cruise is a waste of time

13 Ridiculous Time Wasters All Cruisers Must Avoid

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Wasting time on a cruise is almost as bad as wasting money! Cruises are expensive & the last thing cruise passengers want to do is waste their precious vacation time.

These cruise tips & tricks will help you to avoid wasting time on embarkation day, sea days and port days. In addition to the time-wasting mistakes to avoid on a cruise, I’ve included travel tips you need to have a better cruise!

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13 Ways Cruisers Waste Time on a Cruise

1. Not Booking the Earliest Embarkation Time

There’s always some debate about which is better, embarking early or embarking later in the day.

Before your cruise, you’ll be able to book an embarkation check in time online. On most cruise lines, your boarding time will become available between 30 to 45 days before your cruise vacation. At that point, you can snag the best check-in time for you.

While we all want to avoid crowds, getting on your cruise ship as early as possible has its advantages. These include making reservations for shows and other onboard activities, that sometimes aren’t available until embarkation day.

You’ll also get to eat lunch, have a drink, do your muster drill as soon as possible. This leaves more time for exploring the cruise ship and enjoying the first day of your cruise!

To make the most of your time on the cruise, consider choosing the earliest embarkation day time.

2. Not Downloading the Cruise Line App

Most cruise lines have a cruise line app, where you can access the daily planner, dinner menus, excursions, and more. Not downloading your cruise line app before boarding will eat up precious time, especially on the first day of your cruise .

The wifi at the cruise port can be slow, so it won’t be easy to download the cruise line app from the cruise port. It’s best to download the cruise line app before your cruise, so you can use it once you are on the cruise ship.

3. Not Making Reservations as Soon as You’re Connected to Cruise Ship Wifi

On some cruise lines, you must reserve dining, shows, and activities from your cruise line app. However, you won’t be able to reserve anything until you are connected to the cruise ships wifi.

A tip that many experienced cruisers have been doing is connecting to the cruise ship’s wifi as soon as they get to the cruise ship terminal. This way, they can reserve their shows, activities, and dining before they fill up.

Recently, I went on my first Virgin Voyages cruise and learned this the hard way. Soon after boarding, I reserved my shows on the cruise line app.

However, when I tried to book the group fitness classes, they were already fully booked. We had just boarded the cruise, so it was surprising that there was no more space in the free fitness classes.

After asking other passengers who had sailed with Virgin in the past, they let me know a genius cruise travel hack that only repeat cruisers know . They booked the popular fitness classes in the cruise terminal, while they waited for their boarding time.

This is a great way to save time on your cruise, and to ensure you get the reservations you want.

4. Wasting Time at Guest Services

On the first day of your cruise, unless you have a major issue, it’s best to hold off before going to guest services. If you go to guest services during the first few hours of the cruise, you’ll have to wait in a long line, which can waste an hour of your time or more.

Guest services are open 24/7, so you can go when most cruise passengers are having dinner, at a show, late at night or early morning. I’ve gone at midnight before heading back to my cabin, and there’s usually no line at all.

5. Not Purchasing Packages and Excursions in Advance

When it comes to wifi packages and shore excursions, one of the biggest mistakes cruisers make is thinking that they will “figure it out” once they are on the cruise ship.

Unfortunately, there’s often a queue at the wifi and shore excursions desk, so you will be waiting for a long time.

It’s best to book cruise shore excursions online before your cruise, and upgrade your internet package from basic to premium, if you need faster and better wifi.

Related: 15 Cruise WiFi Tips, Secrets & Mistakes to Avoid

6. Not Planning Ahead For Cruise Ports

You’re only in a cruise port of call for a few hours, so planning in advance will help you to make the most of your day off the ship.

A regret for many cruise passengers is wasting time on land, trying to figure out what to do for their day in port. Whether you book an excursion or decide to explore on your own, planning your port days is essential.

One of the perks of booking a shore excursion with the cruise line is that you will have an assigned meeting time and place. This way, you won’t be wasting any time once you are in the cruise port.

If you book a private excursion, you’ll have a meeting location, or somebody will meet you at the cruise port.

Tip: If you don’t have a printed excursion ticket, be sure to screenshot the information for your shore excursion. Once you get off the cruise ship you may lose wifi, so it’s important to have the information for your excursion saved to your camera roll.

7. Waiting in Lines & Queues

When you’re on a cruise vacation, the last thing you want to do is be stuck waiting in lines. If you’re on a cruise with attractions like water slides, go-karts, indoor skydiving, or a dry slide, chances are there will be long lines on sea days.

If you want to try these attractions but don’t want to wait in long lines, try staying on the cruise ship when the cruise is in port . The cruise will be quieter, and you won’t have to wait in line for any attractions.

8. How to Save Time While Dining

Embarkation Day

On boarding day , most cruise passengers go straight to the buffet for lunch. This means that the buffet will be one of the busiest places on the cruise ship. You may need to wait in line for food, and finding a table can be challenging.

Instead, try eating at one of the casual restaurants or the main dining room if it’s open. Oftentimes, there will be fewer people in those restaurants, and the service will be better.

Main Dining Room

On most cruise lines, you can choose between traditional dining or open dining (flexible dining).

If you like to eat at the same time every day, you will want to do traditional dining, which usually has an early and late seating. The benefits of traditional dining are that you won’t have to wait for a table and you’ll have the same servers throughout your cruise.

If you want to avoid being on a set schedule, then open dining is for you. The benefits of open dining are that you can eat at different times every day, and you are not stuck to a set schedule.

However, during peak dinner times, you may have to wait for a table. Be prepared for a 30 minute wait or longer, is the dining room is busy.

Time-Saving Tip

If you have a show after dinner and you’re on a tight schedule, don’t be afraid to let your waiter know and ask if your meal can be brought out more quickly. They can usually accomodate and expedite your order, so that you can eat dinner and be on time for your show.

Avoid the Buffet on Port Days

Whether you have an early excursion or want to get off the cruise ship as soon as it docks, it’s best to avoid the buffet at peak times.

Instead, try ordering room service to your cabin. That way, you can get ready, eat and get off the ship as you, please.

Related: 13 Cruise Main Dining Room Tips All Cruisers Need to Know

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9. Not Adding a Credit Card to Your Booking

Consider adding a credit card to your booking rather than paying cash for your onboard expenses. Now this is entirely up to you. However, when you’re paying cash on a cruise, you will have to visit guest services and put money down on your account.

At the end of your cruise, you’ll need to settle your account balance with guest services before disembarkation . Trust me, there is always a huge line on the last morning of the cruise!

Whereas, when you put your credit card on your account, all your expenses are charged to your credit card. You can monitor your onboard account and see your final invoice before debarkation morning.

Unless there’s an issue, there’s no need to check out and settle up with guest services.

10. Getting Lost on Your Cruise Ship

During the first few days of your cruise, it can be very easy to become disorientated and get “lost” on your cruise ship. This can result in taking extra time to get where you want to go (and even being late).

As someone who has cruised a lot, I still find myself getting lost quite often on a cruise ship. With cruises getting bigger and bigger, getting lost is easier than ever.

A trick to prevent yourself from getting lost is to take some time on the first day of the cruise to explore the cruise. As you walk around the ship, note some places you may visit frequently.

Whether it’s the buffet, gym, dining room, theatre spa, or kids club, it will help prevent you from getting lost if you know where things are. Take note of your cabin location, including if it’s on the port or starboard side of the cruise ship .

Related: The Ultimate Cruise Lingo Glossary

11. Not Printing Out Onboard Credit Confirmations

If you have any future cruise credits or onboard credits , make sure that you print or save e-mail confirmations before going on your cruise.

While it can take up to a day for your onboard credits to appear in your account, if it doesn’t appear by day two, you’ll want to visit guest services so that they can help to solve the problem.

If you have proof of your onboard credit on hand, it will be quicker to settle your situation.

12. Booking a Pre-Cruise Hotel that’s Far from the Embarkation Port

While we all want to save money on a cruise , one way that cruise travelers may save money at the expense of time, is booking a hotel that’s far from the cruise embarkation port or main city.

This can result in being stuck in traffic, spending a lot of time on public transportation ride, or taking expensive taxi or Uber rides.

If you want a stress-free embarkation day and don’t want to waste your time sitting in traffic, then consider booking a hotel near the cruise port .

13. Not Considering Purchasing an Early Embarkation Day Program

If you really want to make the most of your time on a cruise, a cruise add on that might worth it is an early embarkation program.

Certain cruise lines have programs that include early embarkation. Carnival has “Faster to The Fun,” and Royal Caribbean has “The Key.”

These programs do cost extra. However, they are an excellent way to get onto the cruise before other passengers, making your embarkation day much more enjoyable.

Video: 13 Ridiculous Time Wasters on a Cruise to Avoid

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Final Thoughts on Ridiculous Time Wasters All Cruisers Must Avoid

Well, there it is, the time wasters all cruisers must avoid! Whether you’re a first time cruiser or an experienced cruiser, nobody wants to waste time on their cruise vacation.

These time saving cruise tips and tricks will help cruisers to make the most of every day on a cruise!

How do you make the most of your time on a cruise? Please let me know in the comments below.

Happy Cruising!

If you enjoy this post please don’t keep it to yourself ;-). Please feel free to share on Facebook or Pinterest (share buttons at the top). Thanks so much!

Author Bio: Ethan Schattauer writes about fashion, travel and college advice on the website WhatToWearMen.com . As a frequent cruiser, Ethan shares his unique perspective on what cruising is like for teens and young adults.

Due to wanting an early embarkation, VOOM wifi package lunch in the MDR with the Chops Grill modified menu, and early excursion debarkation perks, I bought the RCCL ‘The Key’.

FUTURE CRUISE: Navigator of the Seas October 2023 PRIOR CRUISES: Cruise 1 Monarch of the Seas 01/30/06 Cruise 2 Monarch of the Seas 01/22/07 Cruise 3 Monarch of the Seas 01/28/08 Cruise 4 Carnival Paradise 02-08-10

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20 Common Tips For Cruises (That Are A Waste Of Time)

There are so many pieces of bad cruise advice that we just (wrongly) assume is accurate

As the number of people who travel increases, cruise ships are also seeing an increase in their yearly booking numbers. Whatever travelers are doing, article writers are writing about, and cruise ships are no exception.

The advice in these articles focuses on everything from the best time to book a cruise, to the kinds of things that you can expect while onboard, to how long it will take you to get off the ship and to the nearest airport. The issue is that not all of this advice is helpful.

This article will discuss 20 common pieces of advice we hear for cruising that are actually pretty unhelpful. There are a variety of reasons why each of these entries is bad advice. Some of this advice is merely outdated, some are based on mistaken assumptions, and others are so downright terrible that it is hard to believe that they weren’t given without malicious intent.

Hopefully, this article will help you sort through the most common pieces of bad cruise advice, so that you can avoid the most potent pitfalls. This article should also give you the tools that you need to understand the cruise process, and to learn how to weed out all of the bad advice for yourself.

20 Make Cruise Friends Ahead Of Time

This next entry is more about personal taste but I just wanted to let our readers know that you don't have to make a ton of friends to have fun on your cruise. It seems like so many of the advice articles that I read are urging people to join Facebook groups so that they can get in contact with their fellow cruisers prior to when the ship disembarks.

If this doesn't sound like your thing, don't feel pressured into doing this. This is your vacation. Make it something that you are excited for and comfortable with.

19 Have Cash On Hand

For most trips, I would agree with this sentiment. It is always a good idea to have cash on hand when traveling because you never know when you will wind up somewhere that does not accept credit cards. But cruises are a little different.

You will be able to use your card everywhere on the ship. Many cruise lines have even upgraded so that you can use your room key almost everywhere and just charge anything you buy to the room.

While you are on the cruise ship itself, I see no reason why you would have to carry around any cash.

18 Soak In All the Sun You Can

I wouldn't say that this is a bad piece of advice, only that it should come with some restrictions. There is nothing wrong with spending as much time as possible at the pool but don't let it stop you from doing all of the other cool things on the ship. In addition, you have to be very careful about how much time you spend in the sun.

It is so easy to get sunburnt on a cruise ship and you don't want to spend the rest of your vacation nursing your flayed skin.

17 Attend the Captain’s Dinner

The Captains Dinner is the most overrated part of any cruise.

I usually advise our readers to try everything at least once but I feel content recommending that even people on their very first cruise don't try the Captain's Dinner.

