................ 21
Configuration .................................................................................................................... 21
Design Considerations ..................................................................................................... 21
Fender Types ................................................................................................................... 22
Load Capacities................................................................................................................ 23
Mooring/Fender Layout and Arrangement ........................................................................ 24
Loading (Vessel Stand-Off) .............................................................................................. 24
Structural Factors ...................................................................................................................... 25
Depth and Tidal Variations ............................................................................................... 25
Clearance Under Keel ...................................................................................................... 25
Apron/Pier Vertical Load Capacities ................................................................................. 25
Protection from Propeller Erosion ............................................................................................. 25
Side Thruster and Azipod Scour....................................................................................... 26
Protection Measures ........................................................................................................ 26
3 Apron Area ......................................................................................................................................... 27
Definition and Dimensions ........................................................................................................ 27
Operational Description............................................................................................................. 27
Luggage Loading Operations – Type of Equipment ......................................................... 28
Provisions ......................................................................................................................... 29
Vessel Doors .................................................................................................................... 30
Gangways ........................................................................................................................ 32
Vessel Utilities ........................................................................................................................... 35
Potable Water................................................................................................................... 35
Communications ............................................................................................................... 35
Bunkering ......................................................................................................................... 35
Oily Wastes ...................................................................................................................... 36
Sewage & Biosolids .......................................................................................................... 36
Garbage – Pollution by Garbage from Ships .................................................................... 37
Ballast Water .................................................................................................................... 37
Power (Cold Ironing/Onshore Power Supply) ................................................................... 37
Potential Future Considerations (LNG, etc.) ..................................................................... 37
4 Cruise Terminal Building .................................................................................................................... 39
Terminal Uses ........................................................................................................................... 39
Temporary Terminal ......................................................................................................... 39
Convertible Building ......................................................................................................... 40
Purpose-Built Terminal ..................................................................................................... 41
Mixed-Use Terminal ......................................................................................................... 41
Programme ............................................................................................................................... 42
Single Storey .................................................................................................................... 43
Multi-Storey ...................................................................................................................... 44
Embarkation in the Home Port .................................................................................................. 44
Spaces ............................................................................................................................. 45
Adjacencies ...................................................................................................................... 51
Disembarkation in the Home Port ............................................................................................. 51
Spaces ............................................................................................................................. 51
Port of Call (Transit Terminals). Embarkation & Disembarkation .............................................. 53
5 Ground Transportation Area (GTA).................................................................................................... 55
Function and Layout.................................................................................................................. 55
Mobility Patterns. Sizing Required Spaces ............................................................................... 58
Technical Requirements ........................................................................................................... 60
6 Financial Aspects ............................................................................................................................... 62
Business Plan ........................................................................................................................... 62
Costs ......................................................................................................................................... 63
Sources of Revenue.................................................................................................................. 63
Financing .................................................................................................................................. 64
7 Security .............................................................................................................................................. 65
Regulations ............................................................................................................................... 65
Port Facility Security Plan ......................................................................................................... 65
1
GLOSSARY OF TERMS AND ABBREVIATIONS
Several terms, expressions and abbreviations have been used in this report that may not be familiar to all
readers. A glossary of such terms is given below:
Air draught The maximum height of a ship above the waterline.

Alongside Describes the position of a vessel that is docked at a pier, rather than at anchor. In the latter case,
a ship must embark or disembark passengers via tender.
Anchor Device that connects a ship's mooring chain to the ocean or harbour bottom.
A-Pass ID card used by passengers during their cruise holiday. It is used for identification and for cruise-
related purchasing.
Approach channel Stretch of waterway linking the berths of a port to the open sea. There are two main types: the
seaway or outer channel in open water and the main approach or inner channel which lies in
relatively sheltered waters. The channel normally terminates at its inner end in a swinging and/or
berthing area which allows stopping and turning manoeuvres to be made.
Apron area Fenced area with access control at all entry/egress points behind the terminal building.
Azipod A marine propulsion unit consisting of a fixed-pitch propeller mounted on a steerable gondola
(‘pod’) which also contains the electric motor driving the propeller.
Ballast water Water to maintain the proper trim and buoyancy of the vessel.
Beam The extreme width of a ship at its widest part.
Beam max Also referred as breadth extreme, is the width of a ship over the outside of all planking or plating at
the widest frame.
Berth A designated location in a port used for mooring vessels when they are not at sea.
Boarding corridor Last part of the terminal building from which passengers join the vessel and the first area
passengers enter on their return.
Boarding pass Issued at time of check-in, this enables passengers not only to board the ship initially but, most
often, to re-board the vessel throughout the cruise.
Bollard A vertical projection from the pier or from the deck of a ship, to which a mooring line is tied or that
secures the ship's end of the line.
Breadth See ‘Beam’
Bunker Name given to the fuel that is used to operate ships. Bunkering is the action of supplying a vessel
with bunkers. Fuel oil comes in various types and many classifications, standards and grades.
Cage Steel container use to collect passenger luggage prior to embarkation for transfer to the vessel, and
prior to disembarkation for transfer to the pier where luggage is collected by passengers. Cages are
five feet (1.5 m) tall and have the same footprint as pallets.
Canopy Overhead roof or else a structure over which a fabric or metal covering is attached, to provide
shade or shelter.
Capacity, passenger In the cruise industry, the number of lower beds.
CIQP/CBP Also referred to as CBP and other names, depending on country, this set of Customs, Immigration,
Quarantine and Police spaces includes passenger queuing, processing, waiting, interview, holding,
health check, canine, bag check and more.
Class A group of vessels built to the same, or virtually the same design.
CLIA Cruise Lines International Association. An international trade association of cruise lines active in the
North American market. Its activities include promoting the cruise industry as well as training and
certifying travel agency personnel.
Cold ironing Process of providing shore-side electrical power to a ship at berth while its main and auxiliary
engines are turned off.
Concessionaire The holder or operator of a concession.
Counter Handling agent responsible for the ticketing process.
Crane Machine that can be used both to lift and lower materials and to move them horizontally.
Crew Expression used loosely to describe the total number of people working on a vessel.
Cruise line Company that operates cruise ships. Cruise lines are distinct from passenger lines which are
primarily concerned with transportation of their passengers: cruise lines, on the other hand, are
primarily in the leisure entertainment business, some of which takes place at the destination but a
great deal of which takes place aboard ship.
Cruise ship (1) A ship used for cruises; (2) a ship built primarily or exclusively for cruising.
2
Cruise terminal Building where passengers embark, disembark, or go ashore if the terminal is located in a cruise
port of call. Many terminals must be designed with the needs of both originating and transit
passengers in mind.
Customs The customs area includes processing counters, offices and other programme elements as
previously described in CIQP.
Deadweight tonnage (DWT) Carrying capacity of a ship expressed in terms of weight (metric tonnes). It is the difference
between an empty ship in normal operating condition and the same vessel with a full cargo.
Draft/draught The depth of water required by a vessel to float. Distance from the waterline to the lowest point of
the keel of a vessel.
Embarkation The process of passengers and/or crew going aboard a vessel for the first time during the initial day
of the cruise.
Fender Bumper used to absorb the kinetic energy of a vessel. Fenders are typically manufactured out of
rubber, foam elastomer or plastic.
Finger Vertical structure connecting boarding corridor to the cruise.
Forklift Powered industrial truck used to lift and move materials short distances.
Gangway Narrow walkway used by passengers and crew to board a ship. In most ports, there will generally
be a separate gangway for crew
Gross register tonnage Unitless measure of a ship's volume. In general terms, equals one hundred cubic feet (2.83 m3) of
(GRT)/Gross tonnage (GT) enclosed space.
Ground transportation area Space next to the terminal building to provide all transportation modes for the embarkation and
(GTA) disembarkation of passengers.
Head tax/tariff A tax levied by a government, port authority, or port operator on cruise ships for every passenger
on board vessels calling at that port.
Home port The port at which a cruise ship starts/ends its voyage.
International Maritime The IMO is a consultative and advisory board of the United Nations, established in 1948 to review
Organization (IMO) current maritime issues and set international commercial shipping policy.
Interporting operation A mixed operation between turnaround and transit operations, where some passengers begin/end
their journey and others stop over.
Keel The backbone of a ship, the longest continuous girder or line of plates at the bottom of the vessel.
Knot The primary unit of speed in navigation, equal to one nautical mile per hour. A speed of one knot is
equal to 1.15 land miles per hour (1.85 km/h).
Length overall (LOA) Total length, including any accidental structure that may extend this dimension.
Lower bed/berth Number of passenger beds on a cruise ship calculated in accordance with the industry practice, by
multiplying the number of passenger beds by two per cabin.
Meet and greet Space for passengers inside a terminal building to gather and meet others; last space in the
terminal before exiting
Overhanging deck Deck extending beyond the sides of the ship.
Port Authority Governing and administrative authority of a port. The port authority handles day-to-day
administrative operations, planning, and long-range policy issues.
Port of call Any port, except its home port, being visited by a Cruise Ship.
Propeller Type of fan that transmits power by converting rotational motion into thrust.
Stakeholder An accountant, group, organisation, member, or system that affects or can be affected by an
organisation's actions.
Stevedoring Service used by ships to load and unload passenger luggage as well as stores in ports.
Terminal building Building at a port, where passengers transfer from the ground transportation area to the cruise ship.
Within the terminal, passengers transfer their luggage and go through security.
Thruster Propulsive device used by ships for station keeping, attitude control, in the reaction control system,
or long-duration, low-thrust acceleration.
Ticketing/check-in Process that enables passengers to check in luggage onto a cruise and obtain a boarding pass.
Transit operation Operation in which the cruise ship calls at a city and continues to other ports.
Transit passengers Passengers who stay on board a vessel for a second cruise when a vessel completes a cruise
itinerary
Tug Ship that manoeuvres vessels by pushing or towing them.
Turnaround operation Operation in which a cruise ship itinerary starts or ends at the same port.
Turning basin An area within a harbour of sufficient size for ships to turn around.
3
ABBREVIATIONS
AWTS Advanced wastewater treatment system
CBP Customs and border protection
CIQP Customs, immigration, quarantine and police
DWT Deadweight tonnage
ft Feet (1 foot = 0.3048 m)
GRT Gross register tonnage
GTA Ground transportation area
hp Horsepower
HRT Highest recorded tide
IMO International Maritime Organization
ISPS International Ship and Port Facility Security Code
km Kilometre
km/h Kilometres per hour
kN/m Kilonewtons per metre
kV Kilovolts
kW Kilowatts
LNG Liquefied natural gas
LOA Length overall
LRT Lowest recorded tide
m Metre
MarCom Maritime Navigation Commission (of PIANC)
MHHW Mean highest high water
MLLW Mean lowest low water
MSL Mean sea level
MW Megawatts
PAX Passenger
PFSA Port facility security assessments
PFSP Port facility security plan
Permanent International Association of Navigational Congresses (now the World Association for
PIANC
Waterborne Transport Infrastructure)
ROM Recommendations for maritime works (Spanish)
RPM Revolutions per minute
RSO Recognised security organisation
SLR Sea level rise
SOLAS International Convention for the Safety of Life at Sea
t Tonne
tph Tonne per hour
UHMW Ultra-high molecular weight polyethylene
WG Working Group (PIANC)
4
0 PREFACE
Introduction
This report has been drafted by an international working group (WG 152) set up by PIANC in 2012. The
objective of the work was to provide a guideline for the functional design of cruise terminals, by reviewing
the current state of the art of the needs of modern cruise ships and evaluating the ship/port interface
and the port facilities involved in cruise traffic. This document embodies a flexible design approach so
that terminals can be adapted to the various current and future needs of cruise companies.
The World Association for Waterborne Transport (PIANC) is the forum in which professionals around
the world join forces to provide expert advice on cost-effective, reliable and sustainable infrastructures
to facilitate the growth of waterborne transport. Established in 1885, PIANC continues to be the leading
partner for government and the private sector in the design, development and maintenance of ports,
waterways and coastal areas. As a non-political and non-profit organisation, PIANC brings together the
best international experts on technical, economic and environmental issues pertaining to waterborne
transport infrastructures. Members include national governments and public authorities, corporations
and interested individuals.
PIANC WG 152 completed this study in early 2016 and the final report was published in July 2016.
Scope
PIANC Working Group 152 has prepared this document to provide technical guidelines for assisting the
development of cruise port facilities. Based on the newest trends in cruise ships and the industry in
general, the document covers all areas involved in the operation of a cruise ship: waterside drivers,
apron area, terminal building and ground transportation area. In view of the importance to the cruise
industry of port security and operational and financial aspects, special emphasis has been laid these
two topics.
Terms of Reference
The Terms of Reference for WG 152 were laid down by the Maritime Commission of PIANC and can be
summarised as follows:
 The cruise industry has experienced incredible growth over the past decade. There has been an
increase in the number of cruise shipping lines, in their fleets (in the number and size of the ships)
and more and more ports are interested in joining this industry. Those already involved must be
constantly updated to meet the cruise lines’ needs and follow new trends. In this evolving market
context it is fundamental that port development can be carefully planned, with specific up-to-date
cruise terminals and other cruise berthing facilities.
 The report is the result of a thorough investigation of the functional design of cruise terminals and
facilities (home and transit terminals), modern cruise ship design features, port security related
issues and aspects related to port logistics (where there is a large number of passengers).
 The approach used has included a preliminary audit phase, technical visits to cruise terminals,
comparison of experiences, rules and regulations and best practices.
 Members of the group represent various disciplines: port facility managers, port terminal/facility
designers, port security experts and cruise-line managers.
 The report is useful to countries in transition with a significant tourist attraction capability.
Study Management
Structure of the Report
After an introduction to the main features of the cruise industry the report focuses on the various port
areas to be taken into account when designing a cruise terminal: waterside, apron, terminal building and
ground transportation area. There follows a chapter on financial aspects. In view of its crucial
importance, port security is covered separately at the end of the document.
5
Members of WG 152
Mr David Pino
Chairman of WG 152
Barcelona Port Authority, Spain
david.pino@portdebarcelona.cat
Mr Tor Hellesen
Kystverket – Norwegian Coastal Administration, Norway
tor.hellesen@kystverket.no
Mr Gary Ledford
CH2M, Inc., USA
gary.ledford@ch2m.com
Mr Andrew McTigue Pedrick

NCARB, LEEDap, USA
apedrick@mctigue.net
Mr Arie Mol
LievenseCSO, The Netherlands
amol@lievensecso.com
Mr Jorge Nasarre
Balearic Port Authority, Spain
jnasarre@portsdebalears.com
Mr Don Oates, P.E, D. PE