Usually, it comes at a fairly modest additional price but even $50 is too much for an underwhelming steak that you eat surrounded by strange people.

I have never felt more uncomfortable than I did sitting in my dress clothes, waiting to get my food at the Captain’s Dinner. All for the chance to take a quick picture with the Captain, that you then have to pay for.

16 Get the Drink Package

I am absolutely opposed to getting the drink package on a cruise. Most cruises come with food included but you have to pay for any adult drinks. The drink package lets you pay one lump fee when you book your cruise but then those drinks are included for your entire trip.

The price of this package varies by cruise but for most ships, you would have to drink more than 6 drinks a day for your entire vacation to get your money's worth. Unless you plan on being toasted for your entire vacation, this just isn't feasible.

15 Stay On the Ship When It Docks

I have seen this recommendation in multiple places. Royal Caribbean itself even supports this idea. It said this on its website, “The really neat sensation of staying onboard when the ship is in port, is the feeling of having the ship to yourself. With so few other guests onboard, it really does feel like you have the ship to yourself.”

I don't exactly buy this line of reasoning. The ship will definitely be emptier when everyone else is in port but just think of what you're giving up for some alone time at the pool.

C ruise ships stop at some of the most beautiful destinations in the world. Who knows if you'll ever get the chance to go to those places again.

Then, if too many people have the idea to stay on the ship, it could be almost as crowded as any other day.

14 Shower After Every Time You Get In The Pool

At some point, you have to accept that your body is going to come into contact with some germs while you are on vacation.

Sure, the pools and hot tubs on the cruise ships probably aren't the cleanest, but there are no verified reports of anyone getting seriously sick from swimming in the deck pools.

The travel advisors that tell you to shower each time you use the pool are the same ones that tell you not to kiss the Blarney Stone while you are in Ireland. Going on trips is all about taking chances.

13 Forget the Excursions

This piece of advice is a little strong for my taste. I have seen several websites campaigning for people to skip the excursions sponsored by the cruise line in favor of exploring the destinations on your own. When talking about the benefits of going to a local beach, Cruise Critic said “but it will almost always be less expensive than paying for an excursion, and you'll be more likely to escape the masses.”. I do think that people should explore some (if not most) of the destinations on their own, but I also think that there are some excursions worth trying. On my last cruise, the snorkeling excursion in Mexico was easily the best part of my vacation.

12 Leave the Motion Sickness Medicine At Home

This next piece of advice is just ridiculous. If someone deals with a lot of motion sickness, they should absolutely feel comfortable bringing seasickness medication on board. Some travel writers have pointed out that cruise ships are so large that most people don't get sick, which is true.

Others have argued that the meds will make you too drowsy to enjoy your vacation, which may also be true. With all that being said, shouldn't travelers at least have the option of tacking sickness medication if they feel that they really need it?

11 Upgrade to a Room With a View

Some travel websites have recently put out articles that urge people to upgrade to a room with a window.

I enjoy a view of the ocean as much as anyone else but I'm not going to pay substantially more to have something in my room that I can easily enjoy up on deck.

Besides, the small porthole windows that most ships offer pales in comparison to the view from the deck.

If you are looking to cut costs somewhere on your cruise, I would say that the price of your room is your best bet. You won’t be spending very much time there anyway.

10 Skip the All-Inclusive Restaurants

The food options on cruises can vary but usually there are three styles of restaurants. There is the buffet that is open 24/7 and is included in the price of your ticket, there are a handful of sit-down restaurants where meals are included, and there are some nicer restaurants where you have to pay an actual bill. I have seen some people suggest that cruisers limit themselves to the first and third options because the included sit-down restaurants are too crowded to enjoy. But the reason that these restaurants are so crowded is because they are the best deal. You will quickly get tired of the buffet and you don't want to pay for every meal at the nicer restaurants.

9 Don’t Stay On the First and Second Floors

The room that you stay in on a cruise ship is part of a weird hierarchy. Rooms on different levels of the ship have varying prices to represent how sought after they are but these price ranges don't always make sense. For example, rooms on the two lowest levels are usually inordinately cheaper than anywhere else on the ship. Part of this is the fact that these rooms are farther from all the fun things on deck, which makes sense, but there is also the sense that you are more likely to get seasick if you stay on the lower levels. I have stayed on the first floor with several different people and no one has gotten sick.

8 Pack Light

My girlfriend would be shocked to hear me argue against packing light on a trip but I think a lot of travel sites have overdone it with this particular bit of advice to potential cruisers. The rationale is that cruises are floating malls and that anything that you need you can easily buy on the ship itself. This is certainly true but the prices of the on-board shops are so ridiculously expensive that this is a sure-fire way to find yourself short on money before your trip ends.You don’t want to be counting pennies on your vacation because you spent $40 on sunscreen.

7 Forget “Faster to the Fun” Promotions

I have read a handful of articles lately that advised their readers to forego the "Faster to the Fun" promotion that many cruise lines offer.

The rationale behind this advice is that while the additional pass gets you onto the ship sooner, no one else is on board yet, so it isn't very fun. It is true that you will be one of the only people on board when you arrive, but that is exactly what makes it so fun.

This will be one of the only times of your vacation that you can chill out by the pool without being swarmed by other people.

6 Reserve Seats At the Pool

Admittedly, I have only seen this in one travel article (and I won't cite the author to save him the embarrassment) but this advice is so spectacularly terrible that I had to include it.

Not only is it incredibly rude to try to reserve chairs next to the deck pool, but it is also potentially dangerous. There is a certain crowd on cruise ships and they are not the type of people who you want to feel slighted. It is hard to get a chair alongside the pool sometimes but it is not worth risking your well-being for.

5 Fight For Your Gratuity

If you think that the service you received during your trip was less than spectacular, you can go to the customer service desk when you leave and ask that your mandatory gratuity is lowered.

Most cruise lines now require you to pay an additional fee when you book your trip that goes as a tip to your housekeepers and any waitstaff on the ship.

Some writers have recommended that unhappy customers complain to get some of this gratuity money back, but that's more hassle than it's worth.

I've seen the customer service line when the ship returns to port and it is extremely long.

4 Follow Crew Instructions

This next piece of advice isn’t bad because it is wrong, it's bad because it is so obvious that I don’t think it needed to be said.

When you are on a cruise ship you are under the ultimate control of the crew staff. The captain of the ship even has the authority to hold you under arrest if he feels that you are a danger to his crew or the rest of the passengers.

This is an extreme example, of course, but it can happen. Therefore, I don't understand why travel sites feel the need to tell you to obey the orders of the ship crew. Anyone with even a modicum of common sense would already know that.

3 Skip the On-Deck Movie Theatre

The rationale behind this argument is that you can go to the movies anywhere and that you are better off spending your time on the cruise ship doing things that you don't normally do.

If you've ever been on a longer vacation, you know that at some point during your week-long stay you just need to chill out and take a breather. Going to the ship movie theater gives you the chance to do this while still having a good time.

Cruise ships manage to get films that are no longer in theaters but have not yet come out on DVD. The last cruise that I was on had a Dwayne “The Rock” Johnson special, where they showed Jumanji 2, Rampage, and Moana.

2 Make a To Do List

I am all for people getting the most out of their cruises but they should also remember that they are on a vacation. Doing every single thing on the cruise ship sounds like a good idea until you return from your vacation more tired than you were when you left. This is a recipe for disaster. Even worse, if you have a laundry list of things to do in a limited amount of days, you will inevitably stress out the people with you, something that they certainly do not deserve.

1 Avoid Any Off-Shore Gaming

Statistically, you're more likely to come away with a big grin on your face in an off-shore gaming establishment compared to a regular one. So, if that's your thing, then spending a few hours surrounded by the flashing lights and loud noises wouldn't be the worst option of things to do on the ship.

Of course, there are a plethora of activities to keep you occupied and entertained as you set sail from point A to point B. This is merely one of the many options. That is, of course, if you can manage to drag yourself away from the pool.

References: cruisecritic.com , royalcaribbeanblog.com , thedailymeal

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11 Ways Passengers Waste Money on a Cruise

First things first: One of the best things about a cruise is that it offers an affordable vacation.

Instead of forking over cash for transportation, a hotel, meals, and entertainment, a cruise offers everything for one price that’s usually lower than you’d pay if you were to book it separately.

But don’t think that cruise lines make their vacations affordable out of the goodness of their hearts. Remember, cruising is a business. And for the cruise lines, there is still plenty of money to be made once passengers are on the ship.

In fact, once you board, you’ll notice all the opportunities to spend money. From the ship’s casino (conveniently placed in the middle of the busiest part of the ship) to fancy shops, you’re never far from a place to drop some coin. On average, passengers spend about 35-40% of what they pay in cruise fare once they are on the ship. 

And with the opportunity to spend money means there is also opportunity to waste money — especially if you are a first-time cruiser who isn’t versed in what’s a good deal and what’s not.

That’s why we’ve rounded up some of the biggest ways that cruise passengers can waste money on their trip, whether it’s on the ship or off.

They Pay too Much for Art at Auctions

If you’ve never been on a cruise, then you might be surprised when you first encounter the art auctions and sales on board the ship. They are ubiquitous across cruise lines.

Let’s be clear. If there is a piece of art you like and you are fine with the price, then there’s no issue. However, there are a number of stories of buyer’s remorse when it comes to art auctions.

According to a recent story on cruise ship art auctions : “In one case, passenger Luis Maldonado ended up paying close to $73,000 for three Dali prints that he was told were valued at more than $100,000. Back home in California, Maldonado researched the value of the prints himself, and learned that they were actually worth less than $10,000.”

You can read more about art auctions here and here .

They Don’t Stay at a Hotel With a Parking Package

If you are driving to a port — and you intend on staying nearby the night before — then you should look for a hotel with a parking package.

Parking packages include parking at a hotel for the length of your cruise in return for a night’s stay. If you plan on staying near the port anyway, it can save you a ton of money.

Considering that some ports charge up to $20 (and sometimes more) per day, you can save $140 on parking fees just by staying at a hotel with a parking package. Click here to see a list of hotels with parking  for every port in America.

They Don’t Buy a Drink Package

Drink packages are popular on cruises. These packages are essentially “all you can drink” for alcoholic beverages. You pay one daily cost and you can just hit the bar whenever you are thirsty. This way you don’t have to worry about the cost of each individual drink.

Passengers that like to drink on their cruise can save considerable money by buying a package instead of paying for each drink individually.

For instance, a package aboard Carnival costs about $60 per day, and individual beers are about $7. So if you plan to drink more than eight beers over the course of a day, then you can save money by getting the package. As well, other beverages like wine, cocktails, soda, and more are included. If you drink your share and don’t have a package, you could be throwing money out the window.

For more details and to see if it’s worth it for you, try our Drink Package Calculator .

They Buy a Drink Package

Wait, didn’t we just say people waste money by not buying a package? Some do, but for others it is more of a waste to buy the drink package when they won’t take full advantage.

When you purchase the package, you have to buy it for every day of the cruise. In addition, some cruise lines make every adult in a cabin buy the package if one person does (this is to discourage sharing). 

At $60-80 per day (and sometimes even more), a drink package is a big investment that you pay for, even on days when you are in port or when it’s not heavily used. If you aren’t going to use it to the full potential, then it can cost you significant money. Do the math before you buy.

They Buy Souvenirs When They Aren’t on Sale

There are plenty of opportunities to shop on the cruise ship, with everything from cheap trinkets to expensive watches all for sale. But you need to be careful. Unlike at home, you can’t easily hop online to price compare when you are in a shop aboard a ship in the middle of the sea.

Instead, if there’s a souvenir you have your eye on, wait until it’s on sale on the ship. With only a limited amount of time passengers are on the ship, sales run often. It gives you a chance to pick up something cheaper than you would otherwise by being a little patient.

They Don’t Take Advantage of Bringing Wine

If you drink wine or champagne, then don’t forget to bring a bottle of your favorite with you to boarding. To be sure, you’ll want to check your cruise line’s specific policy , but just about every line lets you bring on at least one bottle of wine or champagne per cabin.

Considering that it’s common to pay $8-12 per glass once on board the ship, it’s a no-brainer that anyone who plans to drink wine and doesn’t bring their own bottle is wasting a ton of money.

They Pay ATM Fees on the Ship

No one likes ATM fees, but sometimes they are simply the price you pay to have access to cash. On a cruise ship, that price can be borderline ridiculous. While you might pay $2-3 to access cash on land from an ATM, there are machines at sea that cost up to $6 .

In other words, be sure to bring enough cash for your trip. And if you run out? Well try to limit your run to the ATM to just one time.

They Forget Things at Home

Everyone forgets things, but on a cruise you should try your best to remember anything you might need. When you’re on a cruise in the middle of the sea, it’s not simple to just run out to the nearest store and pick up something you need.

Instead, you’ll have to make due with what’s on the ship or what’s in port. That often means paying inflated prices for the things you need. For example, we’ve seen prices of $5.25 for dental floss and $17.99 for a bottle of cold medicine. Instead, be sure to pack all of the useful items found here (which include more than a dozen you wouldn’t think about) .

They Don’t Walk an Extra Block to Save Some Cash

Right as you get off the cruise ship, you’ll be greeted with shops, merchants, taxis and more. All of these people are there to cater to cruise passengers, but they also usually charge tourist prices.

Instead, you can save some money by walking a little more and catching a cab — or visiting a shop — a little out of the way. It’s common in many ports to haggle for prices, so don’t be afraid to tell someone what you want to pay instead of what the listed price is. It can save you even more.

They Pay Spa Prices for a Simple Massage

If you want to visit the spa, then have at it. The cruise ship spas offer a variety of services, and can really pamper you while on your vacation. However, if you just want a simple massage, then you can save a lot of money by waiting until you hit a port.

In most ports, places on the beach will offer massages at cut-rate prices. To be sure, there is likely no licensing of these masseuses like there is on the cruise ship. And often the massage is given on a portable table at the beach, so the atmosphere isn’t as nice as the cruise ship spa. Still, at just pennies on the dollar, it can save a lot of money if you are only looking for a simple rub-down.

They Gamble Too Much on the Ship

Some people will tell you that any gambling is a waste of money. However, if it’s entertaining to you, then there is no problem tossing the dice or playing the slots. That said, you should realize that the payouts on cruise ship casinos can be pretty low.

It’s common to find blackjack that pays 6-to-5 (instead of the traditional 3-to-2), as well as video poker machines with low payouts. In other words, play all you want, but know that the casino payouts aren’t in your favor .

Know of other ways that passengers waste money on a cruise? Let us know in the comments below… 

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Carnival Cruise Live Blog (Day 4): A Final Day at Sea Featuring… Whales?! Plus Final Thoughts

Carnival cruise live blog (day 3): blow holes & golden trophies, carnival cruise live blog (day 2): the most beautiful port i’ve visited, hotels with cruise shuttles for every major port in america, 39 useful things to pack for your cruise (including 17 you’d never think of).

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15 ways that cruising newbies waste money on their first cruise

I can still remember my first rookie mistake on a cruise. It came about 15 minutes after I stepped on board a ship for the first time.

I had worked my way up to the Lido Deck to take in the view, and I was almost immediately confronted by a beaming waiter holding out a tray of colorful umbrella drinks.

"Oh, nice," I thought. "Free sail-away cocktails!" I reached out to grab one.

It was only then that the waiter whipped out an invoice pad from his back pocket. Ka-ching. It turned out the sail-away drinks on this particular ship weren't free. Not by a long shot. I can't remember the dollar amount that he wrote down, but I recall it was sky-high. I do remember the way I felt: duped.

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I never made that mistake again. But it wasn't the last time that I spent money on a ship in a way that I later regretted. Even now, after sailing on more than 170 cruise vessels , I still make unforced errors from time to time when it comes to onboard spending. (Don't we all?)

As anyone who cruises a lot knows, cruise lines are masters at the upsell. At some lines, the whole business model is built around getting you to spend more than you ever thought you could on board. They get you on the ship at a low rate – then they blast you with spending opportunities.

Are you a newcomer to cruising looking to make sure you are spending your dollars wisely? Read on for our list of the 15 most common ways first-time cruisers waste money on ships.

Related: The ultimate guide to picking a cruise line

The following is a list drawn not just from my own experience over 20-plus years of cruising but the observations of hundreds of cruising fans who shared their tips in a robust conversation on the topic at our TPG Lounge on Facebook. (If you're not a member yet, we highly encourage you to join.)

Buying too many shore excursions

Despite what you'll hear at onboard port talks, you don't have to book a shore excursion in every port. There are many big-name cruise destinations around the world — Barcelona, for example, or Venice — where it's easy to visit the biggest attractions on your own, either on foot, by using public transportation or taking advantage of ride-hailing companies such as Uber. This can be much less expensive than going with a group on an organized tour, and maybe more enjoyable, too.

My favorite site in Barcelona, the Antoni Gaudi-designed Basilica de la Sagrada Familia, for instance, is easily reachable via the Barcelona metro for just a few dollars. Tickets to enter the basilica are 26 euros (about $28.38) for adults, less for students and seniors, and free for children under 11 (be sure to buy tickets in advance to ensure access). Compare those costs with the $100 or more per person you'll pay for a typical four-hour cruise excursion to the basilica.

Related: Is cruising right for you? Start by asking yourself these 7 questions

Only buying excursions through your cruise line

Booking a shore excursion directly through your cruise line is easy. You just check a box on an online form before sailing or while on board, and — poof — it's all arranged. But booking tours through your line isn't the only option, and it's not always the best option. In many cases, you can save a lot of money — and get a better touring experience — by booking shore excursions through independent tour operators in ports or a tour booking service such as Viator or ToursByLocals .

Often, independent tours will be much more intimate than the tours offered directly through cruise lines. They might go to the same site but in a small van instead of a big motorcoach. You might have just six or eight other people on a tour with you instead of nearly 40. If your group is big enough, you might be able to book a private tour with an independent tour operator, which can be heavenly.

Pro tip: Use the excursion list from your cruise line as a guide to the possible tours and top attractions in each port. But don't book one of the official cruise line excursions until you've researched whether it's just as easy to do the top attractions on your own or through an independent tour company.

Related: The ultimate TPG guide to shore excursions

Buying a drinks package (if you're not a big drinker)

Drinks packages on ships often are quite pricey, and they generally only make sense if you're a big spender on drinks — a really big spender. Carnival Cruise Line , for instance, charges as much as $64.95 per person, per day for its Cheers! drinks package. Royal Caribbean drinks packages sometimes cost as much as $89 per day. One Norwegian Cruise Line drinks package is $138 a day, not including a 20% service charge. Think hard about how much you typically drink on vacation — and what type of drink you typically order — before you commit to one of these packages. You may find it's less expensive to just pay as you go for your drinks.

If you're a beer drinker, for instance, the packages often are not a good deal, unless you drink a lot of beer. On Carnival ships, many beers cost $7.00 to $7.95. You'd have to order more than seven to eight beers a day at that price for Carnival's Cheers! package to start paying off.

Related: Are drinks packages on ships worth the price? A line-by-line guide

Not buying a drinks package (if you're a big drinker)

If you're a big drinker, by contrast, a drinks package can be a money-saver — again, depending on what type of drink you prefer. Drinks packages can make sense for wine drinkers, in particular, as the cost of wine by the glass on cruise ships often is high. To continue with the Carnival comparison: Wines by the glass on the line's ships range from around $10 to $15. At the higher end of that spectrum, you'd have to order just five glasses a day for the package to start paying off.

Note that, in addition to alcoholic drinks, passengers purchasing a drinks package typically also have access to an unlimited number of nonalcoholic beverages such as specialty coffees and sodas that normally come with an extra charge. The packages thus can be a good value to vacationers who are fond of ordering a high number of lattes, Cokes and other nonalcoholic beverages during the day in addition to alcoholic drinks.

To use the Carnival example again, someone who orders two or three lattes in the morning, several sodas during the day and three or four glasses of premium wine in the evening would come out ahead by buying a drinks package.

Pro tip: Some lines will offer discounts on their drinks packages in advance of sailing. Royal Caribbean, for instance, is known for doing this. At Royal Caribbean, the deals will appear in the My Cruises section of the line's website (once you log in, navigate to the Cruise Planner area for your sailing and click on Beverage Packages).

Related: A novice cruiser's tips for better sailing the second time at sea

Not bringing on your own drinks, where allowed

One way to cut your bar bill on ships is to bring your own drinks on board. Not every line allows this, and those that do often have limits. But you can end up saving a lot of money by being your own bartender on lines where going BYOB is kosher.

Among the lines that allow this is Disney Cruise Line , where adults can bring up to two bottles of unopened wine or Champagne or six beers on board at the start of a cruise and at every port of call. Note that these beverages must be packed in carry-on bags. At Royal Caribbean, the bring-your-own allowance is one bottle of wine or Champagne per adult at boarding, plus up to a dozen standard cans, bottles or cartons of nonalcoholic drinks such as sodas.

Note that many lines levy a "corkage fee" if you want to bring your wine into an onboard restaurant.

Buying the soda package

Unless you're the type of person who drinks a soda every few hours, these packages don't always make sense. Often, people buy them for their kids, who love the freedom of having access to soda all day long. But be sure to think through the drink-cost math before committing to one of the packages. At Royal Caribbean, for instance, you can get a soda a la carte for around $3, while a soda package runs from $12.99 to $15 per person, per day, depending on the ship. That means the package doesn't really start paying off until you hit an average of five sodas a day. If that doesn't seem too out-of-the-question to you, remember that on some days you will be off the ship for extended periods touring.

Not bringing every toiletry you could possibly need

Yes, you'll be able to find sunscreen, aspirin and Band-Aids on a cruise ship. But it'll cost you. Big time. Cruise lines know you're a captive audience and price their shipboard stores accordingly.

I have a small "go bag" of over-the-counter medicines that I throw into my suitcase for every cruise, containing everything from cold medicine to seasickness pills. I rarely use any of it. But I also never get hit with a crazy toiletries charge.

While we're on the topic of sundries, don't forget extra batteries for your camera if you are bringing one.

Not using a points card for onboard spending

You saw this one coming, no? Given TPG's origins as a points-and-miles website , we'd be remiss if we didn't remind you to maximize your credit card points while making purchases on ships. The way to do this is to tie a credit card that offers extra points for travel purchases to your onboard account. This could be the Chase Sapphire Reserve , which offers 3x Ultimate Rewards points on travel and dining (excluding the annual $300 travel credit). There's also the Chase Sapphire Preferred Card , which brings 2x Ultimate Rewards points on travel and 3x points on dining.

Related: How to book a cruise with points and miles

Buying full-priced spa treatments

If there's one thing that all cruise ships have in common, it is this: The pricing in their spas is sky-high. It's not uncommon for a 75-minute massage at a cruise ship spa to run as much as $199, and that's before a gratuity that, on many ships, is now added on automatically. A manicure can set you back nearly $50 on some vessels — again, before a gratuity that may not be optional.

One strategy that many savvy cruisers follow when booking spa treatments is to wait for the treatments to go on sale. This often happens when a vessel is in port. Cruise ship spas have a harder time getting customers on port days, as many passengers are out touring, so they often drop prices to boost demand. Often, you'll find port-day spa discounts highlighted in cabin newsletters the night before a port call, and/or spa staff will be in corridors on port days promoting the deals.

Tipping twice for a spa treatment

As noted above, some cruise ship spas now are adding an automatic gratuity to the cost of spa treatments — often in the amount of 18% to 20% of the treatment cost. But that's not always clear when you go to check out. Be sure to ask if a gratuity already has been included before adding another 15% or 20% to the total. Otherwise, you may end up tipping twice.

Related: Everything you need to know about tipping on a cruise ship

Shopping on board, for just about anything

People buy the strangest things on cruise ships. On just about every ship bigger than a tugboat, you'll find at least one store, usually many, selling everything from little models of your ship to gold chains sold "by the inch." There's also art, sold through auctions (how did this become a thing on cruise ships?), all the tanzanite you'll ever need (for some reason, this is a cruise ship thing, too), and all sorts of tchotchkes, jewelry, watches and clothing, the latter often with the cruise line's logo splashed all across it.

If you're into all of this stuff, fine. Just know that it isn't necessarily a bargain — no matter what the salespeople try to tell you. As mentioned above, you're a captive audience, and the cruise lines know it.