KPFF Consulting Engineers, USA
don.oates@kpff.com
Dott. Roberto Perocchio

Venezia Terminal Passeggeri, Italy
r.perocchio@vtp.it
Ms Carla Salvadó
Secretary of WG 152
Barcelona Port Authority, Spain
carla.salvado@portdebarcelona.cat
Mr Rafael Escutia
Mentor of WG 152
Port Insight
escutia.r@portinsight.com
Special thanks go to all those partners of the industry who kindly provided information and feedback for
this guideline. We also acknowledge the collaboration of Eng. Sergi Ros of the Barcelona Port Authority.
Meetings
A total of five WG meetings were held during the course of the project. Constant and smooth email
communication with all members was crucial to the success of the report.
6
Related PIANC Reports
The following PIANC reports are mentioned in this document:
MarCom WG 33 ‘Guidelines for the Design of Fender Systems’ 2002 – updated 2004
MarCom WG 121 ‘Harbour Approach Channels – Design Guidelines’ 2014

MarCom WG 158 ‘Masterplans for the Development of Existing Ports – Technical Guidelines’ 2014
MarCom WG 180 ‘Guidelines for Protecting Berthing Structures from Scour Caused by Ships’ 2015
7
1 GENERAL ASPECTS
Cruise Industry Outlook
Cruise tourism has been one of the fastest growing sectors of the tourist industry for the past 25 years.
Since 1980, the industry has had an average annual passenger growth rate of some 8 % per year. This
growth is expected to continue in the future.
Cruising makes an important contribution to economies. It creates vital jobs and wealth for the region.
According to the Cruise Lines International Association (CLIA), the total economic impact of the industry
in 2014 was US$ 119.19 billion, and it helped to support nearly 940,000 jobs and US$ 40 billion in wages
worldwide.
In 2014 more than 22 million people took a cruise. The main source markets are: North America (12
million), Europe (6.40 million, mostly from Germany and UK), Australia (1 million), China (0.70 million)
and the rest of the world (2.84 million). The Asia region is currently considered as one of the most
important emerging markets for cruise lines and it is expected to experience spectacular growth over
the coming years. Furthermore, the low level of penetration in the main markets (3.50 % in the USA,
2.80 % in the UK, 2.10 % in Germany, etc.) demonstrates the potential for cruise tourism.
As far as cruise destinations are concerned, the Caribbean is the leading region with a 37 % share,
followed by the Mediterranean (20 %), northern Europe (11 %), Australia (6%), Alaska (5 %), Asia (4
%), South America (3 %) and other regions (14 %). Again, the most dynamic region in recent years is
Asia. The market shares of each region depend on many factors: the tourist attraction of the area, its
seasonality, proximity to source markets, the willingness of cruise lines to develop new markets, etc.
South Cruise Destinations

America Other regions
Asia 3% 14% Caribbean
4% 37%
Alaska
5%
Australia
6%
North Europe Mediterranean

11% 20%
Figure 1.1: Cruise destinations

(CLIA, 2015)
A fleet of more than 300 cruise vessels was deployed in the above-mentioned markets during 2015 and
nowadays there are 41 cruise ships on the order book, adding more than 132,000 lower beds to the
cruise offering. These new ships will be built with the right size and services to serve a specific market.
Note one clear trend: ships are getting bigger. New cruise ships are being built with between 130,000
and 230,000 Gross register tons (GRT) with capacities for up to 6,000 passengers. GRT as well as
number of passengers per ship has doubled in the space of 15 years, while the length of the largest
vessels has increased 12 % per year over the same period. For the time being, the trend of larger ships
shows no sign of abating, although cruise vessels are of a similar length to the largest container and
bulk vessels, where the increase in vessel size started earlier.
Underlying the growth of vessels is the cost per passenger, as larger vessels tend to be able to offer
lower cost per passenger, thereby broadening the potential cruise market, and making cruising one of
the more economical types of holiday.
Although the cruise fleet is operated under 52 brands, cruise lines are now concentrated in few large
groups: Carnival Corporation (48 % of passengers worldwide), Royal Caribbean Cruise Ltd (24 %) and
Norwegian Cruise Lines (11 %). Those three corporations, together with MSC (5 %), control 88 % of the
8
sector. Nevertheless, the growing prospects of the industry are attracting new players; some of them
are outsiders like Virgin Cruises, with others coming from river cruising, like Viking Cruises. Chinese
and Asian cruise brands are also expected to emerge.
Others
12%
Cruise lines
MSC Carnival
5% Corporation
Norwegian 48%
Cruise Lines
11%
Royal
Caribbean
Cruise Ltd
24%
Figure 1.2: Cruise lines

(CLIA, 2015)
In this context, more and more ports have developed an interest in expanding their cruise activities. But
before taking the decision to enter the cruise business, a port should analyse its potential as a cruise
port. Although the success of a port might depend on many factors, we can identify the key success
ones as the following: the attractiveness of the region to tourism, the location of the port within this
region, the proximity to other ports which might be part of the itinerary, the accessibility of the destination
(by air, rail, sea, etc.) and the port facilities. Depending on how far they meet those criteria, and their
importance, ports should decide whether or not to develop the cruise sector, or to become a transit or
turnaround port.
Once the decision is taken, in view of this quickly evolving market it is fundamental that port development
be carefully planned, with specific and up-to-date cruise terminals and other berthing facilities.
Planning a Cruise Terminal
The first thing to consider when deciding where to site a cruise terminal is the situation of the cruise
market for the particular area where it is to be located.
The location of the terminal should also be in line with the master plan of the port, so that, in the long
term, it is fully integrated with transport and urban planning strategies. Further information on master
plans can be found in PIANC Working Group 158 – ‘Master Plans for the Development of Existing Ports’.
From a maritime viewpoint, we cannot ignore minimum requirements for draughts, berthing lines and
navigation channels. And for inland parameters, we should analyse the proximity of the cruise terminal
to the city, highways, road traffic disruption, accessibility, car parking and public transport facilities.
To conclude, there must also be provision for the various spaces inside the cruise terminal: apron area,
terminal building, ground transportation area, city connectivity and waterside drivers.
9
Figure 1.3: Different areas involved in the operation of a cruise ship
(Port of Barcelona, 2015)
Types of Terminals
The design of the cruise facilities will depend on a number of factors. One of the most important is the
kind of operations that are to be carried out at the facility. A cruise ship might use the port facilities for
turnaround operations, transit operations or both (interporting). Depending on the positioning strategy
of your port/destination, cruise ships will operate in one way or the other, their needs will differ and will
therefore dictate the design of the terminal.
Figure 1.4: Terminal D at the Port of Barcelona

The three kinds of operations are defined as follows:
Home Port (Turnaround)
A home port terminal serves as a location where a cruise vessel starts/ends its voyage. The ships need
to arrive early enough so that passengers can make flight connections, passengers need to be
processed through customs and immigration, and baggage unloaded. Stores for the next cruise need
to be loaded, baggage from arriving passengers scanned and loaded, passengers processed through
ticketing, and spare parts, deck supplies and bunkers (potable water and fuel oil) taken aboard. Also
minor repairs may be undertaken during the ship’s stay in the home port. Plus, a portion of the crew will
need to be allowed to visit the home port’s community, primarily for shopping, and return before the ship
departs. All of this activity needs to take place in an orderly manner within about 12 hours.
In general, the majority of passengers will embark/disembark at the home terminal, which requires
special facilities including terminal building, parking and transport to the airport for a large number of
people starting or ending their cruise, in an efficient manner.
10
Home ports are generally found in locations with a large airport capacity, good accessibility by road,
sufficient hotel capacity and the required port facilities. Attractiveness for the passenger of the location
will enhance its success as a home port terminal.
Port of Call (Transit)
During a cruise, a cruise vessel visits a number of ports that are of interest to passengers. The port may
be located in the vicinity of sites of historical or recreational importance, or offering any other reason for
tourists to visit that area.
In general, ships arrive early in the morning and depart late in the afternoon. The port of call will require
a fast and efficient system for transporting passengers to the points of interest or recreational spots.
Interporting
Ports of call increasingly function as a home port for part of the passengers and home ports increasingly
function as a transit port for part of the passengers. When a ship has both transit and turnaround
passengers on board, this is known as interporting. For the transit port, interporting will require extra
facilities for receiving and handling the luggage and for a home port, interporting will require the terminal
to handle different flows of people at the same time.
Cruise terminals can also be divided up according to their use, depending on the development of the
cruise market and demand at that Port. In this case there are four categories: temporary, convertible,
purpose-built and mixed-use terminals. All of them are broadly explained in Chapter 4 – ‘Cruise Terminal
Buildings’.
11
2 WATERSIDE DESIGN DRIVERS
In order to facilitate the design of waterside infrastructure, several general considerations must be
determined including the following:
 Use of facility as a home port or port of call

 Number and size of vessels
 Operational conditions during storm events – will the vessel move off the pier when storm events
occur?
 Specific vessels or vessel types (sizes) that may utilise the facility
 Operational needs of stevedoring
 Desired berthing patterns (port or starboard side to)
Vessel Characteristics
The cruise industry is evolving constantly. The one constant with cruise vessels is that they have
continued to grow in all dimensions for over 40 years.
At the time of writing, the largest cruise vessels include the 2009-built Allure and Oasis of the Seas with
an approximate capacity of 5,400 pax, length 360 m (1,181’), beam 47 m (154’), and a GRT of 225,282.
This vessel size differs significantly from the 1970-built Song of Norway with an approximate capacity
of 724 pax, length 168.50 m (553’), beam 24.10 m (79’) and GRT of 18,400.
But size is not the only change experienced in the last year. Higher manoeuvrability, design changes
and the use of technology are also key aspects to be considered.
Figure 2.1: Allure of the Seas

(Royal Caribbean, 2015)
Dimensions
Although Cruise Ships are frequently classified by size, the classifications are generally associated with
a particular commercial cruise line and not a more general industry-wide characterisation. There follow
some examples of the main shipping lines’ classifications of their cruise fleet.
12
Lower Thrusters
CARNIVAL DWT LOA Draught Air Draught Beam Beam max
GRT beds (bow/stern –
CORPORATION (T) (m) (ft) (m) (ft) (m) (ft) (m) (ft) (m) (ft)
(pax) nº - kW)
260.60 m 7.77 m 54.25 m 31.39 m 36.00 m B-3-1500
Fantasy class 70,367 7,180 2,056
(855 ft) (25.50 ft) (178 ft) (103 ft) (118.11 ft) S-3-1500
293.52 m 7.77 m 52.50 m 32.31 m 38.80 m
Spirit class 88,500 7,200 2,124 B-3-1910
(963 ft) (25.50 ft) (172 ft) (106 ft) (127.30 ft)
272.19 m 8.23 m 60.96 m 35.36 m 35.54 m
Destiny class 101,353 11,142 2,642 -
(893 ft) (27.00 ft) (200 ft) (116 ft) (116.60 ft)
272.19 m 8.23 m 64.00 m 35.36 m 35.54 m B-3-1720
Triumph class 101,509 10,774 2,758
(893 ft) (27.00 ft) (210 ft) (116 ft) (116.60 ft) S-3-1720
290.47 m 8.23 m 64.00 m 35.36 m 35.54 m B-3-1720
Conquest class 110,000 11,100 2,974
(953 ft) (27.00 ft) (210 ft) (116 ft) (116.60 ft) S-3-1720
289.56 m 8.23 m 64.00 m 35.36 m B-3-1720
Splendor class 113,300 11,843 2,974 -
(950 ft) (27.00 ft) (210 ft) (116 ft) S-3-1720
306.10 m 8.23 m 64.00 m 37.19 m B-3-2200
Dream class 130,000 13,815 3,646 -
(1,004 ft) (27.00 ft) (210 ft) (122 ft) S-2-2200
321.56 m 8.53 m 64.00 m 37.19 m
Vista class 135,000 11,000 4,000 - -
(1,055 ft) (28.00 ft) (210 ft) (122 ft)
Lower Thrusters
ROYAL DWT LOA Draught Air Draught Beam Beam max
GRT beds (bow/stern –
CARIBBEAN (T) (m) (ft) (m) (ft) (m) (ft) (m) (ft) (m) (ft)
(pax) nº - kW)
268.32 m 7.85 m 52.00 m 32.20 m 36.00 m B-2-1720
Sovereign class 73,192 6,953 2,278
(880 ft) (25.75 ft) (170.50 ft) (106 ft) (118.11 ft) S-1-1720
279.00 m 7.90 m 52.00 m 32.20 m 35.60 m B-2-1750
Vision class 78,340 5,000 1,998
(915 ft) (25.92 ft) (170.50 ft) (106 ft) (116.80 ft) S-1-1750
293.20 m 8.50 m 52.50 m 32.20 m 39.80 m
Radiance class 90,090 10,759 2,112 B-3-2010
(962 ft) (27.89 ft) (172.20 ft) (106 ft) (130.58 ft)
311.12 m 9.10 m 63.40 m 38.60 m 39.04 m
Voyager class 137,276 11,132 3,114 B-4-3000
(1,020 ft) (29.86 ft) (208.00 ft) (127 ft) (128.08 ft)
338.04 m 8.80 m 67.00 m 38.60 m 39.04 m
Freedom class 154,407 10,600 3,634 B-4-3400
(1,112 ft) (28.87 ft) (220.00 ft) (127 ft) (128.08 ft)
347.17 m 8.82 m 41.40 m 49.47 m
Quantum class 168,666 12,000 4,180 - B-5-3500
(1,139 ft) (28.94 ft) (136 ft) (162.30 ft)
360.00 m 9.32 m 72.00 m 47.00 m 65.70 m
Oasis class 225,282 15,000 5,400 B-4-5500
(1,181 ft) (30.57 ft) (236.00 ft) (154 ft) (215.55 ft)
Lower Thrusters
DWT LOA Draught Air Draught Beam Beam max
MSC CRUISES GRT Beds (bow/stern –
(T) (m) (ft) (m) (ft) (m) (ft) (m) (ft) (m) (ft)
(pax) nº - kW)
251.30 m 6.60 m 47.24 m 28.80 m 28.80 m
Lirica class 58,825 6,561 1,684 B-2-2350
(830 ft) (21.70 ft) (155.00 ft) (95 ft) (95 ft)
293.80 m 7.90 m 51.82 m 32.20 m 32.20 m B-3-2300
Musica class 92,409 10,000 2,550
(964 ft) (25.90 ft) (170.00 ft) (106 ft) (106 ft) S-2-2000
333.30 m 8.50 m 59.44 m 37.92 m 37.92 m B-3-3100
Fantasia class 137,940 15,000 3,900
(1,093 ft) (27.80 ft) (195.00 ft) (124 ft) (124 ft) S-2-3100
323.00 m 8.80 m 41.00 m 41.00 m
Seaside class 152,050 11,385 4,500 - -
(1,060 ft) (28.87 ft) (134 ft) (134 ft)
Lower Thrusters
NORWEGIAN DWT LOA (m) Draught Air Draught Beam Beam max
GRT Beds (bow/stern –
CRUISE LINE (T) (ft) (m) (ft) (m) (ft) (m) (ft) (m) (ft)
(pax) nº - kW)
258.50 m 8.00 m 54.25 m 32.20 m 36.00 m B-3-1700
Sun class 78,309 7,100 1,936
(848 ft) (26.25 ft) (178 ft) (106 ft) (118 ft) S-2-1700
268.60 m 8.42 m 49.38 m 32.20 m 32.30 m B-2-2360
Spirit class 75,904 8,530 2,018
(881 ft) (27.62 ft) (162 ft) (106 ft) (106 ft) S-1-2360
294.13 m 8.20 m 51.82 m 32.20 m 32.30 m
Dawn class 92,250 7,500 2,244 B-3-2390
(965 ft) (26.90 ft) (170 ft) (106 ft) (106 ft)
294.13 m 8.60 m 54.25 m 32.20 m 37.80 m
Jewel class 93,502 7,500 2,376 B-3-2400
(965 ft) (28.20 ft) (178 ft) (106 ft) (126 ft)
329.45 m 9.03 m 60.96 m 40.64 m 40.64 m B-4-2250
Norwegian Epic 155,870 10,850 4,200
(1,081 ft) (29.63 ft) (200 ft) (133 ft) (133 ft) S-2-3000
325.65 m 8.60 m 59.44 m 39.70 m 39.71 m
Breakaway class 145,660 11,000 4,000 B-3-3000
(1,068 ft) (28.22 ft) (195 ft) (130 ft) (130 ft)
325.90 m 8.60 m 41.40 m 41.40 m
Plus class 165,157 12,000 4,200 - B-3
(1,069 ft) (28.22 ft) (136 ft) (136 ft)
Figure 2.2: Commercial cruise line classification (Carnival Corporation, Royal Caribbean,
MSC Cruises & Norwegian Cruise Line) (PIANC WG 152, 2015) (Source: Lloyd’s Register Marine)
13
Figure 2.3: Example of cruise line: Royal Caribbean
(PIANC WG 152, 2015) (Source: Lloyd’s Register Marine)
As we mentioned, the progression towards larger, wider, and higher passenger capacity, is the main
driver of vessels in recent years.
The following graphs identify the range of vessels that have been delivered over the past 15 years. Not
all vessels are covered, but those identified are intended to show the relative progression of vessel sizes
over that time.
If we take a look at the average evolution from 1999 to 2014, gross tonnage has increased from 50.000
GT to 110.000 GT, i.e. by 120 %. In terms of average cruise passengers, there has been an increase
from 1999 to 2014 from 1,300 pax to 3,100 pax, Finally, from 1999 to 2014, average length increased
from 200 m to 300 m (650’ to 980’).
14
Figure 2.4: Evolution of cruise dimensions (GRT, passengers & LOA) over the past 15 years (PIANC
WG 152, 2015)
A first attempt to classify cruise ships based upon the number of passengers could be as follows.
Figure 2.5: Cruise ship classification