Not keeping your phone in airplane mode

Some of the biggest cruise ship horror stories you'll find on the internet are tales of cruising newbies who racked up thousands of dollars in cellphone charges while on ships. This can happen when you leave your phone turned on and, say, watch videos on the internet. Many phone plans — even international plans — do not include talking, texting and data on cruise ships, and you'll pay exorbitant roaming rates for such services that will show up weeks later on your phone bill.

There are ways to make calls and access the internet from ships without spending a boatload of money. You can buy a Wi-Fi package, for instance, that will let you make FaceTime calls and stream videos (on some ships) via Wi-Fi without using phone data. Some phone companies also have cruise-specific plans you can buy in advance of a voyage. But I personally never go that route. I keep it simple. I just put my phone in airplane mode the moment I step on board a ship and never switch it back on. I then turn on the phone's Wi-Fi, buy a Wi-Fi package and do all my calling, texting and internet surfing over Wi-Fi. That way, there's no way that I can be surprised by an unexpected charge.

Buying photo packages

Photography is big business on many cruise ships. You'll often find ship photographers lying in wait for you as you arrive for a cruise, usually near the gangplank. They'll want to take your picture in front of one or more ship-related backdrops. They'll then resurface at the gangplank during port calls, in restaurants during dinner and in the corridors on formal nights, snapping away. All these photos then appear in ship photography galleries, where they are available for a charge.

Our advice, and the advice of many TPG readers who cruise: Look but don't buy. Some of the photos may be fun, but the pricing for photos on most ships is insanely over the top. You can easily pay $20 for a single photo in digital form – you won't even get a print. Multi-photo packages often run into the hundreds of dollars. You may be excited about the photos when you first see them at the shop, but — trust us — you won't be so thrilled when you get your final bill at the end of the cruise.

Not using points to get to your cruise

Using points and miles to pay for a cruise doesn't always make sense , as it often requires a huge number of them to secure a cabin. But that doesn't mean you can't save big time by booking your flights to and from a ship using points and miles.

You'll find plenty of stories here at The Points Guy about how to, say, pay the equivalent of $1,330 in points for a flight that cost $16,000 , or book a $27,000 around-the-world trip for just $168 in out-of-pocket costs . Scroll around a little, and you may never pay cash for a flight to a cruise ship again.

Related: 14 things you should do before every cruise

Not asking for comps in the casino

Just like at casinos on land, casinos at sea often offer extra perks for their most loyal customers. If you're going to play a lot in a shipboard casino, make sure you introduce yourself to the casino manager at the start of the trip and check to see if the line has a casino players card. Depending on the line, your play could be rewarded with such perks as free drinks, free dinners in extra-charge restaurants, free internet time, an onboard spending credit or even a free future cruise.

Norwegian Cruise Line, for instance, has a formal Casino at Sea rewards program with five tiers that, at its highest tier, can bring a waiver of your onboard service fees, a complimentary shore excursion, private transfers from your home or hotel to the ship and back, cabin discounts, free drinks while playing and more.

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• Transportation

The Cruise Industry Is On a Course For Climate Disaster

T o future archeologists, mega cruise ships might be some of the strangest artifacts of our civilization—these goliaths of mass-engineered delight, armed with dangling water slides and phalanxes of umbrellas. Looking up at one, you might gain the impression that cruise companies are trying to awe their customers into having a nice time. We have built battleships of pleasure, toiling the world’s oceans, hunting for fun.

It probably won’t come as a shock that the whole thing isn’t exactly sustainable. A medium-sized cruise ship spews greenhouse gas emissions equivalent to those of 12,000 cars , while environmentalists accuse big industry players of investing little in decarbonization, and of covering up endless delay tactics in a heavy coat of greenwash. And for years, the industry has been dogged by bad PR from everything from routine dumping of toxic sludge to increasingly organized outrage from communities tired of hordes of tourists getting dumped at their docks.

The big question, though, is whether those customers buying cruise packages to the Bahamas or Alaska particularly care. It’s easy to make the case that they don’t. Despite the industry’s continued investment in new fossil fuel-powered ships, cruise ticket sales are projected to climb back to record 2019 sales levels this year after a hit during the pandemic, according to the latest industry association report .

More from TIME

At least one cruise company, though, is betting that at least some potential customers care about sustainable vacations. Hurtigruten, a specialty cruise line based in Norway, says it has built its last fossil fuel-powered ship. On June 7, the company unveiled new details about the technologies it’s testing in pursuit of the world’s first zero-emission cruise ship, and renderings of what the boat might look like. Instead of towering over the ocean, the ship seems to cling close to the water, the better to reduce air resistance. In place of smokestacks, the designers envision retractable sails that double as solar panels. It runs on batteries instead of the thick, sticky fuel oil that powers most ships. And it’ll be ready, the company hopes, by 2030.

With time running short to phase out fossil fuels and avert the worst effects of climate change, the moral argument is compelling. But big businesses often make their decisions on what they might consider more practical concerns than what is “right” and “wrong.” It’s possible that Hurtigruten and its zero-emissions vessels could turn the industry ship around. But it could just be a green fluke, a new offering for a small slice of climate-conscious vacationers, as the rest of the industry chugs on as before.

Designing a green cruise line

Just about every CEO wants to be counted as an environmentalist these days. But Daniel Skjeldam, the CEO of Hurtigruten is one of those few who doesn’t dance around one of the more uncomfortable dimensions of our climate problem: the apparent conflict between the endless pursuit of more, bigger, better, and the limits of the earth’s biosphere.

“I think it’s sheer wrong to build bigger and bigger and bigger cruise ships,” Skjeldam says. The average cruise ship has around 3,000 passengers, but cruise companies have been investing in ever-bigger liners. “7,000 [passengers], 8,000, 9,000,” Skjeldam says. “It’s just wrong.”

The idea of running a cruise line occurred to Skjeldam back in 2012. Hurtigruten (the name means “Express Route” in English) was losing money, and Skjeldam, then commercial director at European budget airline Norwegian Air Shuttle, thought he could turn things around. He wasn’t in consideration for the role, though, so over the course of several weeks, the ambitious then-37-year-old executive repeatedly called through to the switchboard at the office of the company’s chairman, until finally he was able to come in and give his pitch in person.

It wasn’t long after that Skjeldam, officially appointed as CEO in October of that year, was on a Hurtigruten ship sailing past the Svalbard archipelago, home to the world’s northernmost inhabited town. He was on the bridge, having a cup of coffee with the captain, a five-decade veteran at the company, who pointed out a glacier several miles away. When he started sailing for the company in 1980, the captain said, the glacier had reached all the way to where they were floating now.

The experience, for Skjeldam, was eye-opening, and under his leadership, the company began making investments in sustainability long before some of the bigger players in the industry started doing the same. In 2016, the company began outfitting its ships to use power from the grid while tied up in port instead of burning their own fuel—the technology can reduce air pollution when ships are docked by up to 70%. That year, Hurtigruten ordered the world’s first hybrid-power cruise ships, and started offering cruises on its first, the MS Roald Amundsen in 2019, which the company says has about 20% lower emissions than a similarly sized conventional ship. The company now operates four such vessels.

Skjeldam says the changes have to do with both customer desires for more sustainable travel, which he expects to grow in the years ahead, as well as employee demands. Hurtigruten is the largest employer in Longyearbyen, Svalbard’s main settlement. Temperatures there are warming six times faster than the global average, bringing unseasonably hot weather, glacial retreat, and more frequent avalanches triggered by unstable snow. “I speak to these people, and they reflect upon the massive changes that have happened just over the last decade, and it scares them,” says Skjeldam. “That’s driven this interest and desire from within the company on driving change and being part of the solution.”

Hurtigruten is aiming for carbon-neutral operations by 2040, and to cut all scope three emissions—those from the company’s supply chain—by 2050. But despite investing more than $70 million into emissions-reduction technology, progress has been slow, which the company blames partially on energy prices, which made it more expensive to buy low-carbon biofuels. Indeed, while Hurtigruten managed to cut about 2% of overall emissions between 2018 and 2022—emissions per customer trip remained essentially unchanged.

Still, Skjeldam is pushing ahead with the company’s next major project: building the industry’s first entirely zero-emission vessel. In 2021, the team began reaching out to technology firms and shipbuilders, and doing feasibility studies, figuring out what technologies—a small nuclear reactor, perhaps, or maybe using more biofuels—might work. Eventually, they settled on batteries.

There was no way to make a battery that would last long enough to use on what the company calls its “expedition” cruises—where trips vary from week-long pleasure rides the Galapagos to multi-month odysseys between the Arctic and Antarctica, and fares can range from a few thousand dollars to the price of a luxury sports car. But it might work for their flagship service: a multi-stop cruise up the Norwegian coast (which also serves as a mail and transit service between isolated fjord communities) that would offer frequent opportunities to recharge.

Even with many stops, the battery would have to be huge. Currently, the engineers are eyeing a capacity of 60 megawatt-hours, equivalent to 1,200 Tesla Model 3 batteries. This would allow it to run for well over 300 miles before recharging. Maximizing that range means finding ways to drastically cut the ship’s energy usage. To do this, the company is exploring using underwater maneuvering jets that can retract into the hull to cut drag, and a streamlined profile with a tiny cockpit-style bridge to reduce air resistance, as well as adding sails and solar panels to harness extra power. The company plans to have a final design by 2025.

Batteries vs. Biofuels

Hurtigruten’s work may prove out some worthy technologies that the rest of the cruise industry could adopt. But the central idea of using a big battery may ultimately be impossible for bigger cruise ships, because batteries can’t store enough power in a small enough space—to get across an ocean, you’d need a battery that might take up much of an entire ship. Sails can help, but they wouldn’t be able to do more than provide an energy boost for many kinds of shipping. That leaves either biofuels or synthetic fuels produced using renewable energy—each with its own drawbacks.

Methanol, made from renewable energy and CO2, is a good choice, but making it requires obtaining CO2 from a limited supply of global biomass (demand for agricultural waste and other forms of plant-based carbon are set to explode with global demand for alternative fuels) or else using huge amounts of renewable energy to pull CO2 from the atmosphere. Ammonia is another option for the shipping industry, and it gets around the CO2 supply problem, but it wouldn’t work for passenger ships, since a leak would expose thousands of people to poisonous ammonia fumes. Then there’s hydrogen, though the lightest element can be tricky to work with , since it leaks easily and needs to be supercooled to get to high enough densities to transport, which uses a lot of energy.

Four companies—Carnival, Royal Caribbean, Norwegian Cruise Lines, and MSC—control the lion’s share of the cruise market. They’ve made some positive moves, such as investing in ships capable of running on methanol, though such vessels might continue to mostly use diesel for the time being due to lack of refueling infrastructure . But, with the notable exception of Norwegian , the big players’ current environmental plans primarily hinge on using liquified natural gas (LNG) in the newest generation of ships. Using LNG does cut down on particulate emissions and certain dangerous pollutants like sulfur and nitrogen oxides. The industry also cites the fact that LNG has about 30% lower carbon dioxide emissions than using heavy fuel oil. But CO2 isn’t the only thing that escapes from the smokestacks—the engines popular in the cruise industry leave a lot of the natural gas unburned, which gets emitted as well.

Natural gas, also known as methane, is itself a powerful greenhouse gas. With a warming potential more than 80 times greater than CO2 over a 20-year timescale, the overall emissions picture of using LNG is likely worse for global climate change than if the cruise lines had stuck with petroleum.

When asked about the use of LNG on its vessels, a representative for Carnival pointed to the company’s “long term aspirations to achieve net carbon-neutral ship operations by 2050.” MSC Cruises and Royal Caribbean did not respond to requests for comment. “There is [an] abundance of scientific data and well-respected studies that showcase the environmental benefits and value of using LNG, one of the cleanest fuels available today,” the Carnival spokesperson wrote over email. “We also are piloting other next-generation green technologies such as biofuels, fuel cells and large battery storage systems, among others.”

Currently there’s little in the way of regulations to limit greenhouse gasses like CO2 and methane from shipping. Cruise industry emissions fall under the jurisdiction of the International Maritime Organization (IMO) of the United Nations, which technically has the authority to force deep sustained emissions cuts across worldwide shipping. In practice, though, the IMO has historically been heavily influenced by those very interests, with many countries appointing industry representatives to their IMO delegations. And the powerful Cruise Lines International Association (CLIA), the industry’s international lobbying arm, has not exactly fallen over itself to help strengthen emissions standards in ongoing IMO talks on greenhouse gas reductions, according to Bryan Comer, marine shipping program lead at the International Council on Clean Transportation.

“Anything that they can do to try and make the math work in their favor and to not have to do anything is what they’re trying to do at the International Maritime Organization,” says Comer. “They set targets that already include loopholes for them, and then they fight against climate regulations in foreign policy forums, and then once the regulations are agreed, they start fighting for exemptions and adjustment factors and special treatment. And oftentimes they get it.” CLIA representatives did not respond to requests for comment. Hurtigruten is not a member of the organization.

What matters to vacationers?

Some climate activists say there’s a good argument that the cruise industry shouldn’t exist at all. Cruise ships are, on the whole, basically inherently wasteful—if you want to see the world, dragging an entire resort around with you is probably not going to be the most efficient way to do it. Compared to flying to a destination and staying in a hotel, cruising almost always has a far higher emissions profile, according to research by Comer and others . A five-night, 1,200 mile cruise results in about 1,100 lbs of CO2 emissions, according to Comer. Flying the same distance and staying in a hotel would emit less than half of that. And that’s not counting for the fact that cruise guests often also have to fly to the port where they will embark.

Bringing that argument to cruise customers, though, can be an uphill battle. The cruise industry puts a lot of money into defending its environmental image. Activists in cities like Seattle, Wash., and Juneau, Ala., often greet disembarking passengers with leaflets on cruising’s environmental effects. But some campaigners say that passengers are often impervious to volunteers’ arguments. Some passengers, says Karla Hart, an activist with Juneau Cruise Control and co-founder of the Global Cruise Activist Network, will even stop to defend the industry, saying how switching to LNG or phasing out plastic straws has solved cruising’s environmental problem. It’s a symptom, in her view, of a broader dynamic between the cruise industry and its passengers: that customers want to believe they can have the perfect vacations advertised on television and online, even though they know the reality of what they will get is far different.

“It’s a suspension of reality, to go with one’s desire for an experience that you must know you can’t have,” Hart says. “The same as suspending your rational thinking that because they’re not using plastic straws, and they switch to LED lights, that they’re not completely polluting the environment.”

A new TIME survey conducted by The Harris Poll backs up some of those points. To environmental campaigners, cruising stands out as perhaps the most polluting sort of vacation. But fully half of Americans surveyed consider taking a cruise to be “eco-friendly,” with only one in three regarding such vacations as being bad for the environment.

More Americans regard flying as being bad for the environment, despite cruising’s bigger carbon footprint per passenger.

Trying to convince vacationers to make greener choices probably has limited effectiveness anyway. Many Americans consider cruising to be an affordable vacation option—mega cruises especially tend to benefit from economies of scale. Three out of five Americans surveyed by Harris Poll consider cost to be a very important factor in their vacation planning. Meanwhile, only one in five Americans think of the environmental impacts of their vacation in the same way.

Ujwal Arkalgud, who studies consumer decision-making at Lux Research, says that a specialty cruise provider like Hurtigruten might be able to attract customers genuinely interested in sustainability, but that the mass market customers will likely only ever be interested in having a kind of green alibi. “People are not buying to save the planet,” says Arkalgud. “Because you know, one simple way to save the planet would be to not go on the cruise.”

Absent a real push from customers, activists and environmental experts say that only regulation on the level of the IMO, or across enough big ports or markets like the U.S. or the E.U., can make the industry invest in decarbonization in a serious way. “The reason why you’re not seeing a lot of investment and innovation in zero-emission vessels is because it’s a competitive global industry,” says Comer. “If you do something that costs you more, and you’re still competing on price, and you can’t demonstrate to the passenger why they ought to pay more for this, there’s not really any incentive for you to do it.”

Skjeldam supports more regulation—to a certain extent, he says, such measures to limit cruise industry pollution are inevitable. But he also has more faith that cruise-goers actually care about the environment than either activists or other cruise executives. And as the effects of climate change become more pronounced, he says, more of the world’s cruise-buying masses will begin to see the light.

“Unfortunately, there is a misconception in part of the industry, where they don’t think that their guests really are focusing on this. I think that is wrong—I think the guests will focus heavily on it in the future,” Skjeldam says. “The public demands are coming.”

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Write to Alejandro de la Garza at [email protected]

What happens to all that uneaten food on cruises? These lines are working to reduce waste.

"Green Travel” is a six-part series focusing on what it means to be sustainable travelers, how the industry is moving the needle on greener efforts, and how consumers can reduce their carbon footprint when exploring. If you'd like to contribute to our future reporting and share your experience as a source, you can  click here to fill out this quick form .

While I watched a crew member aboard Holland America Line’s Rotterdam ship haul away my half-eaten order of french fries, I felt a pang of yearning.

I spent nearly two weeks sailing with the line in October and made a point to sample nearly every restaurant on board, including the burger joint Dive-In, but never requested a to-go box at the end of a meal as I might on land. With only a minibar in my stateroom and food always at my beck-and-call, it seemed impractical.

Little did I know that elsewhere on board, a machine probably would soon be chomping on my leftovers.

Holland America Line has installed biodigesters that can break down organic material as part of efforts to shrink its food waste footprint, and parent company Carnival Corp. now has more than 600 of the devices in its fleet.

For many travelers, food is a key part of the cruise experience, with seemingly unlimited options − think buffets − included in the fare . But for all the cuisine passengers enjoy, there is plenty that doesn’t get eaten, and many lines are working to refine their processes for dealing with that waste.

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What happens to food waste on cruise ships?

Carnival, which operates brands including Holland America, Carnival Cruise Line, Princess Cruises and others, generates 1.3 pounds of food waste per person each day on average but can generate as little as 0.6 pounds per person a day, depending on the line, a spokesperson for the company said in an email.

All of that waste is either processed via biodigesters or dehydrators, or offloaded on shore.

Some of the company’s ships have long had dehydrators, which squeeze the water from food waste and lighten the load that can be taken to landfills, compost sites or waste-to-energy facilities. “And that was good, but not necessarily good enough,” said Bill Burke, the company’s chief maritime officer.

The company began a three-pronged approach to food waste in 2019, he said, from the point when the lines stock food to after guests throw away what they don’t eat.

Carnival analyzed the waste and worked to determine what was left over, what the line could reuse in other recipes and where it could cut back. “That’s a significant carbon issue if we’re buying food that we’re not using,” Burke said.

The company has reduced food waste by more than 30% per person when compared with its 2019 baseline, according to its 2022 sustainability report , and has set new goals of 40% by 2025 and 50% by 2030.

Burke said Carnival, which operates the largest number of U.S. sailings, also has worked to reduce single-use plastics, swapping individual yogurt cups for bulk containers, for instance. The biodigesters, which he called the “holy grail,” have rounded out that work, digesting much of the organic waste that before would have been ground up and discharged, turning what’s left into a liquid.

Other companies and cruise lines are working toward similar aims.

Royal Caribbean International uses proprietary technology to track how much food is being wasted − by weighing pans of lasagna before and after they are served, for instance − and amend production accordingly. The cruise line has expanded those efforts, including using point-of-sale data to forecast how much food it will use based on passenger demographics, the itinerary and other information.

“(If) we have 10% more kids, we know we’re going to need significantly more chicken fingers,” said Linken D’Souza, the line’s vice president of food and beverage.

Leveraging that intel will allow them to be proactive, D’Souza said, and eliminate waste before it happens.

Some initiatives have been particularly creative. Norwegian Cruise Line launched zero-waste drinks at a bar on its Prima ship last year, reusing items like banana peels and croissants in cocktails.

Story continues below.

How do biodigesters work?

Carnival uses biodigesters from several companies, including Recoup Technologies, formerly BioHiTech America. Its product uses microorganisms and other bacteria to rapidly process food waste much like a human digestive system might, according to director of technology operations Bob Joyce.

“The way we tend to describe it is just basically as a metal stomach,” he said. What goes in as salad or steak comes out as a smoothie-like mixture the cruise ship can then discharge. “If you can eat it, it can eat it,” he said.

But while the machines, which cost $25,000 to $50,000 depending on the size, can take in a wide range of produce, proteins and starches, Joyce noted that certain items such as walnut shells and steak bones will not break down inside. Crew members sort out inorganic materials beforehand.

The company discharges the liquid at least 12 miles from shore. Holland America’s Rotterdam has nine of them, along with one dehydrator.

“Biodigesters reduce the amount of methane and carbon dioxide emitted into the atmosphere while also reducing the demand on the ocean for complete food waste decomposition,” Carnival said in its sustainability report. The biodigesters processed about 80 million pounds of food waste in 2022, which would have taken up about 1 million cubic feet of space had it been sent to a landfill and released 30,000 metric tons of greenhouse gas emissions, the spokesperson added.

 But that doesn’t mean the waste is good for marine life.

“They’re putting nutrients into the oceans that can disrupt aquatic ecosystems,” said Gregory Keoleian, director of the Center for Sustainable Systems at the University of Michigan.

The kind of human sustenance cruise ships discharge is not typically part of fish and other aquatic creatures’ diets, and introducing it can disturb complex food webs, according to Keoleian. “They didn’t evolve to eat human food waste,” he said.

“Our success – and quite literally, our livelihood – depends on doing our part to protect the vibrant marine ecosystems, beautiful communities, and scenic spaces we operate in,” the Carnival spokesperson said in an emailed statement. “We’re investing in the industry’s smartest solutions to enable sustainable cruising, such as biodigesters, which offer the best available food waste solution on the market today.”

Carnival also acknowledged in 2019 that its vessels had committed environmental crimes and knowingly allowed plastic to be discharged with food waste in the Bahamas. 

What can passengers do?

Keoleian said preventing food waste generation is as important as how it’s managed, and passengers can play a role in minimizing the environmental repercussions.

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That can mean simply wasting less food when they have a meal on board, and being judicious about what food items they pick. “If you look at the environmental impacts of food, what foods they choose to eat will impact the environment differently,” he said. 

Beef, for example, is more carbon-intensive to produce than other sources of protein like chicken or fish or plant-based proteins, he said.

Burke said that in addition to working toward greater sustainability, there are other positive byproducts, such as appealing to younger travelers who prioritize that in particular. “If we want you to cruise on one of our ships, I think it will matter to you how we take care of the ocean. So, it’s not just doing good, it's doing the right thing for business as well.”

Do you find it easier to increase or reduce the amount of waste you produce on cruises? How so?

Nathan Diller is a consumer travel reporter for USA TODAY based in Nashville. You can reach him at [email protected].

Cruise Ship Pollution: Background, Laws and Regulations, and Key Issues

July 2, 2004 – December 15, 2010 RL32450

The cruise industry is a significant and growing contributor to the U.S. economy, providing more than $32 billion in benefits annually and generating more than 330,000 U.S. jobs, but also making the environmental impacts of its activities an issue to many. Although cruise ships represent a small fraction of the entire shipping industry worldwide, public attention to their environmental impacts comes in part from the fact that cruise ships are highly visible and in part because of the industry’s desire to promote a positive image.

Cruise ships carrying several thousand passengers and crew have been compared to “floating cities,” and the volume of wastes that they produce is comparably large, consisting of sewage; wastewater from sinks, showers, and galleys (graywater); hazardous wastes; solid waste; oily bilge water; ballast water; and air pollution. The waste streams generated by cruise ships are governed by a number of international protocols (especially MARPOL) and U.S. domestic laws (including the Clean Water Act and the Act to Prevent Pollution from Ships), regulations, and standards, but there is no single law or rule. Some cruise ship waste streams appear to be well regulated, such as solid wastes (garbage and plastics) and bilge water. But there is overlap of some areas, and there are gaps in others. Some, such as graywater and ballast water, are not regulated (except in the Great Lakes), and concern is increasing about the impacts of these discharges on public health and the environment. In other areas, regulations apply, but critics argue that they are not stringent enough to address the problem—for example, with respect to standards for sewage discharges. Environmental advocates have raised concerns about the adequacy of existing laws for managing these wastes, and they contend that enforcement is weak.