(PIANC WG 152, 2015)
Besides the number of passengers, the number of crew members should also be considered, which will
depend on the size and service quality level of the cruise. The ratio could vary from 1 crew member per
passenger in a luxury cruise ship to 0.30 crew members per passenger in a standard ship.
Tonnage
Vessel tonnage has increased significantly. The practicable maximum for gross tonnage is open to
speculation, but it is clear that the larger vessels provide economies of scale that are attractive to cruise
line operators. At present, the Oasis class Royal Caribbean International vessels at 225,282 gross
tonnes are the largest cruise vessels afloat or known to be on order.
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Overhanging Decks, Lifeboats, Etc.
As with vessel mass and dimensions, the hull geometries of modern cruise vessels are ever more
complex. These complexities include overhanging decks (for navigation/berthing as well as passenger
uses), overhanging lifeboats, and hull geometries (bulbous bows, flared bows, thrusters,
Azipods).Specific vessels and hull geometries must be taken into consideration in the properly design
of shoreside infrastructure such as fender and bollard size and location, shore-power location, and
gangway placement (see Fig 4.18).
Figure 2.6: Examples of overhangs in Oasis Class and Epic

(Royal Caribbean & Norwegian Cruise Line, 2015)
Potential Future Changes in Vessel Characteristics
As we have seen, the one constant with cruise vessels is change. Accordingly, facility design should be
carefully thought through to evaluate anticipated changes. These can include vessel modifications, but
more likely will include cruise line schedule changes that would bring newer and probably larger vessels
to the facility. The new technologies recently incorporated in the check-in process of cruise passengers
and their luggage will definitely determine the layout of future terminals, as explained in Chapter 4.
Navigation & Berthing
Due to the range of vessel types, sizes, and conditions requested by vessel operators, navigation access
and berth areas should be designed specifically for each vessel and facility. The following are therefore
general guidelines, each of which should be fully reviewed and modified as needed in line with facility
conditions and operational requirements.
Approach/Entrance Channel and Manoeuvring Area Characteristics
Minimum water depth in the entrance/approach channel to the vessel berth must provide safe under-
keel clearance during all vessel movements and all operational loading conditions. Design depth must
incorporate the maximum draught; allowances for vessel heel, trim and squat; allowances for wave
conditions anticipated during vessel approach; and a desired under-keel clearance typically identified
by the vessel owner/operator. The combined effect of these conditions can increase the channel depth
requirement by up to approximately 3.00 m (10’) greater than the vessel design draught (see PIANC
WG 121 (2014)).
Modern cruise vessels are very manoeuvrable in most sea conditions thanks to their bow/stern thrusters
and Azipods. This infrastructure provides sufficient vessel control so as to minimise approach channel
widths. PIANC guidelines advise channel widths of the order of 5 x beam for mild conditions and 7 x
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beam for moderate conditions. However, in practice, some cruise facilities minimise this dimension to
the order of 2 x beam in the immediate vicinity of the berth area. Channel widths that are less than
PIANC guidelines should only be considered after adequate discussion with local pilots and following
vessel-specific arrival/departure simulation. Generally, this width grows with the length of the channel
approach and diversity of likely operating weather conditions.
Facility designers are reminded that most cruise ship owners prefer to approach the pier without tug
assistance, which could entail increasing the desired berth and channel-approach width.
Where there is overhead infrastructure, the air draught of vessels must also be considered. This varies
greatly by cruise vessel but has grown proportionally up to 70.00 m (230’) in several newer vessels. This
condition represents a significant demand and must be considered when determining acceptable cruise
facility placement.
Turning Basins
Where turning basins are required, PIANC standards suggest a diameter of 2 x LOA plus an allowance
for vessel drift appropriate for most weather conditions. Where waters are more protected, this
allowance may be reduced.
Figure 2.7: Recommended dimensions for the turning basin

(PIANC WG 152, 2015)
Prevailing Winds
Site-specific wind studies should be undertaken to determine prevailing wind conditions and their impact
on vessel manoeuvring and berthing. Where possible, berthing should be aligned such that vessel
arrival and departure from the facility can be accomplished efficiently in prevailing winds.
Site-specific studies also provide wind data to help determine acceptable design criteria for the facility’s
fendering and mooring systems. Generally, most on-shore facilities are designed for maximum wind
speeds of not less than 80 km/h (50 miles per hour). However, at-berth maximum wind speeds are
generally higher than the recommended approach wind speed. Higher winds, generally in excess of 46
km/h (25 knots), are likely to affect the manoeuvrability of the ship and tug assistance may be required.
Tides
Site-specific tide studies should be undertaken to ascertain at least the following: mean lowest low water
(MLLW), mean sea level (MSL), mean highest high water (MHHW), as well as both highest and lowest
recorded tide (HRT/LRT).
17
Figure 2.8: Tides scheme
(PIANC WG 152, 2015)
Design for all pier-side infrastructures (fenders, pier, utility connections, etc.) and equipment (gangways,
cranes, etc.) should accommodate vessel mooring throughout the entire tide range to allow unrestricted
vessel operations (see Chapter 3.2.3 – Vessel doors). In some locations, where seasonal use is the
norm, more restricted operating conditions may be considered.
An allowance for anticipated sea level rise (SLR) over the design life of the facility should also be
considered.
Weather Conditions
When designing facility waterside infrastructure, owners/cruise-lines should be asked to identify facility
requirements, including the maximum wind conditions at which a vessel will attempt to approach and
leave the facility. Obviously, the more extreme the weather conditions, the greater the demand on the
facility infrastructure.
Generally, facilities are identified to harbour vessels during extreme events or maximum event
conditions of wind or waves. Where these conditions are exceeded, the vessel is removed from the
facility to prevent damage to the facility and vessel.
In home-port operations, ship schedule is one of the most important factors as far as the cruise lines
are concerned. Because of the need for passengers to connect to the various modes of transportation
that they use to arrive at the terminal, the home port needs to make contingency plans in case major
storm events force a ship to use another port. Buses or other means of mass transit will be needed to
transfer passengers from the ‘refuge’ port back to the home port. Ports of call do not have to contend
with this as ships have the option of skipping a port of call in bad weather.
If the home port cannot accommodate the ship’s schedule, or does not have an adequate heavy-weather
plan or agreement with nearby ports, the cruise line will consider pulling its ships and moving to an
another port.
Waves and Currents
Once design weather conditions are identified, a site-specific analysis to determine the approach angle,
significant wave height, peak period and wave length should be performed for the design event. These
data are used to support the design of mooring and berthing hardware.
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Berth Length
In general, the berth area required for safe arrival/departure and securing of the vessel allows for a
minimum clearance of 10 % of the vessel length (LOA) at both bow and stern up to a maximum of 30 m
(98’) and a minimum of 15 m (49’); in the latter case simulation studies are recommended. Some vessel
operators prefer to determine clearances using a range of between 0.5 x beam and 1.0 x beam to
provide a better focus on the line geometry at the bow and stern of the vessel.
Figure 2.9: Required berth length

(PIANC WG 152, 2015)
Mooring Systems
Configuration
Cruise vessels are generally moored using ‘alongside’ type arrangements where the maximum pier
frontage adjacent to the vessel offers loading/unloading efficiencies. However, in some circumstances,
vessels are moored to piers that are shorter than the vessel, using fixed or anchored dolphins to secure
the offshore end of the vessel.
This kind of mooring is more common in transit calls because pier operations do not need so much
space.
Figure 2.10: Mooring system

(Port of Venice, Port of Palma de Mallorca, Port of Miami, Port Everglades, 2015)
19
Design Considerations
Depending on vessel size and wind/wave conditions, vessels have been known to require as many as
30 mooring lines to be safely secured. The number of lines required depends on the design wind
conditions and the bollard position and capacity.
The more lines used, the more complex the mooring operation and the greater the likely impact on
pierside operations owing to the need to avoid working near mooring lines. Conversely, the fewer
mooring lines used, the greater the demand on individual bollards, and the more structure is required to
support the load.
Bollard Types
Mooring bollards are available in a wide range of sizes, shapes, load ratings, and materials. The specific
bollards at individual facilities vary somewhat by region and frequently by the preference of the end user.
Accordingly, it is important to liaise with the planned cruise line to confirm desired type and arrangement.
That said, the most common bollard types found at cruise facilities are single bitt, double bitt and, more
occasionally, T-head. Other less common bollard types are staghorn, kidney and cleats, designed for
smaller vessels.
Figure 2.11: Bollard types

(Maritime International Inc., 2010)
Load Capacities
Load capacity requirements are determined through a site and vessel specific mooring analysis taking
into account design wind conditions, current, tides, and the impact of passing vessels. Modern cruise
facilities generally utilise higher capacity mooring bollards ranging in capacity from 100 t to as much as
200 t.
Layout and Arrangement
Cruise piers typically have all mooring hardware placed along the face of the pier in close proximity to
the vessel. This entails some disadvantages for handling higher mooring line loads, but does provide
an apron area unencumbered by mooring lines that would otherwise cross the pier (apron area) if offset
bollards were utilised.
The configuration needs to be designed for the specific design vessels planned at the facility. However,
mooring hardware is generally spaced relatively close together at approximately 20.00 m (65’) to 30.00
m (98’) apart. This spacing corresponds to bent locations on pile-supported wharf structures and in
many other cases for distributing the loads along the girder cantil of the vertical wharf. Furthermore,
larger, high-capacity mooring hardware is typically placed at the ends of the berth area to accommodate
the heavier loads and greater number of lines coming from the bow/stern of the vessel. This location
allows greater control of vessel position by the lines originating at the far side (waterside) of the vessel.
Due to the high loads associated with wind forces on cruise vessels (which have a significant wind sail
area), it is not uncommon to provide as many as 12 to 18 high-capacity (100 t or greater) storm bollards
for mooring vessels in high wind events. In order to leave as much unencumbered working area along
the face of the vessel as possible, these bollards are typically clustered at the bow and stern. If these
20
storm bollards are placed in the middle of apron area, it is necessary to study how the various vessel
utilities provided and operations may be affected.
Though there is no single correct mooring bollard pattern, it is reasonable to anticipate a bollard
configuration that might include the following for an Oasis Class size vessel moored on a 415 m (1,361’)
pier with a design wind of 65 km/h (35 knots):
 Four to five 100+ t capacity bollards within the 30 m (98’) to each side of both bow and stern (eight
to ten bollards in total).
 An additional six to eight lower-capacity (50 to 60 t) bollards at 18.3 m (60’) to 25 m (82’) on-centre
along the primary berth frontage.
Figure 2.12: Mooring configuration of Oasis of the Seas in different ports

(Royal Caribbean, Port of Barcelona and Port Everglades, 2015)
It is also understood that for mega cruise ships, some cruise lines require 150-200 t bollards for breasting
lines and 50-100 t bollards for spring lines. Due to the significant schedule and cost considerations of
this type of work, it is recommended that facility owners consider the potential for use of the facility by
larger ships which may require larger and more tightly spaced mooring hardware, with the aim of
accommodating the widest variety of vessels of the market.
Fender Systems
The detailed design of fender systems is well covered by PIANC WG 33 documents. There follow
general considerations and design criteria, specific to the cruise industry.
Configuration
Cruise vessel facilities are typically provided with fender systems along the full frontage of the berth
area to absorb the energy of an impact during vessel berthing and to provide a soft buffer between the
pier and vessel while moored. The use of fenders to increase the stand-off distance from the pier face
can offer advantages for vessel loading where the pier deck is above the vessel provisioning doors
(breaks). These systems can also offer advantages by spreading the load across a wider section of the
pier.
Design Considerations
Primary design considerations for marine fenders include the energy to be absorbed during berthing,
the load that may be safely imparted on the vessel side wall and wharf structure (fender reaction limit),
and the deflection required to absorb the energy without exceeding the reaction limit. Properly designed
fenders should not cause structural problems. Loads imposed by the vessel are distributed during
berthing as well as by environmental conditions (primarily wind and wave) without damaging either the
wharf structure or the vessel.
The choice of fender type depends on the specific application as well as both the vessel and wharf
characteristics. Principal considerations include energy absorption requirements (vessel mass and
velocity of berthing event), maximum allowable reaction forces (wharf and vessel), and desired vessel
stand-off distance.
21
Figure 2.13: Fender deflection
(PIANC WG 152, 2015)
Fender Types
Foam Filled
Floating or fixed foam-filled fenders provide high energy absorption, low hull pressures, and a non-
abrasive contact surface preferred by many cruise lines. These fenders perform best when they are
placed such that they compress against a relatively flat surface on the pier. This may require the addition
of a panel or closely spaced vertical piling on pile-supported wharves. The compressibility of the fender
units should also be evaluated to ensure that operating wind conditions will not compress the fender so
that it restricts adequate provisioning of vessels.
Figure 2.14: Foam-filled fender