In 2000, Congress enacted legislation restricting cruise ship discharges in U.S. navigable waters within the state of Alaska. California, Alaska, and Maine have enacted state-specific laws concerning cruise ship pollution, and a few other states have entered into voluntary agreements with industry to address management of cruise ship discharges. Meanwhile, the cruise industry has voluntarily undertaken initiatives to improve pollution prevention, by adopting waste management guidelines and procedures and researching new technologies. Concerns about cruise ship pollution raise issues for Congress in three broad areas: adequacy of laws and regulations, research needs, and oversight and enforcement of existing requirements. Legislation to regulate cruise ship discharges of sewage, graywater, and bilge water nationally was introduced in the 111th Congress (H.R. 3888 and S. 1820), but no legislative activity occurred on either bill.

This report describes the several types of waste streams that cruise ships may discharge and emit. It identifies the complex body of international and domestic laws that address pollution from cruise ships. It then describes federal and state legislative activity concerning cruise ships in Alaskan waters and activities in a few other states, as well as current industry initiatives to manage cruise ship pollution. Issues for Congress are discussed.

Topic areas

Economic Policy

Introduction

Cruise ship waste streams, applicable laws and regulations, international legal regime, domestic laws and regulations, solid waste, hazardous waste, bilge water, ballast water, air pollution, considerations of geographic jurisdiction, alaskan activities, federal legislation, alaska state legislation and initiatives, other state activities, industry initiatives, issues for congress, laws and regulations, oversight and enforcement.

The cruise industry is a significant and growing contributor to the U.S. economy, providing more than $32 billion in benefits annually and generating more than 330,000 U.S. jobs, but also making the environmental impacts of its activities an issue to many. Although cruise ships represent a small fraction of the entire shipping industry worldwide, public attention to their environmental impacts comes in part from the fact that cruise ships are highly visible and in part because of the industry's desire to promote a positive image.

Cruise ships carrying several thousand passengers and crew have been compared to "floating cities," and the volume of wastes that they produce is comparably large, consisting of sewage; wastewater from sinks, showers, and galleys (graywater); hazardous wastes; solid waste; oily bilge water; ballast water; and air pollution. The waste streams generated by cruise ships are governed by a number of international protocols (especially MARPOL) and U.S. domestic laws (including the Clean Water Act and the Act to Prevent Pollution from Ships), regulations, and standards, but there is no single law or rule. Some cruise ship waste streams appear to be well regulated, such as solid wastes (garbage and plastics) and bilge water. But there is overlap of some areas, and there are gaps in others. Some, such as graywater and ballast water, are not regulated (except in the Great Lakes), and concern is increasing about the impacts of these discharges on public health and the environment. In other areas, regulations apply, but critics argue that they are not stringent enough to address the problem—for example, with respect to standards for sewage discharges. Environmental advocates have raised concerns about the adequacy of existing laws for managing these wastes, and they contend that enforcement is weak.

In 2000, Congress enacted legislation restricting cruise ship discharges in U.S. navigable waters within the state of Alaska. California, Alaska, and Maine have enacted state-specific laws concerning cruise ship pollution, and a few other states have entered into voluntary agreements with industry to address management of cruise ship discharges. Meanwhile, the cruise industry has voluntarily undertaken initiatives to improve pollution prevention, by adopting waste management guidelines and procedures and researching new technologies. Concerns about cruise ship pollution raise issues for Congress in three broad areas: adequacy of laws and regulations, research needs, and oversight and enforcement of existing requirements. Legislation to regulate cruise ship discharges of sewage, graywater, and bilge water nationally was introduced in the 111 th Congress ( H.R. 3888 and S. 1820 ), but no legislative activity occurred on either bill.

More than 53,000 commercial vessels—tankers, bulk carriers, container ships, barges, and passenger ships—travel the oceans and other waters of the world, carrying cargo and passengers for commerce, transport, and recreation. Their activities are regulated and scrutinized in a number of respects by international protocols and U.S. domestic laws, including those designed to protect against discharges of pollutants that could harm marine resources, other parts of the ambient environment, and human health. However, there are overlaps of some requirements, gaps in other areas, geographic differences in jurisdiction based on differing definitions, and questions about the adequacy of enforcement.

Public attention to the environmental impacts of the maritime industry has been especially focused on the cruise industry, in part because its ships are highly visible and in part because of the industry's desire to promote a positive image. It represents a relatively small fraction of the entire shipping industry worldwide. As of October 2010, passenger ships (which include cruise ships and ferries) composed about 13% of the world shipping fleet. 1 The cruise industry is a significant and growing contributor to the U.S. economy, providing $40 billion in total benefits in 2009 and generating more than 357,000 U.S. jobs, 2 but also making the environmental impacts of its activities an issue to many. Since 1990, the average annual growth rate in the number of cruise passengers worldwide has been 7.4%, and in 2010, cruises hosted an estimated 14.3 million passengers. The worldwide cruise ship fleet consists of more than 230 ships, and the majority are foreign-flagged, with Liberia and Panama being the most popular flag countries. 3 Foreign-flag cruise vessels owned by six companies account for nearly 95% of passenger ships operating in U.S. waters. Each year, the industry adds new ships to the total fleet, vessels that are bigger, more elaborate and luxurious, and that carry larger numbers of passengers and crew. Over the past two decades, the average ship size has been increasing at the rate of roughly 90 feet every five years. The average ship entering the market from 2008 to 2011 will be more than 1,050 feet long and will weigh more than 130,000 tons. 4

To the cruise ship industry, a key issue is demonstrating to the public that cruising is safe and healthy for passengers and the tourist communities that are visited by their ships. Cruise ships carrying several thousand passengers and crew have been compared to "floating cities," in part because the volume of wastes produced and requiring disposal is greater than that of many small cities on land. During a typical one-week voyage, a large cruise ship (with 3,000 passengers and crew) is estimated to generate 210,000 gallons of sewage; 1 million gallons of graywater (wastewater from sinks, showers, and laundries); more than 130 gallons of hazardous wastes; 8 tons of solid waste; and 25,000 gallons of oily bilge water. 5 Those wastes, if not properly treated and disposed of, can pose risks to human health, welfare, and the environment. Environmental advocates have raised concerns about the adequacy of existing laws for managing these wastes, and suggest that enforcement of existing laws is weak.

A 2000 General Accounting Office (GAO) report focused attention on problems of cruise vessel compliance with environmental requirements. 6 GAO found that between 1993 and 1998, foreign-flag cruise ships were involved in 87 confirmed illegal discharge cases in U.S. waters. A few of the cases included multiple illegal discharge incidents occurring over the six-year period. GAO reviewed three major waste streams (solids, hazardous chemicals, and oily bilge water) and concluded that 83% of the cases involved discharges of oil or oil-based products, the volumes of which ranged from a few drops to hundreds of gallons. The balance of the cases involved discharges of plastic or garbage. GAO judged that 72% of the illegal discharges were accidental, 15% were intentional, and 13% could not be determined. The 87 cruise ship cases represented 4% of the 2,400 illegal discharge cases by foreign-flag ships (including tankers, cargo ships and other commercial vessels, as well as cruise ships) confirmed during the six years studied by GAO. Although cruise ships operating in U.S. waters have been involved in a relatively small number of pollution cases, GAO said, several have been widely publicized and have led to criminal prosecutions and multimillion-dollar fines.

In 2000, a coalition of 53 environmental advocacy groups petitioned the Environmental Protection Agency (EPA) to take regulatory action to address pollution by cruise ships. 7 The petition called for an investigation of wastewater, oil, and solid waste discharges from cruise ships. In response, EPA agreed to study cruise ship discharges and waste management approaches. As part of that effort, in 2000 EPA issued a background document with preliminary information and recommendations for further assessment through data collection and public information hearings. 8 Subsequently, in December 2008, the agency released a cruise ship discharge assessment report as part of its response to the petition. This report summarized information on cruise ship waste streams and findings of recent data collection activities (especially from cruise ships operating in Alaskan waters). It also identified options to address ship discharges. 9

This report presents information on issues related to cruise ship pollution. It begins by describing the several types of waste streams and contaminants that cruise ships may generate and release. It identifies the complex body of international and domestic laws that address pollution from cruise ships, as there is no single law in this area. Some wastes are covered by international standards, some are subject to U.S. law, and for some there are gaps in law, regulation, or possibly both. The report then describes federal and state legislative activity concerning cruise ships in Alaskan waters and activities in a few other states. Cruise ship companies have taken a number of steps to prevent illegal waste discharges and have adopted waste management plans and practices to improve their environmental operations. Environmental critics acknowledge these initiatives, even as they have petitioned the federal government to strengthen existing regulation of cruise ship wastes. Environmental groups endorsed legislation in the 109 th and 110 th Congresses (the Clean Cruise Ship Act) that would require stricter standards to control wastewater and other discharges from cruise ships. Similar legislation was introduced in the 111 th Congress (the Clean Cruise Ship Act, H.R. 3888 and S. 1820 ), but no legislative action occurred.

Cruise ships generate a number of waste streams that can result in discharges to the marine environment, including sewage, graywater, hazardous wastes, oily bilge water, ballast water, and solid waste. They also emit air pollutants to the air and water. These wastes, if not properly treated and disposed of, can be a significant source of pathogens, nutrients, and toxic substances with the potential to threaten human health and damage aquatic life. It is important, however, to keep these discharges in some perspective, because cruise ships represent a small—although highly visible—portion of the entire international shipping industry, and the waste streams described here are not unique to cruise ships. However, particular types of wastes, such as sewage, graywater, and solid waste, may be of greater concern for cruise ships relative to other seagoing vessels, because of the large numbers of passengers and crew that cruise ships carry and the large volumes of wastes that they produce. Further, because cruise ships tend to concentrate their activities in specific coastal areas and visit the same ports repeatedly (especially Florida, California, New York, Galveston, Seattle, and the waters of Alaska), their cumulative impact on a local scale could be significant, as can impacts of individual large-volume releases (either accidental or intentional).

Blackwater is sewage, wastewater from toilets and medical facilities, which can contain harmful bacteria, pathogens, diseases, viruses, intestinal parasites, and harmful nutrients. Discharges of untreated or inadequately treated sewage can cause bacterial and viral contamination of fisheries and shellfish beds, producing risks to public health. Nutrients in sewage, such as nitrogen and phosphorous, promote excessive algal growth, which consumes oxygen in the water and can lead to fish kills and destruction of other aquatic life. Cruise ships generate, on average, 8.4 gallons/day/person of sewage, and a large cruise ship (3,000 passengers and crew) can generate an estimated 15,000 to 30,000 gallons per day of sewage. 10

Graywater is wastewater from the sinks, showers, galleys, laundry, and cleaning activities aboard a ship. It can contain a variety of pollutant substances, including fecal coliform bacteria, detergents, oil and grease, metals, organics, petroleum hydrocarbons, nutrients, food waste, and medical and dental waste. Sampling done by EPA and the state of Alaska found that untreated graywater from cruise ships can contain pollutants at variable strengths, and that it can contain levels of fecal coliform bacteria one to three times greater than is typically found in untreated domestic wastewater. Cruise ships generate, on average, 67 gallons/day/person of graywater (or, approximately 200,000 gallons per day for a 3,000-person cruise ship); by comparison, residential graywater generation is estimated to be 51 gallons/person/day. 11 Graywater has potential to cause adverse environmental effects because of concentrations of nutrients and other oxygen-demanding materials, in particular. Graywater is typically the largest source of liquid waste generated by cruise ships (90%-95% of the total).

Solid waste generated on a ship includes glass, paper, cardboard, aluminum and steel cans, and plastics. It can be either non-hazardous or hazardous in nature. Solid waste that enters the ocean may become marine debris, and it can then pose a threat to marine organisms, humans, coastal communities, and industries that utilize marine waters. Cruise ships typically manage solid waste by a combination of source reduction, waste minimization, and recycling. However, as much as 75% of solid waste is incinerated on board, and the ash typically is discharged at sea, although some is landed ashore for disposal or recycling. Marine mammals, fish, sea turtles, and birds can be injured or killed from entanglement with plastics and other solid waste that may be released or disposed off of cruise ships. On average, each cruise ship passenger generates at least two pounds of non-hazardous solid waste per day and disposes of two bottles and two cans. 12 With large cruise ships carrying several thousand passengers, the amount of waste generated in a day can be massive. For a large cruise ship, about 8 tons of solid waste are generated during a one-week cruise. 13 It has been estimated that 24% of the solid waste generated by vessels worldwide (by weight) comes from cruise ships. 14 Most cruise ship garbage is treated on board (incinerated, pulped, or ground up) for discharge overboard. When garbage must be off-loaded (for example, because glass and aluminum cannot be incinerated), cruise ships can put a strain on port reception facilities, which are rarely adequate to the task of serving a large passenger vessel (especially at non-North American ports). 15

Cruise ships produce hazardous wastes from a number of on-board activities and processes, including photo processing, dry-cleaning, and equipment cleaning. Types of waste include discarded and expired chemicals, medical waste, batteries, fluorescent lights, and spent paints and thinners, among others. These materials contain a wide range of substances such as hydrocarbons, chlorinated hydrocarbons, heavy metals, paint waste, solvents, fluorescent and mercury vapor light bulbs, various types of batteries, and unused or outdated pharmaceuticals. Although the quantities of hazardous waste generated on cruise ships are relatively small, their toxicity to sensitive marine organisms can be significant. Without careful management, these wastes can find their way into graywater, bilge water, or the solid waste stream.

On a ship, oil often leaks from engine and machinery spaces or from engine maintenance activities and mixes with water in the bilge, the lowest part of the hull of the ship. Oil, gasoline, and byproducts from the biological breakdown of petroleum products can harm fish and wildlife and pose threats to human health if ingested. Oil in even minute concentrations can kill fish or have various sub-lethal chronic effects. Bilge water also may contain solid wastes and pollutants containing high amounts of oxygen-demanding material, oil, and other chemicals, as well as soaps, detergents, and degreasers used to clean the engine room. These chemicals can be highly toxic, causing mortality to marine organisms if the chemicals are discharged. Amounts vary, depending on the size of the ship, but large vessels often have additional waste streams that contain sludge or waste oil and oily water mixtures that can inadvertently get into the bilge. A typical large cruise ship will generate an average of eight metric tons of oily bilge water for each 24 hours of operation. 16 To maintain ship stability and eliminate potentially hazardous conditions from oil vapors in these areas, the bilge spaces need to be flushed and periodically pumped dry. However, before a bilge can be cleared out and the water discharged, the oil that has been accumulated needs to be extracted from the bilge water, after which the extracted oil can be reused, incinerated, and/or off-loaded in port. If a separator, which is normally used to extract the oil, is faulty or is deliberately bypassed, untreated oily bilge water could be discharged directly into the ocean, where it can damage marine life. According to EPA, bilge water is the most common source of oil pollution from cruise ships. 17 A number of cruise lines have been charged with environmental violations related to this issue in recent years.

Cruise ships, large tankers, and bulk cargo carriers use a tremendous amount of ballast water to stabilize the vessel during transport. Ballast water is often taken on in the coastal waters in one region after ships discharge wastewater or unload cargo, and discharged at the next port of call, wherever more cargo is loaded, which reduces the need for compensating ballast. Thus, it is essential to the proper functioning of ships (especially cargo ships), because the water that is taken in compensates for changes in the ship's weight as cargo is loaded or unloaded, and as fuel and supplies are consumed. However, ballast water discharge typically contains a variety of biological materials, including plants, animals, viruses, and bacteria. These materials often include non-native, nuisance, exotic species that can cause extensive ecological and economic damage to aquatic ecosystems. Ballast water discharges are believed to be the leading source of invasive species in U.S. marine waters, thus posing public health and environmental risks, as well as significant economic cost to industries such as water and power utilities, commercial and recreational fisheries, agriculture, and tourism. 18 Studies suggest that the economic cost just from introduction of pest mollusks (zebra mussels, the Asian clam, and shipworms) to U.S. aquatic ecosystems is about $2.2 billion per year. 19 These problems are not limited to cruise ships, and there is little cruise-industry specific data on the issue. Further study is needed to determine the role of cruise ships in the overall problem of introduction of non-native species by vessels.

Air pollution from cruise ships is generated by diesel engines that burn high sulfur content fuel, producing sulfur dioxide, nitrogen oxide, and particulate matter, in addition to carbon monoxide, carbon dioxide, and hydrocarbons. Diesel exhaust has been classified by EPA as a likely human carcinogen. EPA recognizes that emissions from marine diesel engines contribute to unhealthy air and failure to meet air quality standards, as well as visibility degradation, haze, acid deposition, and eutrophication and nitrification of water. 20 EPA estimates that ocean-going vessels account for about 10% of mobile source nitrogen oxide emissions, 24% of mobile source particulate emissions, and 80% of mobile source sulfur dioxide emissions in the United States in 2009. These percentages are expected to increase as other sources of these pollutants are controlled. Emissions from marine diesel engines can be higher on a port-specific basis. Ships are also an important source of greenhouse gas (GHG) pollutants. The International Maritime Organization estimates that international shipping contributed 2.7% of global carbon dioxide emissions in 2007. 21 Vessels also emit significant amounts of black carbon and nitrogen oxides, which contribute to climate change.

One source of environmental pressures on maritime vessels recently has come from states and localities, as they assess the contribution of commercial marine vessels to regional air quality problems when ships are docked in port. A significant portion of vessel emissions occur at sea, but they can impact areas far inland and regions without large commercial ports, according to EPA. Again, there is little cruise-industry specific data on this issue. They comprise only a small fraction of the world shipping fleet, but cruise ship emissions may exert significant impacts on a local scale in specific coastal areas that are visited repeatedly. Shipboard incinerators also burn large volumes of garbage, plastics, and other waste, producing ash that must be disposed of. Incinerators may release toxic emissions as well.

The several waste streams generated by cruise ships are governed by a number of international protocols and U.S. domestic laws, regulations and standards, which are described in this section, but there is no single law or regulation. Moreover, there are overlaps in some areas of coverage, gaps in other areas, and differences in geographic jurisdiction, based on applicable terms and definitions.

The International Maritime Organization (IMO), a body of the United Nations, sets international maritime vessel safety and marine pollution standards. It consists of representatives from 152 major maritime nations, including the United States. The IMO implements the 1973 International Convention for the Prevention of Pollution from Ships, as modified by the Protocol of 1978, known as MARPOL 73/78. Cruise ships flagged under countries that are signatories to MARPOL are subject to its requirements, regardless of where they sail, and member nations are responsible for vessels registered under their respective nationalities. 22 Six Annexes of the Convention cover the various sources of pollution from ships and provide an overarching framework for international objectives, but they are not sufficient alone to protect the marine environment from waste discharges, without ratification and implementation by sovereign states.

• Annex I deals with regulations for the prevention of pollution by oil.
• Annex II details the discharge criteria and measures for the control of pollution by noxious liquid substances carried in bulk.
• Annex III contains general requirements for issuing standards on packing, marking, labeling, and notifications for preventing pollution by harmful substances.
• Annex IV contains requirements to control pollution of the sea by sewage.
• Annex V deals with different types of garbage, including plastics, and specifies the distances from land and the manner in which they may be disposed of.
• Annex VI sets limits on sulfur oxide, nitrogen oxide, and other emissions from marine vessel operations and prohibits deliberate emissions of ozone-depleting substances.

Compliance with the Annexes is voluntary. In order for IMO standards to be binding, they must first be ratified by a total number of member countries whose combined gross tonnage represents at least 50% of the world's gross tonnage, a process that can be lengthy. Parties/countries that have ratified an Annex may propose amendments; MARPOL specifies procedures and timelines for parties to adopt amendments and for amendments to take effect. All six Annexes have been ratified by the requisite number of nations; the most recent is Annex VI, which took effect in May 2005. The United States has ratified Annexes I, II, III, V, and VI, but has taken no action regarding Annex IV. The country where a ship is registered (flag state) is responsible for certifying the ship's compliance with MARPOL's pollution prevention standards. IMO also has established a large number of other conventions, addressing issues such as ballast water management, and the International Safety Management Code, with guidelines for passenger safety and pollution prevention.

Each signatory nation is responsible for enacting domestic laws to implement the convention and effectively pledges to comply with the convention, annexes, and related laws of other nations. In the United States, the Act to Prevent Pollution from Ships (APPS, 33 U.S.C. §§1905-1915, and regulations at 33 CFR Subchapter O—Pollution) implements the provisions of MARPOL and the annexes to which the United States is a party. The most recent U.S. action concerning MARPOL occurred in April 2006, when the Senate acceded to ratification of Annex VI, which regulates air pollution (Treaty Doc. 108-7, Exec. Rept. 109-13). Following that approval, in July 2008, Congress approved legislation to implement the standards in Annex VI, through regulations to be promulgated by EPA in consultation with the U.S. Coast Guard ( P.L. 110-280 ). Even before enactment of this legislation, the United Stated participated in international negotiations to strengthen MARPOL Annex VI , which resulted in amendments to Annex VI in October 2008 (see discussion of " Air Pollution ," below). 23

APPS applies to all U.S.-flagged ships anywhere in the world and to all foreign-flagged vessels operating in navigable waters of the United States or while at port under U.S. jurisdiction. The Coast Guard has primary responsibility to prescribe and enforce regulations necessary to implement APPS in these waters. The regulatory mechanism established in APPS to implement MARPOL is separate and distinct from the Clean Water Act and other federal environmental laws.

One of the difficulties in implementing MARPOL arises from the very international nature of maritime shipping. The country that the ship visits can conduct its own examination to verify a ship's compliance with international standards and can detain the ship if it finds significant noncompliance. Under the provisions of the Convention, the United States can take direct enforcement action under U.S. laws against foreign-flagged ships when pollution discharge incidents occur within U.S. jurisdiction. When incidents occur outside U.S. jurisdiction or jurisdiction cannot be determined, the United States refers cases to flag states, in accordance with MARPOL. The 2000 GAO report documented that these procedures require substantial coordination between the Coast Guard, the State Department, and other flag states and that, even when referrals have been made, the response rate from flag states has been poor. 24

In the United States, several federal agencies have some jurisdiction over cruise ships in U.S. waters, but no one agency is responsible for or coordinates all of the relevant government functions. The U.S. Coast Guard and EPA have principal regulatory and standard-setting responsibilities, and the Department of Justice prosecutes violations of federal laws. In addition, the Department of State represents the United States at meetings of the IMO and in international treaty negotiations and is responsible for pursuing foreign-flag violations. Other federal agencies have limited roles and responsibilities. For example, the National Oceanic and Atmospheric Administration (NOAA, Department of Commerce) works with the Coast Guard and EPA to report on the effects of marine debris. The Animal and Plant Health Inspection Service (APHIS) is responsible for ensuring quarantine inspection and disposal of food-contaminated garbage (these APHIS responsibilities are part of the Department of Homeland Security). In some cases, states and localities have responsibilities as well. This section describes U.S. laws and regulations that apply to cruise ship discharges.

The Federal Water Pollution Control Act, or Clean Water Act (CWA), is the principal U.S. law concerned with limiting polluting activity in the nation's streams, lakes, estuaries, and coastal waters. The act's primary mechanism for controlling pollutant discharges is the National Pollutant Discharge Elimination System (NPDES) program, authorized in Section 402. In accordance with the NPDES program, pollutant discharges from point sources—a term that includes vessels—are prohibited unless a permit has been obtained. While sewage is defined as a pollutant under the act, sewage discharges from cruise ships and other vessels are statutorily exempt from this definition and are therefore exempt from the requirement to obtain an NPDES permit.

Marine Sanitation Devices

Section 312 of the Clean Water Act seeks to address this gap by prohibiting the dumping of untreated or inadequately treated sewage from vessels into the navigable waters of the United States (defined in the act as within 3 miles of shore). Cruise ships are subject to this prohibition. It is implemented jointly by EPA and the Coast Guard. Under Section 312, commercial and recreational vessels with installed toilets are required to have marine sanitation devices (MSDs), which are designed to prevent the discharge of untreated sewage. EPA is responsible for developing performance standards for MSDs, and the Coast Guard is responsible for MSD design and operation regulations and for certifying MSD compliance with the EPA rules. MSDs are designed either to hold sewage for shore-based disposal or to treat sewage prior to discharge. Beyond 3 miles, raw sewage can be discharged.

The Coast Guard regulations cover three types of MSDs (33 CFR Part 159). Large vessels, including cruise ships, use either Type II or Type III MSDs. In Type II MSDs, the waste is either chemically or biologically treated prior to discharge and must meet limits of no more than 200 fecal coliform per 100 milliliters and no more than 150 milligrams per liter of suspended solids. Type III MSDs store wastes and do not treat them; the waste is pumped out later and treated in an onshore system or discharged outside U.S. waters. Type I MSDs use chemicals to disinfect the raw sewage prior to discharge and must meet a performance standard for fecal coliform bacteria of not greater than 1,000 per 100 milliliters and no visible floating solids. Type I MSDs are generally only found on recreational vessels or others under 65 feet in length. The regulations, which have not been revised since 1976, do not require ship operators to sample, monitor, or report on their effluent discharges.