(Port of Miami, 2015)
Buckling Panel
Buckling fender systems come in a wide variety of shapes and sizes and combine high energy
absorption with low reaction loads. These fenders are typically panelised and work well where the pier
frontage is limited and provides only a relatively small area to support the fenders and chains. These
fenders are typically somewhat stiffer than foam-filled fenders so tend to maintain the vessel-pier stand-
off distance in higher winds. However, hull protrusions, such as belting, can exert high concentrated
loads on the panel face, or they can get caught on the top edge of the panel as the tide ebbs, and
damage the fender.
22
Figure 2.15: Buckling panel
(Port of Seattle, 2015) (Port of Palma de Mallorca, 2015)
Stand-Off Fender Barges (Floats)
This type of system is frequently used alongside piers with existing vertical pile fenders and uses small
floats or barges to provide a greater distance between the pier deck and the vessel, allowing all kinds
of operations without being inconvenienced by tides. Stand-off barges are typically outfitted with small
rubber fenders, faced with a UHMW plastic outboard and rub against fender piles on the inside. If
designed properly, stand-off floats can span between adjacent (existing) vertical pile fenders, allowing
installation at some facilities without significant alteration of the existing structure.
Figure 2.16: Stand-off fender barges

(Port of Seattle, 2015)
Load Capacities
The energy absorbed by the fender can be calculated as the kinetic energy of the cruise vessel and it
is closely related to the approach velocity of the cruise vessel. Approach velocity is highly variable and,
according to Spanish ROM Standard 0.2-90, depends on the berthing conditions. It ranges from 0.08
m/s to 0.60 m/s (see PIANC – ‘Guidelines for the Design of Fender Systems’, 2002).
Owing to the diversity of commercially available fender systems, fenders of almost any size and capacity
can be readily obtained. For cruise facilities, typical design load capacities to accommodate a 140,000
GRT cruise vessel berthing at 0.15 m/s can range from around 600 kNm to 1,200 kNm.
23
Mooring/Fender Layout and Arrangement
Fender spacing is designed to ensure the design vessel contacts the appropriate number of fender
panels at the design angle of approach. Moreover, fender selection and spacing often take account of
the pier structural systems, which can dictate fender placement. For example, on pile-supported piers,
this typically ranges from about 18 m (60’) on centre (on every third bent of piles). In many ports the
most common distance between each fender ranges from 15 m (49.20’) to 30 m (98.42’).
Figure 2.17: Fender spacing

(PIANC – ‘Guidelines for the Design of Fender Systems’: 2002)
Loading (Vessel Stand-Off)
Vessel berthing configurations differ depending on the tide range at the facility. This is due to the location
of the vessel baggage and storage shell doors which are typically between 1.50 m (4.92’) and 2.50 m
(8.20’) above the vessel water line. Where tide ranges are significant, the height of these doors can fall
below the pier deck, requiring fender systems and baggage handling processes that allow access to the
doors throughout the range of tides.
Where tide ranges are more modest, these considerations are not relevant. In these circumstances,
Cruise lines typically prefer stand-off to the vessel to be minimised to approximately 1.50 m to 2.00 m
(4.92’ – 6.56’).
In order to accommodate vessel provisioning at facilities where the tide range is such that vessel
doors/breaks are occasionally below the elevation of the pier, a prescribed stand-off distance between
the pier and vessel sidewall is required. This distance ranges from around 3.00 m (10’) to 3.70 m (12’)
and is typically maintained by the fender system. As noted previously, where prevailing winds tend to
push a vessel against the pier, account must be taken of the compression of the fenders to ensure that
this stand-off distance can be maintained.
3.00 to 3.70 m
Figure 2.18: Vessel provisioning

24
A secondary benefit of this additional stand-off distance is that more apron width is available for gangway
access and it minimises potential conflicts from vessel life-boat overhang (Fig 4.18).
Under either stand-off scenario, the global effect on mooring hardware, fender compression, gangway
access, vessel sway, etc. must be taken into account, as will be further explained in the chapter on
gangways.
Structural Factors
Depth and Tidal Variations
The height of the pier will need to be determined taking account of the range of vessels that could use
the facility. This includes both cruise vessels and service vessels.
Recommended pier elevation for new facilities should not be less than the lowest of:
 2.00 m (6.60’) above MLLW (Mean Lowest Low Water)

 1.00 m (3.30’) above HRT, or (Highest Recorded Tide)
 1.00 m (3.30’) above MHHW + SLR (Sea Level Rise)
Water draught recommended for large modern cruise vessels is 10.00 m (32.80’) (minimum) or 12.00
m (39.40’) (desirable).
Clearance Under Keel
Recommended minimum berth depth = design vessel draught + 2.00 m (6.60’). Additional depth should
be considered in areas where significant wind (wave) events are likely and where sedimentation of the
berth area is possible. Allowance for sedimentation can minimise the interval between maintenance
dredge events.
Apron/Pier Vertical Load Capacities
The apron structure must accommodate loading by the many service vehicles and equipment that are
required to turn around vessels efficiently. The fleet of vehicles used is very diverse and can include
emergency vehicles, delivery trucks, tanker trucks, forklifts, service cranes and mobile gangways. Each
of these equipment types must be evaluated to determine the controlling loads for structural design.
In general, wharf structures should be designed for each of the following load conditions, at a minimum,
in order to meet the service requirements of typical vessel loading:
 Uniform loading
 Truck loads
 Point loads from cranes and/or mobile gangways
But load conditions depend on the regulations of each country. Consequently, it is recommended to
review site-specific regulations.
Cruise pier load capacities are low compared with other port uses (container terminal, general cargo,
etc.). It is therefore fundamental to guarantee that activities carried out at the pier will be for cruises. For
any other port use, pier loads should be increased.
Protection from Propeller Erosion
High water velocities generated by cruise vessels manoeuvring with conventional propellers, thrusters
and Azipods can create scour conditions that impact the underwater slope and ultimately jeopardise the
pier/quay structural systems. Due to the significant forces generated by these powerful systems, the
site-specific velocities, in-situ soil conditions and resulting impacts must be studied carefully. For further
25
information, PIANC Working Group MarCom 48 (Report 180-2015) has produced a ‘Guideline for
Protecting Berthing Structures from Scour Caused by Ships’.
Side Thruster and Azipod Scour
Propulsion systems vary greatly between vessels, however modern cruise vessels are known to have
propulsion systems that can include:
 As many as 3 or 4 side thrusters located at the bow and stern of the vessel with a rated output of
5.50 MW (7,500 hp);
 or 3 Azipods and/or conventional shaft propulsion units with a rated output of ~22.00 MW (29,500
hp).
Protection Measures
Typical protection measures include providing structural protection made up of gabions, use of layers
of massive stones (in excess of the particle size determined to be moved by scour forces), and concrete
revetments. These structures must be placed throughout and extend well past the area of potential
impact due to the potential for scour to undermine the structures at their edges. Periodic review of field
conditions (bathymetry) and visual surveying is necessary to monitor conditions and ensure that the
facility does not suffer structural degradation.
26
3 APRON AREA
Definition and Dimensions
The apron is a fenced/secure area with access control at all entry/egress points. However, it is crucial
that the apron be easily accessible from (connected directly to) the street. In addition, separate
connection to the facility for service/emergency vehicles and passenger embarkation/ disembarkation
traffic will improve overall facility operations and vessel service times.
The wider and less obstructed the pier/wharf surface in the area immediately adjacent to the cruise
building and vessel service doors, the better. Construction on existing ‘finger’ piers where vessels are
serviced on each side of a central building has shown that vessel loading can occur with very modest
widths of apron surface (as little as 6.00 m (20.00’) to 9.00 m (30.00’)) however, it is generally
recommended for home ports that wider apron surfaces – of the order of 30.00 m (100.00’) – be
provided. In case of ports of call, an apron surface between 12.00 m (40.00’) to 22.00 m (70.00’) should
be enough.
The direct connection to the apron service area must pass through a manned security perimeter. The
operational pier service loading area is (securely) separated from the cruise terminal passenger areas.
Owing to the size of the vehicles used for servicing cruise vessels (containers, tanker trucks, etc.),
consideration for placement of the secure entry/egress locations on the pier to allow convenient entry
and egress is paramount.
APRON AREA
(6.00 to 30.00 m)
Figure 3.1: Apron area

Operational Description
For home port facilities, the ability to embark/disembark and fully provision a vessel within a short 9 to
12 hour window is crucial to meet many cruise itineraries. To accomplish this, proper consideration to
the layout of the facility should be given.
The area between the building and pier edge/vessel provides space for operations including any/all of
the following:
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 Stevedoring services including line-handling, baggage movement, utility connections, and
processing of waste streams from the vessel.
 Provisioning – access for vehicular circulation, parking, unloading, and access for load/unload
equipment (typically forklifts).
 Emergency vehicle access.
 Provision for site-specific needs such as police, customs, and terminal-tenant operations-control
vehicles.
Figure 3.2: Example of loading/unloading a cruise vessel

Here we’ll analyse the most important operations occurring in the apron area.
Luggage Loading Operations – Type of Equipment
Luggage is moved by forklift and baggage handling carriage from the ground floor of the cruise building
to the vessel luggage ports. Individual luggage carriages are moved by the forklifts to a point on the pier
within reach of mobile cranes and loaded onto loading cages which are lifted overside of the pier and
positioned such that the luggage carriage can be removed from the cage and onto the vessel through a
shell door. Nevertheless, there are various ways of loading/unloading luggage: ramps, cranes, forklifts,
cages, etc.
Figure 3.3: Loading luggage onto a cruise vessel

(Port of Seattle, Port Canaveral, 2015)
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Figure 3.4: Luggage loading ramp
(Port of Venice, 2015)
Provisions
The word ‘provisions’ for cruise ships refers to the supplies needed for a ship to properly serve the needs
of its passengers, crew, systems and equipment as well as its interior and exterior materials. Most often
at home ports, but at times also at ports-of-call, these supplies are provided onto the ship from trucks
cleared to drive near or onto the wharf where the ship is berthed. In the process of disembarkation,
embarkation and ship hoteling, the provisions arrive on these trucks soon after the ship arrives at berth.
This allows trucks to drive to a provisioning area adjacent the terminal with little or no interference with
passenger and staff vehicles.
For today’s larger ships a total of between 20 and 40 tractor-trailer size trucks may arrive in order to
serve the needs. Managing this flow, as well as providing proper manoeuvring, unloading and turn-
around space is critical to the success of this process. Generally speaking, provisioning shell doors on
ships are near the stern. Provisions need to be managed as close to these doors as reasonably possible.
This can be a challenge where ships may be berthed ‘port-to’ or ‘starboard-to’ depending on several
factors.
In addition to the vehicle space necessary for trucks to unload their supplies, two other factors are
important. The first is the road system as an extension of the ground transportation area (GTA). This
must allow for trucks to have a clearly separated flow out of the general GTA and into a queue for a
security check point. This also must allow for trucks to re-join the GTA and leave terminal property safely
and efficiently. The second is that certain provisions are perishable and need to be placed under cover
or even placed indoors, to avoid their being damaged prior to being loaded onto the ship.
The unloading of supplies and delivery to the ship is most often done by forklift. Operational space must
be provided so that forklifts can work smoothly, quickly and safely.
Figure 3.5: Vessel provisions

(Port of Barcelona & Port of Miami, 2015)
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It is also possible to provide a space next to the apron area where provisions and machinery can be
stored in order to organise and optimise this kind of operation.
Figure 3.6: Storage provisions

(Port Canaveral, 2015)
Vessel Doors
All vessels have doors with a variety of functions for various kinds of operations and users in the apron
area, namely: passenger and crew doors, vessel provisioning doors, luggage doors and vessel utility
doors.
Figure 3.7: Oasis of the Seas doors

(Royal Caribbean, 2015)
Main Passenger Embarkation/Disembarkation Doors
In general these doors are connected to the terminal building through gangways. Increasingly, larger
cruise vessels utilise two passenger gangways for embarkation and disembarkation. In many ports,
especially in transit operations, no mobile gangway is available and doors are directly connected to the
apron area.
Crew Embarkation/Disembarkation Doors
Unlike the passenger loading gangway, the crew gangway is more modest and generally takes up
substantially less dock area. In some cases the crew share the passenger door and
embarkation/disembarkation gangway.
Vessel Provisioning Door
All the food, beverages, spare parts and sundries necessary to serve passengers and crew for the
duration of the cruise must be loaded in similar fashion to the luggage during the vessel call. In addition,
used expendables, garbage, and recycled wastes from the prior excursion are off-loaded at the pier.
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These products are delivered and received on the pier space adjacent to the vessel by trucks of varying
sizes. All material is moved through the vessel access ports, via forklift crane to the deck, or ramp then
by forklift onto the pier for sorting and delivery to waiting trucks for transport off site to appropriate
disposal facilities.
Figure 3.8: Vessel provisioning door

Luggage Door
As explained in 3.2.1, these doors are used to load/unload luggage from and to the terminal.
Figure 3.9: Luggage doors

Vessel Utility Doors
Cruise vessels typically connect to several utilities including potable water, electrical systems, and
communication systems while at berth. These connections are made by flexible hose or conduit
connections and require monitoring throughout their use. In addition, pier space is required along the
pier/vessel interface to connect the various hoses. A typical cruise vessel will connect to shoreside
potable water in four or more locations and draw water throughout its time at berth.
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Figure 3.10: Connections to a cruise vessel
(Port Canaveral & Seattle, 2015)
Gangways
Historically, access to passenger vessels has been provided by any number of means including ladders,
stairways and, more recently, automated mechanical systems. Current design focuses on providing
systems that provide high throughput over a wide range of tidal elevations without restricting pierside
operations.
Where tide conditions approach approximately 3.00 m (10’) or more (from MLLW to MHHW), it is likely
that the gangway will need to be designed to accommodate passenger vessel door heights over a range
of at least 10.00 m (33’). It is also not uncommon to provide this range of motion over a horizontal
distance of approximately 122 m (400’) measured along the pier face.
Passenger gangway bridges must be designed to meet throughput needs, accommodate wide tidal
ranges and ship motions, and provide a safe means to board vessels in all weather conditions. In
addition, an understanding of the operational implications and local labour arrangements and work rules
is crucial.
The gangways are connected to the terminal building through the boarding corridor (boardwalk), as
explained under ‘Terminal building’ in Chapter 4.
Available Options
Several alternative designs are available for modern gangways including:
3.2.4.1.1 Fixed Gangway
These can be as simple as a ‘brow’ or short bridge leading directly from the pier deck to the vessel door
(as often used for crew access) or can be somewhat longer and set at an appropriate height to provide
(sloping) access over a greater tide range. Fixed gangways and pierside connections must be set at
heights and locations specific to each vessel. This type of gangway can provide a cost-effective solution
when a limited number of passenger door positions are being accommodated, the tidal range is relatively
modest and/or vessel time at pier is limited.
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Figure 3.11: Fixed gangways
(Port Canaveral, 2015)
3.2.4.1.2 Fixed Telescoping Gangway
Similar to jetway ramps, telescoping gangways can accommodate a wider diversity of vessel door
locations and tide ranges. These ramps are fixed at the building end and rotate/telescope to match door
location of the vessel. The vessel side is supported on wheeled legs, allowing the gangway to pivot
about the fixed building end. These gangways are able to adjust their slopes to accommodate disabled
and elderly passengers. Disadvantages of these systems are their cost, infrastructure requirements
(utilities and potential need to modify the wharf deck to accommodate loading) and potential impacts on
pierside operations owing to the gangway wheel loads.
Figure 3.12: Fixed telescoping gangway
3.2.4.1.3 Mobile Adjustable Gangways
These gangways are not fixed at either the building or vessel end. The added mobility provides almost
unlimited access to vessel doors at any location and height. In addition, these gangways typically
provide ramps and landings that offer the greatest control over ramp slope and thereby increase
throughput. This greater accessibility comes at some cost in relation to advanced gangway mechanical
systems (drive axles, elevation and levelling hydraulics, etc.) and potential impacts on the wharf deck
owing to gangway wheel loads. In addition, mobile gangways typically have the largest footprint on the
pier.
In order to determine which type of gangway to use in these cases, account needs to be taken of the
width of the pier, and also the maximum level difference between the embarkation/ disembarkation door
and the terminal. The resulting configuration can be parallel or perpendicular to the quay, with one or
more corridors, etc.
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Figure 3.13: Mobile gangway perpendicular to the quay
Port of Venice, 2015)
Figure 3.14: Mobile gangway parallel to the quay

(Port of Venice, 2015) (Port Canaveral, 2015)
Figure 3.15: Other gangways: L configuration, boarding tower

(Port of Venice)
Design (Geometric) Considerations
Design considerations for gangways of all types should be closely discussed with the facility owner and
all user cruise lines. Specific design considerations should include the following:
 The width of the pier is a key point, and defines the design of the gangway. In narrow piers (apron
area) gangways are likely to be parallel to the quay. Perpendicular gangway designs should be used
on wider piers and where the differences in level between terminal building and
embarkation/disembarkation door are small.
 Gangway geometric design will be conditioned by all the adjacent elements with the aim of obtaining
a compatible geometric performance. In particular, it is necessary to consider the boarding corridor
height, apron width, compression of the fenders, overhanging lifeboats, tides and vessel tolerance
movements, as illustrated in figure 4.18.
 Minimum clearance inside walkways should not be less than 2.00 m (6.60 ft).
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 Mobile gangways must comply with the applicable code for disabled persons. The American code
restricts the slope of the gangway to a maximum of 1:12 (H:V), and the European regulation to a
maximum of 8 %. Both also provide criteria for width and landing spacing.
 They should be adjustable for height and horizontal location at both vessel and building ends.
 They must be able to compensate automatically for ship movements and sound alarm(s) if ship
movement exceeds service limits.
 They should minimise obstructions on the apron service area. Where the gangway crosses the
apron service area, it should provide sufficient vertical and horizontal clearance to allow
unobstructed access by all anticipated service and emergency vehicles.
 Gangways should not obstruct vessel service breaks/doors.
 Gangways should be fully covered walkways to minimise passenger discomfort from rainfall and
sun.
 Local building codes should be reviewed for specific design criteria including live loading, wind
loads, seismic loads, deflection (to minimise passenger discomfort).
 Stability during extreme storm events must be considered and external tie-down systems added if
needed.
 Construction materials must comply with all maritime conditions.
Throughput
For large modern cruise vessels, throughput in excess of 1,000 passengers per hour is recommended.
This volume applies to both the embarking and disembarking process, which generally entails the need
for two fully automated mobile gangways per berth for the larger vessels now in use.
Gangways represent the single most important passenger processing element of the entire terminal.
Accordingly, thoughtful design of gangway width and overall passenger flow is crucial to the success of
the terminal in turning vessels around quickly and efficiently.
Vessel Utilities
Demand for utility services at cruise vessel home ports is considerable and impacts wharf design; it can
require design of infrastructure improvements that extend beyond the facility property in order to provide
sufficient capacities to allow vessels to be serviced during their limited time at berth.
Potable Water
It has been estimated that a 3,500 PAX vessel can use approximately 750 m 3 (200,000 gallons) of fresh
water per day or 1.40 million gallons during a 7-day excursion. Most of this water demand is provided
through on-board desalination systems. However, it is not uncommon for modern cruise vessels to take
on approximately 550 to 750 m 3 (150,000 to 200,000 gallons) of water while at the pier. To accomplish
this, a fresh-water capacity of at least 25 tph per hose is recommended.
Communications
Cruise vessels generally communicate via wireless with shoreside systems so do not require electrical
connection with shoreside communications while at berth. However, some cruise lines require hardwired
systems to be available as a backup to wireless. If so, this connection is usually made through the
mobile gangway.
Bunkering
In line with fire code/regulations and owing to the large volume of fuel received by cruise vessels, fuelling
is generally accomplished via tanker barge positioned on the off-shore side of the cruise vessel.
Connection to the vessel occurs at the bunkering port which is typically at or near the mid-ship location.
A flexible connection is made to the vessel and fuelling commences after deployment of a floating boom
to contain any spills that might occur.
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Oily Wastes
Vessel lube oil and other miscellaneous machinery oils are received for use in on-board systems, and
waste-oil products are discharged at the pier through bunker doors via flexible hose connection to tanker
trucks and/or flat-bed trucks carrying fuel barrels that are positioned on the pier, and also via tanker
barge. This activity is typically not required at every vessel call; however it can occur as frequently as
every other call. Owing to the environmental sensitivity of this type of activity, these operations have to
be monitored by trained personnel. Tanker trucks receiving and delivering these products are relatively
large (up to approximately 20.00 m 3 (5,000 gallons) capacity and require an area of approximately 12.00
by 24.00 m (40’ by 80’) to operate. When discharging into barges, maritime pollution measures with
floating booms must be taken. Discharges into the sea of oil and oily mixtures are regulated by the
MARPOL 73/78 Convention Annex I (prevention of pollution by oil & oily water).
Oily wastes can be treated in waste oil recycling plants to improve sustainability.
Figure 3.16: Waste oil recycling plant

Sewage & Biosolids
Cruise ships have both grey and black water systems that are processed in on-board treatment systems.
Treated wastewater is generally held on-board and discharged when permitted outside regulated
waters. On-board holding tanks can generally hold a few days’ wastewater and/or biosolids, however
most vessels do not have sufficient capacity for a week’s worth of wastewater storage. The discharge
of grey and black water is also regulated by the MARPOL 73/78 Convention Annex IV (prevention of
pollution by sewage), which states that all discharges into the sea are prohibited, except at a distance
of 6.40 km (4 miles) from the coast if the vessel has a septic plant, or more than 19.31 km (12 miles) if
the vessel does not have one, but does have a holding tank. In both cases, waste should be discharged
while navigating at a speed of at least 7.40 km/h (4.00 knots).
Port-side infrastructure to accommodate shore transfer of liquid wastes varies by geographic region. In
some areas, for example in the Baltic Sea, some vessels by-pass their wastewater treatment systems
and simply hold untreated wastewater for discharge at both ports of call and home ports. In these areas,
environmental laws have let to the construction of pier-side infrastructure to accommodate direct
discharge. This infrastructure varies by port but typically includes discharge from the vessel by flexible
hose connection either directly to sewer facilities or to tanker truck.
We cannot forget to mention, some problems concerning the high levels of hydrogen sulphide in
wastewaters, which corrode on pipes, pumps and other devices that should be taken into consideration.
Cruise ships operating with advanced wastewater treatment systems (AWTS) are known to be capable
of processing in excess of 700 m3 (180,000 gallons) of effluent a day. Discharge of such volumes has
potential impacts on shore-side facilities where local and regional systems may be subject to capacity
constraints.
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Garbage – Pollution by Garbage from Ships
A cruise port must also be prepared to collect and manage garbage from ships. According to MARPOL
73/78 Convention Annex V (prevention of pollution by garbage from ships), it is totally prohibited to throw
any garbage into the sea, except for food remains at not less than 12 miles from the coast. In general,
garbage is separated inside the vessel and stored for disposal on land. It may also be treated by
incineration.
Garbage collection is a determining factor, especially in home ports, as cruise ships are larger and
generate more waste. It is therefore very important to be able to dispose of waste in a nearby plant.
Ballast Water
Like many large vessels, cruise ships use large amounts of ballast water to maintain proper trim and
buoyancy. Owing to heightened concerns about invasive species, discharge of ballast water is highly
regulated by national and international standards. Cruise vessels generally operate under strict ballast
water management programmes which include use of modern ballast water treatment systems and
regulation of where ballast water can be taken on and discharged.
Power (Cold Ironing/Onshore Power Supply)
Development of shore-to-ship electrical power connections has increased significantly since the first
operational cruise facility in Juneau in 2001. This change has been driven by on-shore air quality
concerns and has led to conversion on many existing vessels and general consideration for cold ironing
connections on all new builds.
In view of the high electrical demand on vessels, development of cold ironing systems requires close
coordination with shore-side electrical service providers and can lead to extensive and expensive on-
shore electrical infrastructure upgrades.
Typical systems include 16+ MW capacity delivered at 6.6 kV and 11 kV depending on type and size of
vessel. This capacity is provided to the vessel through 10.16 cm (4”) diameter cables and either pier-
mounted or mobile cranes which are used to pass the large cables to the vessel for connection. Safety
and operational considerations of high-voltage systems require minimum clearances for such
operations, which restricts use of the pier area adjacent to the shore power connection.
Figure 3.17: Shore power connection

Potential Future Considerations (LNG, etc.)
Some new cruise vessels have been ordered to work with LNG in a dual-fuel system. As the shipping
industry moves towards LNG conversions, shore-to-ship transfer systems for LNG will be developed
and this could lead to future vessel modifications and economies of scale that would argue in favour of
37
using LNG as a fuel source. There are no known regulatory issues that would prohibit use of LNG, and
it offers potential benefits in terms of overall air quality and cost.
Initially, LNG provisioning can be provided by tanker trucks, that will require space in the apron area,
but in future the size of the vessel’s tank (at least 500 m3) will require an LNG bunkering barge.
Meanwhile, most cruise companies are installing scrubbers to reduce emissions.
Furthermore, recent studies of vessels using the new scrubbers has shown that, in some cases, their
emissions are cleaner than those from the local utility providing electrical power to the port, thereby
making cold ironing unnecessary.
As we can see in figure 3.18, Port of Hamburg disposes of a LNG hybrid barge, having the advantage
of generating the electricity on board through engines fuelled by LNG tanks, which make less emissions
than a cruise ship and can be moved wherever a cruise ship is moored inside the port.
Figure 3.18: LNG hybrid barge

(Port of Hamburg, 2015)
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4 CRUISE TERMINAL BUILDING
Terminal Uses
As mentioned earlier in this document, cruise terminals, as building types, can be divided into four broad
categories based on their use, longevity, adaptability and relationship within a context of adjacent
development. These uses also depend on the stage of the cruise business in a particular location, the
desired level of capital investment and the type of ownership (publicly owned, privately owned or shared
in a public-private partnership).
At the initial stage of cruise business, a terminal is often a temporary structure. With a slightly more
developed cruise market, a terminal might be a building primarily having a non-cruise use, but
convertible on the days a ship calls. As a market strengthens and stabilises, a cruise terminal can best
be developed as purpose-built and specifically suited to those unique needs. And finally, as the cruise
market matures and balances with other adjacent development (whether port-specific, tourism and
community-specific, or a combination thereof), the cruise terminal often becomes part of a larger mixed-
use programme.
Figure 4.1: A purpose-built terminal

Temporary Terminal
In this initial stage, the needs for a cruise terminal are managed only on those days when a ship is
debarking or embarking (i.e.: when it is at berth). While these needs include vessel navigation and
berthing, provisioning, passenger debarking, ship hoteling, passenger embarking and vessel
deployment, the methods of handling these needs rely to a large extent on essential services only,
intense personnel management of the process, along with simplified solutions to these needs.
At times, there will be no building at all. In these cases, methods of organising and segregating functions
on site are handled with temporary-event type facilities. These can include movable barriers, traffic
control elements such as bollards and cones, tape lines, etc. Baggage drop and check-in processes are
handled in segregated areas on site, with furniture and equipment brought in for the day. These
situations rely heavily on staff in order to be viable.
Depending on the environmental conditions of the location, tents and similar shelters can be utilised to
provide shade and weather protection. Local regulatory agencies may require permits for such solutions,
some of which can be managed through the companies renting them.
Unconventional structures can also be used to create temporary terminals. These can be cost-effective,
save time and raise the profile of the site, potentially raising interest in cruising as a market and as a
contextual element.
39
At this stage, utilities are provided on a temporary basis through the use of generators, portable rest
facilities, etc.
Figure 4.2: Temporary terminal

Convertible Building
In many ports, a cruise market begins with a building of this type, or may be the second step in cruise
development, and sometimes this building type serves as the permanent facility to meet market needs.
The key feature of this type of building is that cruising is not its primary use. This means that the spaces
in the building will suffice for cruise purposes, but they will not be ideal. As with a temporary terminal,
methods of handling passengers, baggage, provisioning, etc. will be managed on a day-of-cruise basis.
Before and after a ship berths, the specific elements for cruise use will not be apparent in the building.
Signage, furniture, equipment and even some space-dividing material will be set up for a cruise and
then removed after the ship leaves the berth. Staffing levels will be relatively high in order to
accommodate the need for passenger interaction in the embarkation and disembarkation processes.
The immigration process may be handled on the vessel, rather than in the terminal. Baggage lay-down
and customs checks may take place in the same area that will later serve as the embarkation check-in
and waiting space.
The primary function of these buildings may be warehousing (quite often the case at a port just beginning
to add cruising to its offering). In this case, the building needs to be cleaned and cleared of goods.
Sometimes, equipment will be needed in order to heat or cool the warehouse so that people are
comfortable. Temporary restroom facilities will need to be brought in to serve the needs for the day.
When the primary building function is hospitality, civic, or similar, the cruise-devoted spaces will need
to be cleared and set up for cruise operations. These spaces will need to be arranged in ways that
permit proper functioning and be segregated for security purposes.
Figure 4.3: Convertible terminal (Cruise & ferries)

(Port of Palma de Mallorca, 2015)
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Purpose-Built Terminal
This cruise terminal facility type is, in many ways, the benchmark for all others. The building is ‘purpose-
built’ to address the full needs and functionality of cruises, on both disembarkation and embarkation.
Though at times, some of the building spaces may be designed for dual use (embarking and debarking),
most often each space is designed and built for specific functionality. At times, these buildings have
secondary uses such as event space for shopping areas, cafeterias, restaurants, etc. In these cases,
cruising remains the primary design and operational driver.
Embarkation and disembarkation spaces, equipment, furniture, signage, agency requirements, etc. all
are designed to optimise flow, heighten passenger satisfaction, minimise staffing levels and maintain
security. Often these buildings are part of a larger port, community or combined waterfront context, but
they stand alone, not usually offering other uses when no ship is at berth.
Figure 4.4: Purpose-built terminal

(Port Everglades & Marina Bay Cruise Centre Singapore, 2015)
Mixed-Use Terminal
In the most developed response to cruise tourism and a waterfront community, this last form of cruise
terminal recognises the multi-functionality that a single building can provide. Such mixed-use buildings
include all the necessary elements of a purpose-built terminal and add other uses to their plan and
volume, such as shopping areas, commercial areas, theatres, events, etc.
As with other mixed-use buildings, the economics of capital investment, operating cost and revenue
stream are combined in order to benefit from the efficiencies of multiple uses. This creates a beneficial
cycle of increased use, greater revenue, heightened visibility and a stronger tourism market. At the same
time, a mixed-use building of this type requires a finely tuned design and operational solution to ensure
that each use, cruise or otherwise, is addressed at least as well as it would be in a single-use solution.
Regardless of whether or not cruising is the dominant purpose of the building, the cruise market must
perceive that the building is successfully serving the market’s core cruise terminal mission (optimise
flow, heighten passenger satisfaction, minimise staffing levels and maintain security).
Figure 4.5: Mixed-use terminal

(Port of Hong-Kong, terminal of Kai-Tak, 2015)
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Programme
The size, type and location of spaces in a cruise terminal are referred to collectively as its ‘Programme’.
This information exists, most often, in the form of a list of these spaces with a tabulation of the required
areas, along with information regarding the requirements for spaces to be located next to or near one
another (called ‘adjacencies’).
A programme can and should be created for all four types of terminal as part of the design phase, in
order to establish the key design, cost and construction parameters. Whether the terminal is a temporary
one, or part of a mixed-use building, this information serves its purposes as the terminal is being
designed and it remains relevant throughout the life of the terminal as needs and uses evolve. The
particular sizes and quantities of spaces documented in a programme will depend on several factors,
beginning with the number and sizes of vessels to be served. This establishes the population of cruise
passengers (PAX) to be processed through the building, for both disembarkation and embarkation.
Where multiple vessels are served, the terminal will need to simultaneously handle passengers getting
off ships while others are getting on ships. This is particularly true in the case of home-port and port-of-
call vessels simultaneously berthed at the terminal or in interporting operations (a vessel with
passengers in transit and passengers in turnaround at the same port).
The following table summarises the programme of required spaces in the example of a two-storey cruise
terminal:
Ground level
Area Area
Room name Room name
(m2) ( ft2) (m2) (ft2)
Baggage screening 250 2.690 WC's 98 1.054
Data/Comm 12 129 Porters 41 441
Mechanical/Electrical 36 387 Cleaning staff 17 183
Local police 16 172 Provisions 114 1.227
Detention room 13 140 Warehouse 53 570
Post screen area 283 3.045 Bag lay down 3.045 32.764
Embarkation lobby 466 5.014 Mechanical 26 280
Port police 29 312 Generator 55 592
Medical 20 215 Main electrical 29 312
Control Room 18 194
Security office 25 269
Terminal operators 98 1.054
Transition lobby 213 2.292
Transit pax exit 62 667
Crew 50 538
Level 1
Area
Area
Room name Room name (m2) ( ft2)
(m2) ( ft2)
Elec/Comm 20 215 Bar warehouse 29 312
Health sanitary 13 140 Bar 49 527
Ship agents 39 420 WC 66 710
Staff dining 13 140 Hostess fitting room 31 334
Warehouse 13 140 Check-in 569 6.122
Overall lounge
308 3.314 27.761
Chiller/AHU/Mech seating 2580
Immigration offices 32 344 Retail zone 489 5.262
A-Pass/Immigration 180 1.937 VIP 125 1.345
Immigration screening 180 1.937 Conference room 58 624
Elec/Comm 39 420
Terrace 250 2.690
Figure 4.6: Programme example of a two-storey cruise terminal

(Carnival Corp, 2013)
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The programme of spaces is also impacted by factors such as whether the terminal has one or multiple
storeys, local and regional security and customs requirements, cruise lines’ and operators’ space needs,
crew needs, dual-use spaces, temporary vs. convertible vs. purpose-built vs. mixed-uses and more. The
programme should be carefully vetted with the key stakeholders of the project in the design phase, to
ensure that it is an effective representation of physical needs and goals.
A flow diagram should be produced when designing a terminal building in order to avoid crossing the
embarkation and disembarkation routes. An example is given below:
Figure 4.7: Embarkation/disembarkation scheme

(Port of Everglades, 2015)
Single Storey
Generally speaking, a single-storey terminal programme is the simplest. Whether spaces have dual
uses, or are singular responses to programme requirements, they relate to each other horizontally and
are best utilised when distances are minimised and clarity of flow is heightened. A single-storey terminal
will often fit well on an open site, especially in relation to the length of a cruise vessel and to the ground
transportation lane distance needs. One down-side to this is that operational distances are longer on
one level than in multi-storey terminals. However, there will be no need for vertical core elements such
as stairs, escalators and elevators.
Regardless of the placement of spaces all on one level, passengers still have to be taken safely and
efficiently to the vessel’s shell door. In a temporary terminal and often in a convertible terminal, this is
managed at the level of the wharf surface (apron). Passengers are led across the apron in a zone safely
away from wharf operations and onto the ship through a shell door at or near the level of the wharf.
In more-developed single-storey terminals, the building includes a vertical core to take passengers up
to a boarding corridor running parallel with the wharf face and vessel. This boarding corridor creates the
opportunity to interface with a mobile and articulating boarding bridge. This bridge will be moved along
the length of the wharf in order to be aligned with the ship’s higher-level PAX shell door(s). The boarding
corridor will include a series of doors/openings to allow the bridge to land into or onto the corridor floor.
At times this corridor is open to outside air and at others it will be a closed and conditioned space.
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Figure 4.8: Single-storey terminal
Multi-Storey
Multi-storey terminals are becoming the more common form of terminal buildings today. A multi-level
programme takes advantage of the inherent differences between embarkation and disembarkation
processes to segregate them by floor level. While a multi-level terminal requires more area in total (due
to the vertical core elements such as stairs, escalators and elevators, as well as larger structural
members, etc.), the stacking of spaces on two, or sometimes three levels creates a more compact
footprint on the site. This can have great advantages when co-locating parking structures, for instance.
It also can create positive opportunities for passenger experience with enhanced views of the
surrounding location and the vessel, better light and even improved airflow in the terminal.
Most often, a multi-storey terminal will have the majority of disembarkation spaces on the ground floor
and most of the embarkation space on the upper level. This has several advantages including that,
operationally, passengers who are embarking on their cruise are brought upstairs to check in and wait
to board while passengers who are disembarking are flowing through immigration check, baggage pick
up, customs and ground transportation pick up.
As with the more developed single-storey terminals, these buildings will include an upper-level boarding
corridor interfacing with the boarding bridge(s).
Figure 4.9: Multi-storey terminal

Embarkation in the Home Port
The embarkation process can be said to begin before a passenger even gets out of a vehicle. Arriving
passengers need specific visual information to enable them to navigate the flow of ground transportation
and enter the building conveniently and safely. As they do, their check luggage will be tagged and taken
for processing onto the vessel. Free from this luggage, passengers process through embarkation-
specific spaces and onto the vessel. Nominally, passengers will travel through security (including x-ray
and magnetometers), a check-in queue, check-in, waiting area and a boarding queue. Depending on
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the type of terminal, the chosen operational flow and regional/local norms, this process will vary
somewhat in terms of location, size and orientation of spaces.
Spaces
As noted, the size, location and orientation of spaces can vary from one cruise terminal to another. Not
all of the spaces listed below will be found in every terminal, or found in the same location. At times,
security is placed just inboard of the building entry space; at other times, it can be located post check-
in. Some terminals have well-developed VIP spaces and areas for wedding parties to congregate before
boarding. Other terminals do not. The actual programme of spaces for a particular terminal in a given
location will need to be determined with the project stakeholders (port, cruise lines, operator, customs
and port security, etc.). The following offers a brief description of spaces found in a wide range of
terminals:
Entrance
This first space people occupy on arriving at the terminal is a gathering space, a shelter from weather,
a place to seek information and a place to queue for the next step in the process. Some terminal
entrances connect directly to the baggage drop area. Some will have a place to sit, rest and re-join with
family and friends. Some will have a pre-queue for the security process. An entrance is the passenger’s
first physical impression of both the start of their cruise holiday and the destination of the cruise trip
itself.
Figure 4.10: Terminal entrance

Bag Drop
This space is where bags that have been tagged as passengers arrive are brought for the security check
and organising prior to loading onto the ship. The space includes an area for baggage to be queued,
processed through x-ray, sorted (most often by deck) and placed in bins. These bins will be loaded onto
the vessel as soon as the ship is ready to accept them and the disembarkation process has been
completed.
X-Ray Luggage Scanners
Security system that allows thorough luggage monitoring, detecting objects and chemical elements.
They are expensive and so, if they are not operational, operators take luggage to other terminals with
available x-ray scanners to monitor luggage. Depending of the expected number of passengers, we
recommend a minimum of x-ray luggage scanners as shown in Figure 4.11.
Nº PAX Minimum number of x-ray luggage scanners

<3,000 2
3,000-5,000 2-3
>5,000 3-4
Figure 4.11: X-ray luggage scanners (PIANC WG 152, 2015)
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Figure 4.12: Bag drop and luggage area
(Port of Barcelona & Port of Miami, 2015)
Queuing
After entering the building passengers will often be queued to process through security. This queue
could be in the building entrance or in a separate but adjacent space. Generally the queue includes
multiple lanes serving the equipment and is staffed as required for the number of passengers boarding
the vessel.
Security
This area is a linear arrangement of lanes with tables, x-ray machines for luggage, security arcs for
metal detection when controlling passengers, magnetometers, security staff and port police. Passengers
enter the area from a queue and place carry-ons, etc. on the tables, then into the x-ray machines. As
they move past x-ray, they continue through magnetometers, then on to collect their belongings. Each
lane is generally about 12.00 m (40’) in length and 3.00 m (9’) to 3.60 m (12’) in width.
There should be at least two passenger X-ray lanes, and the number should be increased for every
1,000 passengers. The operating schedule will be adapted to the type of traffic (home port or transit),
peak hours, and other local and cruise-ship requirements. Usual productivity should be around 10 to 15
PAX per minute.
Figure 4.13 gives some approximations about the number of inspection lines, security and auxiliary
guards depending on the number of passengers in the embarkation operation.
Nº PAX Inspection lines Security guards Auxiliary guards

<1,000 1+(1)* 2 2
1,000-2,000 2 4 2
2,000-3,000 3 6 3
3,000-4,000 4 8 4
4,000-5,000 5 10 5
5,000-6,000 6 12 6
(*) In case one is damaged
Figure 4.13: Minimum recommended personnel and operational resources

(PIANC WG 152, 2015)
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Figure 4.14: Security areas
(Port of Venice, 2015) (Port of Palma de Mallorca, 2015)
Will Call
As in a theatre (where this name comes from), this space is a small room with a transaction window.
Not much larger than a space for 1-3 people, Will call is where passengers pick up their tickets if they
do not already have them and they’ve made prior arrangements. Will call is sometimes located adjacent
to the entrance or otherwise in the main boarding hall before the check-in/ticketing counters.
Ticket area queue
Prior to checking in at the ticket counters, passengers are asked to queue. This is usually organised by
the cruise-line staff so that people can move quickly from ticketing to boarding, using a process based
on decks, etc.
Ticketing
Also referred to as Check-In, this area is defined by a linear arrangement of counters with transaction
tops and cruise-line staff processing passengers in for their cruise trip. Each agent counter is
approximately 1.00 m (3’) in length and includes the counter and staff working surface/equipment, etc.
Behind the staff, there will often be a back counter for material, printers, etc. Today’s PAX capacities
require approximately 50 counters to effectively handle check-in in a timely fashion. The mean
productivity should be from 3 to 5 minutes per counter.
Nevertheless, the industry is evolving and the use of new technologies like mobile applications or bar-
coded wristbands in the check-in process might bring about changes in the layout of this area.
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Figure 4.15: Ticketing at a Maritime Station [Marina Bay Cruise Centre Singapore]
Waiting
Once checked in/ticketed, passengers are asked to wait until they are called to begin the actual boarding
process. This space is large enough to allow for ample seating and circulation area, as well as space
for cruise information and other pre-travel material the cruise lines will have. Like the entrance, this
space is an opportunity to promote origination and destination locales and to heighten passenger
satisfaction via design features and elements.
Figure 4.16: Waiting area

(Marina Bay Cruise Centre Singapore, 2015) (Port of Canaveral, 2015)
Photo Op
The waiting area often includes a space where passengers can have their pictures taken. This can range
from a simple area with a view or building feature behind them, to a space with destination or cruise line
graphics/photos, to a setting created to represent one or more destination sites/features of their trip.
This will be managed by each cruise line individually.
Staff Offices
Offices for cruise operator staff, cruise line staff and port security are necessary in the terminal and
should be placed in their ideal locations based on individual needs and criteria. In general, port security
will want to be in a centralised location where they have direct access to the exterior of the building and
where they can get to other internal spaces quickly. Cruise line staff will generally want to be adjacent
the ticketing counters and waiting area in order to provide direct passenger access. Cruise operator staff
will want to be located where they can best interact with their stevedores, porters, police and the lines.
Break Areas
Each of the groups of offices noted above will benefit from a break area. At times, this is one space for
all staff. At others, each group has its own break area. Whatever the case, these offices and break areas
are designed to be discretely located so as not to be too visible to passengers.
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VIP
An enhanced experience can be offered to certain passengers who choose to belong to a cruise line’s
club (often because they frequently travel with that line). This VIP experience can include a separate
security queue and processing, a separate waiting and ticketing space and an express means of moving
into the boarding corridor. The main VIP space is essentially a lounge and can include amenities of a
wide variety determined by the particular cruise lines.
Wedding and Other Group Spaces
In order that wedding parties and other groups can arrive at the terminal, process and board together,
as well as make on-board arrangements, etc., often times cruise terminals have separate spaces for
these passengers. Like VIP spaces, these areas are separated from the general embarkation
experience.
Boarding Queue
After waiting to be called to board the vessel, passengers are asked to queue in groups defined by the
cruise lines. This boarding queue may include a stop at a photo-op area, or other feature, but the main
function is to organise safe and efficient transit to the vessel.
Figure 4.17: Boarding queue

A-Pass
Known by different names by each cruise line, the A-pass is the ID card passengers use during their
cruise holiday. It is used for identification and cruise-related purchasing. The A-pass area is often located
along the boarding queue and involves a brief stop at a podium where cruise line staff take a digital
picture of each passenger and give them a printed A-pass card. A podium with printer and power with
room for 2-3 staff will suffice in most cases. Sometimes this is done on board.
Boarding Corridor
The boarding corridor is the last part of the terminal building itself in which passengers move toward the
vessel and it is the first space passengers enter on their return. Since it is essentially a transient hallway,
this space is linear and includes multiple openings on the ship side to allow the gangway(s) to feed into
it.
This corridor is sometimes as narrow as 1.5-3 m (5’-10’) or as wide as 6 m (20’) depending on capacity
requirements. The length of the corridor should cater for the widest possible range of cruise ships, so it
should take account of the position of the embarkation/disembarkation doors in all the vessels that will
stop at the terminal, but it should be at least 150 m (492’) long. A long boarding corridor may have
moving walkways. If the terminal has to handle simultaneous embarkation and debarkation, or transit
passengers in interporting operations, these corridors will have to provide physical separation of each
flow direction for security reasons. Protection from sun and rain is necessary along the corridor.
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The floor elevation of the boarding corridor is based partly on the building geometry and partly on the
ship geometry. The difference in elevation from boarding corridor floor to the range of ship PAX deck
levels should be such that a boarding bridge can create a passage between the two in compliance with
the code (see Figure 4.18).
Figure 4.18: System scheme in apron area

(PIANC WG 152, 2015)
Gangways
Though not considered part of the building itself, the boarding bridge plays a significant role in building
design. As noted above, the elevation of the boarding corridor must allow for the movement of
passengers to and from the ship, via the boarding bridge, without excessive vertical gradients (as
explained in gangway geometric considerations, in chapter 3.2.5.2.)
Signage
Signs have to be located well over people’s heads in order not to be covered by the crowd, and should
be visible from a distance of 30-50 m (100-170’). They should show clearly the way out to the GTA, to
the toilets, to the police and customs office and, for passengers who are disembarking, the provision of
a sign with a general map of the site is highly recommended. Passengers returning to the ship for
embarkation should find clear signs at the security gates explaining which personal belongings have to
be scanned. Signs pointing to the nearest bar, restaurant and shopping area will also be useful. Crew
members will appreciate signs to the nearest seaman’s service point.
Figure 4.19: Signage inside the terminal

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Adjacencies
Adjacency of spaces is a critical factor in successful cruise-terminal design. The flow, sequence and
relative proximity of spaces can foster an intuitive response from passengers as they move through the
embarkation process. Often, passengers are on their first cruise trip and have no prior experience with
the terminal building. The terminals with high passenger satisfaction tend to be those with a simple,
direct and logical flow. The effort involved in achieving the best adjacencies will pay off in many ways.
As noted in the discussion on individual embarkation spaces, a certain degree of flexibility is expected
regarding the actual adjacency of spaces. These adjacencies will depend on many factors, all of which
should be addressed in the programming phase of terminal design. Placement of security screening can
vary, and there is more than one way to place the ticketing area in relation to the waiting area.
Disembarkation in the Home Port
The disembarkation process begins before a passenger leaves the vessel to enter the terminal.
Passengers are sometimes cleared through immigration while on the ship. This saves staff, space and
time in the building. Cruise lines are expanding express debark options for passengers. Normally,
passengers leave the vessel, process through immigration, proceed to the baggage area, take their
bags through customs and proceed to ground transportation. Regardless of the options, however, the
objective in the debarking process is generally to reduce the processing time to a minimum and to
maximise this final experience for the passenger.
Spaces
Gangway
As described in the embarkation process, this is the critical link for passengers between ship and
terminal. Safety, speed and security are of utmost concern.
Boarding Corridor
Passengers will travel through the boarding corridor to the area of the building just before the CIQP and
baggage process. Generally, the only passengers in the corridor at this time will be debarking
passengers. However, that will not always be the case. In many situations where simultaneous embark
and debark or transit take place, hard, solid barriers between both flow directions will be required. This
prevents any intermingling of passengers from different vessels at this stage of processing.
CIQP
Also referred to as CBP and other names, depending on country, this set of Customs, Immigration,
Quarantine and Police spaces includes passenger queuing, processing, waiting, interviewing, holding,
health checks, canine, bag check and more. Each country has its own set of regulatory criteria, design
guidelines, required programme, design review and formal acceptance methods. While there are many
distinctive features, depending on location, the immigration spaces are usually the first that passengers
will see on leaving the boarding corridor. Passengers will be processed through, queued into groups of
resident and non-resident, with only their hand luggage and identification. After leaving immigration,
passengers will arrive in the baggage lay-down/pick-up space.
Combined or Partial CIQP
In certain locations a combined process that includes all agency elements exists. This method can
reduce staff levels, save space and speed up the overall process. It also can create ‘bottlenecks’ with
many passengers arriving at agency counters at the same time. More often, the separation of processes
increases efficiencies.
As noted previously, there are situations where partial CIPQ takes place in the terminal because
immigration has been handled on board the ship. While it may not be wise to plan a terminal to function
this way, not having immigration in the terminal will save space and time.
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Baggage Lay Down
More often than not, this is the single largest space in the building. Passengers’ bags are brought here
directly from the ship by way of forklifts carrying groups of bags in bins colour-coded according to deck
level. Bags are removed from the bins and placed on the floor, still in the same colour-coded groups.
These groups form rows with major and minor circulation aisles between them. This ‘lay-down’ process
takes place before passengers enter the space. As passengers come in, they are led by signs to their
colour-coded grouping. At that point, they walk through the rows to select their bags. This very simple
process has worked well in many different terminals around the world. In this case the required space
is around 0.5 m2-1 m2 per passenger.
More sophisticated methods of managing bags exist, of course, the most obvious being carousels such
as those used in airports. Important considerations exist regarding carousels in cruise terminals:
 Studies have shown that the overall required area (pre-loading space where carts are unloaded and
bags are put on the carousel, carousel and equipment space, passenger baggage pick-up) with
carousels is about the same as an open lay-down space.
 It is recommended to have at least two carousels. If a carousel is out of action for maintenance or
if a bag gets jammed, etc., there is little or no redundancy and the entire debark process can back
up. In any case, the number of carrousels will depend on ship size and the kind of luggage operation.
The use of carousels also requires close coordination between the ship and the terminal to ensure
that passengers meet up with their luggage at the conveyor area.
 This kind of system requires an effective maintenance programme.
Figure 4.20: Baggage lay-down and carousel system

(Port of Venice, Port of Barcelona, 2015)
Customs Queue
After retrieving their luggage, passengers proceed to the Customs area (as noted above in CIQP).
Passengers are sorted into groups with items to declare and nothing to declare. Like all queues, this
area needs to be designed to accommodate the number of passengers that could be in line at any one
time. Generally, this will be between the average and maximum number of passengers.
Customs
The customs area will include processing counters, offices and other programme elements as previously
described in CIQP. For passengers with nothing to declare, this will be a very quick part of their time in
the terminal. Those with items to declare will need to pay the appropriate duty before exiting. After
completing this process, passengers will move to the post-process ‘non-sterile’ side of the terminal and
will be free to mingle with other passengers and non-passengers.
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Figure 4.21: Customs area
Meet and Greet
This ‘non-sterile’ (post-processing) space is, as the name states, a place to gather and meet with others
and to move through the terminal to ground transportation. Functionally, this is the last space in the
terminal before exiting, so the space includes information, signage and staff to assist passengers
needing to know their next steps after leaving the terminal. In terms of passenger satisfaction, this is the
last opportunity in the building to provide a positive experience for passengers at the end of their cruise
excursion.
Signage
As explained in embarkation process.
Port of Call (Transit Terminals). Embarkation & Disembarkation

Transit terminals do not usually need a building to host the passengers, since the disembarkation time
is normally short, lasting less than an hour, and passengers’ access to the local means of transportation
or to the walkways and back to the ship has to be as fast and simple as possible.
Figure 4.22: Transit terminals

(Port of Montevideo & Port of Madryn, 2015)
Open Space
In the absence of a terminal building, the open space provided by the port along the quay in order to
enable passengers to gather comfortably should include:
1. A passenger waiting area includes a space that allows for any queues that form because of security
or customs controls at congestion peaks, during which people need to be sheltered from hot sun or
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cold rain under a roof. This area should provide 0.25 m2-0.5 m2 (2.69-5.38 ft2) per passenger, and
is usually in a tent.
Toilets must be provided (even if temporary) for ladies, gents and at least one for disabled
passengers.
If the passengers are disembarking from a ramp of the ship, the flow of passengers should be
marked by tendiflex strips, or movable fences, in order to prevent them from walking in the wrong
direction or through operational areas where provisions are being embarked by trucks or forklifts.
2. A waiting space in the ground transportation area (GTA) as not all cruise passengers disembark at
each port of call, and the flows are usually divided into passengers walking to the exit of the port on
their own, passengers taking a pre-booked excursion for immediate pick up, and passengers waiting
at the main collection point for a different means of transport. This area should be 1.0 m 2-2.0 m2
(10.76-21.53 ft2) per passenger.
Building
If a building is provided by the port, the requirements for terminal buildings explained in sections 4.3 and
4.4 should be met. In this case, transit terminals do not require spaces for the check-in process or
luggage operations (x-ray areas, baggage lay-down).
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5 GROUND TRANSPORTATION AREA (GTA)
Function and Layout
The GTA of a cruise terminal is the space next to the terminal building and the quay operational area
where passengers arrive from all modes of transport to embark on the cruise and where they disembark
to take any mode of transport to travel inland.
This area must be located close to the terminal building for fast and efficient embarking and
disembarking operations. This area must therefore be linked to the public road system.
Figure 5.1: Ground transportation areas

(Port of Barcelona, Port of Venice, Port of Miami, 2015)
It is very important for traffic to be able to move quickly, safety and efficiently from and to the terminal
and from and to the city. In many ports the same GTA is used for embarking and disembarking, so traffic
must be directed in an orderly manner to avoid problems. For this purpose is necessary to:
I. Clarify and if possible separate disembarkation and embarkation flows

II. Provide coordination between operational staff from the ship and the GTA and
traffic police, if any
III. Provide clear signs for pedestrians and vehicles
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Flow diagrams are very useful for studying and design all the areas and spaces. Avoid different flows
crossing.
The following space requirements are to be met:
a) Coach Park
The buses available at the quay are usually of two kinds: shuttle buses and tour buses provided by the
ship.
Shuttle buses can be provided by the port or the cruise lines in order to reach the exit of the port area
in comfort. They are usually located close to the exit of the quay’s security area in a well signed
dedicated area. In order to enable bus passengers to embark quickly, shuttle buses usually take the
form of city buses or airport buses, with very low chassis, few seats and a wide space inside for standing
passengers.
The tour buses hired by the ship are usually luxury coaches with regular seats, and should be parked
as close as possible to the ship’s side, even inside the security area if the local security plan so allows,
since the cruise companies want their own passengers who have booked the excursions on board to be
given priority treatment. There will usually be one bus of this kind for every 150 passengers carried by
the ship, and they should be parked in angled rows spaced at least two metres apart in order to improve
departure manoeuvring and avoid accidents.
The independent excursion buses could be located outside the esplanade security area, and, if possible,
even outside the port area, where the cruise passengers can reach them through the walkways or by
port shuttle service, in a dedicated surface with a manoeuvring ratio similar to that of the tour buses.
Short-stay parking areas for coaches awaiting arrival of passengers or taking passengers to the terminal
are very useful. In some ports it may be necessary to provide separate spaces for different coach
services. Space for excursion coaches, usually from transit vessels, must be close to the terminal
because of the high concentration of passengers using them. Space for shuttle buses connecting the
cruise terminal with the city or any transport hub (airport, bus, rail) is also important. Some ports also
provide a space for public coach transport linking the cruise terminal to the city area.
This space must be a large enough to handle at least 20 coaches. Pedestrian walkways should be
provided between all coach parks and to the terminal. In some ports it may be necessary two install
canopies to provide shelter from the weather.
b) Taxi Ranks
The taxi rank must allow a comfortable space around the cars to facilitate loading and unloading. A
marshalling lane is also required for waiting taxis, and a comfortable space for pedestrians. In order to
avoid dangerous congestion, the walkway along the taxi rank should be at least 1.5 m (5’) wide, and the
cabs should be parked in a way that avoids dangerous manoeuvring.
Movable fences or tendiflex strips should be used to ensure orderly queuing up to the head of the taxi
line. Canopies or shelters must be provided for pedestrians in this area.
In some home ports an additional area will be required as a buffer for parking all taxis required at peak
disembarkation times.
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Figure 5.2: Taxi rank
c) Kiss and Ride
This is a short-stay car park earmarked for people dropping off or picking up passengers. The location
of this area must be chosen to avoid mixing with flows of coaches and taxis. Pedestrians must be
provided with walkways from this area to the terminal.
d) Parking
Car parking must be provided for all terminal employees, ships agents, porters and other workers. The
space closest to the terminal must be reserved for coaches and taxis, so the car park will be in second
position, but properly connected to the terminal.
If possible, long-stay parking should be provided within walking distance of the terminal.
Figure 5.3: Example of Ground transportation area

(PIANC WG 152, 2015)
e) Regional and Local Connectivity
Home port terminals must have good connectivity to both the local and regional intermodal system.
Regional intermodal requirements: cruise lines market their cruises nationally and internationally.
Consequently, home ports need to have an airport that is located fairly nearby with enough airlift capacity
to support the number of passengers anticipated to arrive by air. A 4,000 passenger ship, for instance,
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is equivalent to eight 747 jumbo jet planes. The airport will need to be connected to the home port by
rail or road. Passengers arriving by air will then use rail, buses, rental cars or taxis to travel from the
airport to the home port.
Local intermodal requirements: the home port will need to connected to the road system and railway (if
available). Railway terminals will need to be within walking distance of the home port terminal, or have
bus and taxi connections. Roads will need clear directional signage. As they approach the terminal,
buses and cars will need to be separated from stores delivery trucks. Upon arrival at the terminal, buses
and cars will need to be directed to separate drop-off and pick-up areas, and cars further directed to the
parking areas. The designers will have to estimate the percentage of passengers who will drive private
vehicles to the terminal to determine the number parking spaces needed. Multi-storey car parks may be
used if the terminal site does not have enough space for grade level parking, especially in dense
municipal areas. Parking fees and drop-off/pick-up fees can be a source of revenue for the home port.
Privately-owned car parks may impact the utilisation of the port’s parking facilities, resulting in reduced
revenue.
Another suitable way of transporting passengers to a location of interest is the use of watertaxis.
Particularly when ground transportation is suffering from poor land infrastructure this is an interesting,
comfortable and low cost alternative. A watertaxi landing facility with 2 berths close to the vessel works
best. Watertaxi schema can be set up serving 3,000 passengers per day. The system can be set up
through a concession contract, involving 5-10 watertaxis with 20 pax each.
Mobility Patterns. Sizing Required Spaces
When calculating the spaces required in the GTA area, the following issues should be considered:
 Type of Cruise Vessels Operations
In a port of call (transit operation) buses and shuttles will be the main transport mode. In a home
port, on the other hand, (turn around operation) taxis and private transport (vans, cars) will be the
most used transport mode, together with transfers and connections with the airport.
 Port-City Distance
Where the cruise terminal is located within a metropolitan district, most of the passengers will decide
to go into the city by foot. Proper pedestrian corridors should be provided. If the city is far, however,
a shuttle system transport will be required.
 Transport Systems Available Nearby
All kinds of transport modes and services near the terminal area, such as car parks, train
connections and airport connectivity must be considered.
 Other Factors
Local, regional and environmental considerations may affect the design criteria.
For a first approach, a prior mobility study will be necessary, and account should be taken of feedback
from cruise lines.
A recommended process could be as follows:
1. DEMAND FOR MOBILITY. Depending on the capacity of the vessel, the type of operation, and the
schedule, the flow of embarkation and disembarkation needs to be considered in order to determine the
maximum number of passengers at peak times (recommended at least 30 minutes owing to coach
operating times).
2. MODAL DISTRIBUTION OF MOBILITY. Passengers can decide to take a coach, a taxi, a private
car, go by foot, etc. Depending on various factors at each port.
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Figure 5.4: Example of modal distribution, Port of Barcelona
(PIANC WG 152, 2015])
3. NUMBER OF VEHICLES PER TRANSPORT MODE. The number of vehicles can be calculated
based on the average capacity of the various transport modes.
Figure 5.5: Transport modes occupancy

(PIANC WG 152, 2015)
4. SPACE REQUIRED PER TRANSPORT MODE. This space is estimated on the basis of the space
occupied by vehicles and the space required for manoeuvring.
Figure 5.6: Recommended spaces by transport mode

(PIANC WG 152, 2015)
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Some recommendations for this process are given in the figure below:
Figure 5.7: Dimensioning modal spaces of a cruise terminal

(PIANC WG 152, 2015)
Technical Requirements
a) Paving
The GTA paving must have the quality and properties to meet the following demands:
 Load carrying capacity for coaches

 Evenness. Storm water must be drained with a moderate downward surface gradient
 It must be easy to dig ditches for pipelines and cables, and easy to resurface and maintain when
the job is done
 It must be easy to repaint all lanes and spaces
 Aesthetically attractive
Two types of paving surface meet these demands:
1. asphalt
2. concrete
Asphalt is easier to resurface, repaint and repair, but more fragile.
Concrete is stronger but is less aesthetic, harder to repair, and contrasts poorly with paint.
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b) Signs and Marking
It is very important to give directions and information systematically and at where needed by drivers.
Mixed information causes confusion.
Road signs fixed to posts or overhead gantries lead the traffic through the terminal and direct each
kind of transport to the correct area. Modern terminals with very intensive traffic have replaced fixed
signs on overhead supports with electronically operated screens.
Horizontal signs are extremely important for safely directing passengers to the proper places, and
for indicating walking routes. Areas devoted to taxis and buses must also be separated and clearly
marked.
In addition to the need to regulate traffic flow, disembarking passengers also require full information
about taxi ranks, coach stations, etc.
Figure 5.8: Signage outside the terminal building

(Port of Everglades, 2015)
c) Area Lighting
The perfect intermodal area should be entirely free of obstacles, to ensure free traffic flow. This
means using as few lamp standards as possible that can provide minimum lighting levels.
Lamp standards close to coach areas should be protected by a fence or mounted on high
foundations of reinforced concrete. They should be also correctly located in relation to
pedestrian walkways.
d) Canopies
Canopies are a good solution for protecting passengers from sun and rain. They should be at
least 2.5-3 m (8’-10’) wide, and made of a structural material suitable for maritime ambient and
extreme wind conditions.
61
6 FINANCIAL ASPECTS
Business Plan
To develop a cruise terminal a detailed business plan must be prepared to understand the local market conditions
and allow insight into the revenues of the project. The business plan must provide a long-term vision of the cruise
activity, establish the goals to be achieved and describe the strategy to be followed to achieve these goals. The
plan should include:
Developer, Stakeholders
The identification of the main actors involved in the development, and management of a cruise terminal/port is a
key issue, together with their role and level of involvement in each phase on the project (planning, construction and
management).
Port authority
Others Government
Terminal
Concessionaire
operator
Cruise line
Figure 6.1: Main stakeholders

(PIANC WG 152, 2015)
Marketing Plan
To understand the attractiveness of the terminal and to forecast how many vessels may call, a detailed market
study is required, covering the existing market, competitors, future developments, conditions for attracting cruise
vessels, etc.
Continual marketing efforts will be needed during the operation of the terminal, to develop new products and keep
in touch with the market, passengers and cruise companies.
Port Master Plan
A physical development plan to satisfy the requirements of the cruise companies and passengers will be needed.
The organisational structure must also be determined, including the required facilities (terminal building, quay, GTA,
others).
As the cruise industry is rapidly changing, optimal flexibility in a phased development is advised. Capital expenditure
and operational expenditure can be determined.
62
Financial Analysis
A cash-flow analysis of the costs related to preparation cost, investments, revenues, operational and financing costs
should be made. The model will include a cost-benefit analysis and a cash-flow analysis on the basis of the assumed
financial structure.
Costs
Infrastructure
The infrastructure cost includes the cost of marine infrastructure (channel, basin, dock), as well as the land side of
the terminal (land, pavement, terminal building, gangways, landscaping, security infrastructure) and the logistical
infrastructure (GTA, car parking, water taxi, connection to railway or metro, walkways to outside terminal area, etc.).
Marine Infrastructure
Marine infrastructure costs can basically arise from development in the berthing area and approach channels.
Landside Infrastructure
The cost of landside infrastructure can vary depending on the location and the required functionality. The main cost
element is the cruise terminal building. Terminal buildings can range from a simple reception centre with an
information booth costing € 4 million to a fancy terminal building costing € 275 million that is also for non-cruise use.
The terminal building must include everything needed to operate the terminal, such as gangways, walkways near
the terminal, and other operational infrastructure.
GTA Logistics Infrastructure
The cost of logistics infrastructure should not be underestimated. This infrastructure makes a significant contribution
to the wellbeing of passenger, by handling them quickly and efficiently, with minimal exposure to the weather. Good
landscaping also helps. Pick-up and drop-off should be close to the terminal building or vessel.
Operating and Maintenance Costs and Taxes
The maintenance cost of marine infrastructure depends on the location and design quality. Landside and logistics
infrastructure costs can also vary. However, most of the maintenance depends on the size and quality of the
building.
The operating cost of terminals is generally small as cruise terminals do not require major cargo handling. The main
items are the staff for managing the terminal, and security and luggage handling are also a significant labour cost
factor. These are usually outsourced owing to the seasonal nature of the industry.
Other important costs are the fees from the port authority, the depreciation of the terminal, loan interest and taxes.
Sources of Revenue
Cruise terminals have the following sources of revenue:
1. Cruise passenger head tax/tariff. This is generally a tax/tariff levied by the government, port authority or terminal
operator for the cost of developing and operating the terminal. There is generally differentiation between ports
of call and home ports.
2. Harbour dues and fees: the usual fees and dues a vessel has to pay for using marine areas, tugs, bunkering,
mooring and wharfage.
3. Revenues from providing ship services like water, collection of sewage and waste, etc.
4. Licenses for buses, taxis, water taxis, booths and shops.
5. Renting of land for shops and food and beverages.
6. Crew facilities including phone and internet services.
7. Security fees per passenger.
8. Parking fees (particularly at a home port).
Cruise companies often tend to negotiate the official tariffs and may agree on a fixed price for a certain vessel.
63
Financing
The terminal can be financed on the basis of a basket of options:
a. Equity: generally between 30 and 50 % if no underlying assets are present.
b. Subsidies from local or central government and institutions: this may depend on the local situation.
c. Loan from development banks: these banks generally offer good loan conditions. However, the procedure
for obtaining such loans requires government involvement and can take a long time.
d. Loans from commercial banks: commercial banks generally require surety for loans. This can be underlying
assets and/or government or third-party guarantee. Low interest rates may be obtained through export credit
insurances.
e. Loans from cruise companies: cruise companies are generally reluctant to provide financing for terminals
unless they develop the terminal themselves or have a significant interest. It may entail granting preferential
berthing.
f. Bond issues: generally, this is feasible only with a proven record.
g. Income from selling created assets such as land reclamation using dredged material from a channel:
conditions and prices should be such as to offer an advantage.
64
7 SECURITY
Security is a very important issue when talking about cruise traffic as cruise ships might be clear threat targets. A
lot of passengers concentrated in a small restricted area might be a potential risk. At the same time cruise ships
also have a high symbolic and economic value.
Consequently, cruise lines are constantly auditing the security at ports and governments do so too.
Regulations
Cruise ports must comply with the following security regulations:
International:
 SOLAs CHAPTER Xl-2 and the ISPS Code (IMO), December 2002
These regulations lay down special measures to enhance maritime security.
The ISPS code has a mandatory section (Part A) and a recommendatory section (Part B) The guidance given in
part B of the ISPS code should be taken into account when implementing the Solas regulations in chapter Xl-2.
It is also necessary to take into consideration the European regulations (EU Regulation 725/2004, EU Directive
2005/65, EU Regulation 324/2008) in European ports and the American regulations for US ports.
The main objectives of the ISPS Code are:
 To detect security threats and implement security measures

 To establish roles and responsibilities concerning maritime security for governments, local administrations,
ship and port industries at the national and international level
 To collate and promulgate security-related information
 To provide a methodology for security assessments so as to have in place plans and procedures to react to
changing security levels
The Code does not specify specific measures that each port and ship must take to ensure the safety of the facility
against terrorism because of the many different types and sizes of these facilities. Instead it outlines "a
standardized, consistent framework for evaluating risk, enabling governments to offset changes in threat with
changes in vulnerability for ships and port facilities."
For ships the framework includes requirements for:
 Ship security plans

 Ship security officers
 Company security officers
 Certain onboard equipment
For port facilities, the requirements include:
 Port facility security plans

 Port facility security officers
 Certain security equipment
Port Facility Security Plan

The objective of the port facility security plan (PFSP) is to:
 Ensure appropriate access-control procedures

 Improve and follow up on-site security
 Protect employees and visitors
 Protect ships moored alongside
 Protect the port facility and equipment
The PFSP must be developed and maintained on the basis of the outcome of approved port facility security
assessments at each port facility.
65
A port facility is required to act upon the security levels (1, 2 and 3) set by the contracting government within whose
territory it is located. Security measures and procedures must be applied at the port facility in such a manner as to
cause a minimum of interference with, or delay to, passengers, ships, ship personnel and visitors, goods and
services.
Figure 7.1: Cruise fenced area

Figure 7.2: Control point to apron area

66
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Belgique
http://www.pianc.org
VAT BE 408-287-945
ISBN 978-2- 87223-234-5

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PIANC Report n° 152 - 2016

GUIDELINES FOR CRUISE TERMINALS

The World Association for Waterborne Transport Infrastructure

PIANC REPORT N° 152

GUIDELINES FOR CRUISE TERMINALS

The objective of this report is to provide information and recommendations on good

PIANC Secrétariat Général

© All rights reserved

GLOSSARY OF TERMS AND ABBREVIATIONS ........................................................................................ 2

Air draught The maximum height of a ship above the waterline.

Structure of the Report

Mr Andrew McTigue Pedrick

Mr Don Oates, P.E, D. PE

Dott. Roberto Perocchio

The following PIANC reports are mentioned in this document:

MarCom WG 121 ‘Harbour Approach Channels – Design Guidelines’ 2014

South Cruise Destinations

North Europe Mediterranean

Figure 1.1: Cruise destinations

Figure 1.2: Cruise lines

Planning a Cruise Terminal

Figure 1.4: Terminal D at the Port of Barcelona

The three kinds of operations are defined as follows:

Home Port (Turnaround)

Port of Call (Transit)

 Use of facility as a home port or port of call

Figure 2.1: Allure of the Seas

Figure 2.5: Cruise ship classification

Figure 2.6: Examples of overhangs in Oasis Class and Epic

Potential Future Changes in Vessel Characteristics

Navigation & Berthing

Approach/Entrance Channel and Manoeuvring Area Characteristics

Figure 2.7: Recommended dimensions for the turning basin

Waves and Currents

Figure 2.9: Required berth length

Figure 2.10: Mooring system

Figure 2.11: Bollard types

Layout and Arrangement

Figure 2.12: Mooring configuration of Oasis of the Seas in different ports

Figure 2.14: Foam-filled fender

Stand-Off Fender Barges (Floats)

Figure 2.16: Stand-off fender barges

Figure 2.17: Fender spacing

Loading (Vessel Stand-Off)

Figure 2.18: Vessel provisioning

Depth and Tidal Variations

 2.00 m (6.60’) above MLLW (Mean Lowest Low Water)

Clearance Under Keel

Apron/Pier Vertical Load Capacities

Protection from Propeller Erosion

Side Thruster and Azipod Scour

Figure 3.1: Apron area

Figure 3.2: Example of loading/unloading a cruise vessel

Luggage Loading Operations – Type of Equipment

Figure 3.3: Loading luggage onto a cruise vessel

Figure 3.5: Vessel provisions

Figure 3.6: Storage provisions

Figure 3.7: Oasis of the Seas doors

Main Passenger Embarkation/Disembarkation Doors

Crew Embarkation/Disembarkation Doors

Vessel Provisioning Door

Figure 3.8: Vessel provisioning door

Figure 3.9: Luggage doors