Critics point out deficiencies with this regulatory structure as it affects cruise ships and other large vessels. First, the MSD regulations only cover discharges of bacterial contaminants and suspended solids, while the NPDES permit program for other point sources typically regulates many more pollutants such as chemicals, pesticides, heavy metals, oil, and grease that may be released by cruise ships as well as land-based sources. Second, sources subject to NPDES permits must comply with sampling, monitoring, recordkeeping, and reporting requirements, which do not exist in the MSD rules.

In addition, the Coast Guard, responsible for inspecting cruise ships and other vessels for compliance with the MSD rules, has been heavily criticized for poor enforcement of Section 312 requirements. In its 2000 report, the GAO said that Coast Guard inspectors "rarely have time during scheduled ship examinations to inspect sewage treatment equipment or filter systems to see if they are working properly and filtering out potentially harmful contaminants." GAO reported that a number of factors limit the ability of Coast Guard inspectors to detect violations of environmental law and rules, including the inspectors' focus on safety, the large size of a cruise ship, limited time and staff for inspections, and the lack of an element of surprise concerning inspections. 25 The Coast Guard carries out a wide range of responsibilities that encompass both homeland security (ports, waterways, and coastal security, defense readiness, drug and migrant interdiction) and non-homeland security (search and rescue, marine environmental protection, fisheries enforcement, aids to navigation). Since the September 11 terrorist attacks on the United States, the Coast Guard has focused more of its resources on homeland security activities. 26 One likely result is that less of the Coast Guard's time and resources are available for vessel inspections for MSD or other environmental compliance.

Annex IV of MARPOL was drafted to regulate sewage discharges from vessels. It generally requires that ships be equipped with either a sewage treatment plant, sewage comminuting (i.e., to grind or macerate solids) and disinfecting system, or a sewage holding tank. It has entered into force internationally and would apply to cruise ships that are flagged in ratifying countries, but because the United States has not ratified Annex IV, it is not mandatory that ships follow it when in U.S. waters. However, its requirements are minimal, even compared with U.S. rules for MSDs. Annex IV requires that vessels be equipped with a certified sewage treatment system or holding tank, but it prescribes no specific performance standards. Within three miles of shore, Annex IV requires that sewage discharges be treated by a certified MSD prior to discharge. Between three and 12 miles from shore, sewage discharges must be treated by no less than maceration or chlorination; sewage discharges beyond 12 miles from shore are unrestricted. Vessels are permitted to meet alternative, less stringent requirements when they are in the jurisdiction of countries where less stringent requirements apply. In U.S. waters, cruise ships and other vessels must comply with the regulations implementing Section 312 of the Clean Water Act.

On some cruise ships, especially many of those that travel in Alaskan waters, sewage is treated using Advanced Wastewater Treatment (AWT) systems that generally provide improved screening, treatment, disinfection, and sludge processing as compared with traditional Type II MSDs. AWTs are believed to be very effective in removing pathogens, oxygen demanding substances, suspended solids, oil and grease, and particulate metals from sewage, but only moderately effective in removing dissolved metals and nutrients (nitrogen and phosphorous). 27

No Discharge Zones

Section 312 has another means of addressing sewage discharges, through establishment of no-discharge zones (NDZs) for vessel sewage. A state may completely prohibit the discharge of both treated and untreated sewage from all vessels with installed toilets into some or all waters over which it has jurisdiction (up to 3 miles from land). To create a no-discharge zone to protect waters from sewage discharges by cruise ships and other vessels, the state must apply to EPA under one of three categories.

• NDZ based on the need for greater environmental protection, and the state demonstrates that adequate pumpout facilities for safe and sanitary removal and treatment of sewage from all vessels are reasonably available. As of 2009, this category of designation has been used for waters representing part or all of the waters of 26 states, including a number of inland states.
• NDZ for special waters found to have a particular environmental importance (e.g., to protect environmentally sensitive areas such as shellfish beds or coral reefs); it is not necessary for the state to show pumpout availability. This category of designation has been used twice (state waters within the Florida Keys National Marine Sanctuary and the Boundary Waters Canoe area of Minnesota).
• NDZ to prohibit the discharge of sewage into waters that are drinking water intake zones; it is not necessary for the state to show pumpout availability. This category of designation has been used to protect part of the Hudson River in New York.

In the 2008 Discharge Assessment Report, EPA identified several possible options to address sewage from cruise ships, such as revising standards for the discharge of treated sewage effluent, restricting discharge of treated or untreated sewage effluent (e.g., no discharge out to 3 miles from shore), requiring sampling and testing of wastewater treatment equipment to ensure that its meets applicable standards, requiring certain reports by cruise ship operators, or imposing uniform requirements on all ships as a condition of port entry and within U.S. waters. 28

Under current federal law, graywater is not defined as a pollutant, nor is it generally considered to be sewage. There are no separate federal effluent standards for graywater discharges. The Clean Water Act only includes graywater in its definition of sewage for the express purpose of regulating commercial vessels in the Great Lakes, under the Section 312 MSD requirements. However, those rules prescribe limits only for bacterial contaminant content and total suspended solids in graywater. Pursuant to a state law in Alaska, graywater must be treated prior to discharge into that state's waters (see " Alaskan Activities ," below). In addition, in 2008, EPA issued a CWA general permit applicable to large commercial vessels, including cruise ships, that contains restrictions on graywater discharges similar to those that apply in Alaskan waters (see " EPA's Response: General Permits for Vessels ," below).

The National Marine Sanctuaries Act (16 USC § 1431 et seq.) authorizes NOAA to designate National Marine Sanctuaries where certain discharges, including graywater, may be restricted to protect sensitive ecosystems or fragile habitat, such as coral. NOAA regulations do restrict such discharges from cruise ships and other vessels in areas such as the Monterey Bay National Marine Sanctuary and the Florida Keys National Marine Sanctuary.

In the 2008 Discharge Assessment Report, EPA identified several options or alternatives for addressing graywater discharges, such as establishing and/or revising standards for graywater discharges, placing geographic restrictions on graywater discharges, requiring monitoring and reporting, or imposing penalties for failure to meet graywater standards. 29

Cruise ship discharges of solid waste are governed by two laws. Title I of the Marine Protection, Research and Sanctuaries Act (MPRSA, 33 U.S.C. §§ 1402-1421) applies to cruise ships and other vessels and makes it illegal to transport garbage from the United States for the purpose of dumping it into ocean waters without a permit or to dump any material transported from a location outside the United States into U.S. territorial seas or the contiguous zone (within 12 nautical miles from shore) or ocean waters. EPA is responsible for issuing permits that regulate the disposal of materials at sea (except for dredged material disposal, for which the U.S. Army Corps of Engineers is responsible). Beyond waters that are under U.S. jurisdiction, no MPRSA permit is required for a cruise ship to discharge solid waste. The routine discharge of effluent incidental to the propulsion of vessels is explicitly exempted from the definition of dumping in the MPRSA. 30

The Act to Prevent Pollution from Ships (APPS, 33 U.S.C. §§ 1901-1915) and its regulations, which implement U.S.-ratified provisions of MARPOL Annex V, also apply to cruise ships. APPS prohibits the discharge of all garbage within 3 nautical miles of shore, certain types of garbage within 12 nautical miles offshore, and plastic anywhere. As described above, it applies to all vessels, whether seagoing or not, regardless of flag, operating in U.S. navigable waters and the Exclusive Economic Zone (EEZ). It is administered by the Coast Guard which carries out inspection programs to insure the adequacy of port facilities to receive offloaded solid waste. According to EPA, there have been discharges of solid waste and plastic from cruise ships. 31 The IMO also is reportedly evaluating the need to amend Annex V of MARPOL.

In the 2008 Discharge Assessment Report, EPA identified several possible options to address solid waste from cruise ships, such as increasing the use and range of on-board garbage handling and treatment technologies (e.g., compactors and incinerators); initiating a rulemaking to provide stronger waste management plans than the current voluntary cruise industry practices; prohibiting discharge of incinerator ash from cruise ships into U.S. waters; expanding port reception facilities to accept solid waste; or ensuring that there is no discharge of solid waste into the marine environment through monitoring and sanctions. 32

The Resource Conservation and Recovery Act (RCRA, 42 U.S.C. §§ 6901-6991k) is the primary federal law that governs hazardous waste management through a "cradle-to-grave" program that controls hazardous waste from the point of generation until ultimate disposal. The act imposes management requirements on generators, transporters, and persons who treat or dispose of hazardous waste. Under this act, a waste is hazardous if it is ignitable, corrosive, reactive, or toxic, or appears on a list of about 100 industrial process waste streams and more than 500 discarded commercial products and chemicals. Treatment, storage, and disposal facilities are required to have permits and comply with operating standards and other EPA regulations.

The owner or operator of a cruise ship may be a generator and/or a transporter of hazardous waste, and thus subject to RCRA rules. Issues that the cruise ship industry may face relating to RCRA include ensuring that hazardous waste is identified at the point at which it is considered generated; ensuring that parties are properly identified as generators, storers, treaters, or disposers; and determining the applicability of RCRA requirements to each. Hazardous wastes generated onboard cruise ships are stored onboard until the wastes can be offloaded for recycling or disposal in accordance with RCRA. 33

A range of activities on board cruise ships generate hazardous wastes and toxic substances that would ordinarily be presumed to be subject to RCRA—for example, for use of chemicals in cleaning and painting, or in passenger services such as beauty parlors and photo labs. Cruise ships are potentially subject to RCRA requirements to the extent that chemicals used for operations such as ship maintenance and passenger services result in the generation of hazardous wastes. However, it is not entirely clear what regulations apply to the management and disposal of these wastes. 34 RCRA rules that cover small-quantity generators (those that generate more than 100 kilograms but less than 1,000 kilograms of hazardous waste per month) are less stringent than those for large-quantity generators (generating more than 1,000 kilograms per month), and it is unclear whether cruise ships are classified as large or small generators of hazardous waste. Moreover, some cruise companies argue that they generate less than 100 kilograms per month and therefore should be classified in a third category, as "conditionally exempt small-quantity generators," a categorization that allows for less rigorous requirements for notification, recordkeeping, and the like. 35

A release of hazardous substances by a cruise ship or other vessel could also theoretically trigger the Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA, or Superfund, 42 U.S.C. §§ 9601-9675), but it does not appear to have been used in response to cruise ship releases. CERCLA requires that any person in charge of a vessel shall immediately notify the National Response Center of any release of a hazardous substance in amounts above regulatory thresholds (other than discharges in compliance with a federal permit under the Clean Water Act or other environmental law, as these discharges are exempted) into waters of the United States or the contiguous zone. Notification is required for releases in amounts determined by EPA that may present substantial danger to the public health, welfare, or the environment. EPA has identified 500 wastes as hazardous substances under these provisions and issued rules on quantities that are reportable, covering releases as small as 1 pound of some substances (40 CFR Part 302). CERCLA authorizes the President (acting through the Coast Guard in coastal waters) to remove and provide for remedial action relating to the release.

In addition to RCRA, hazardous waste discharges from cruise ships are subject to Section 311 of the Clean Water Act, which prohibits the discharge of hazardous substances in harmful quantities into or upon the navigable waters of the United States, adjoining shorelines, or into or upon the waters of the contiguous zone.

In the 2008 Discharge Assessment Report, EPA identified several possible options for addressing hazardous wastes, such as establishing standards of BMPs to decrease contaminants in hazardous wastes or the volume of hazardous waste on cruise ships; beginning a rulemaking to prohibit the discharge of hazardous materials into U.S. waters out to the 200-mile Exclusive Economic Zone; increasing inspections on cruise ships; or increasing inspections of authorized facilities that receive cruise ship hazardous wastes. 36

Section 311 of the Clean Water Act, as amended by the Oil Pollution Act of 1990 (33 U.S.C. §§ 2701-2720), applies to cruise ships and prohibits discharge of oil or hazardous substances in harmful quantities into or upon U.S. navigable waters, or into or upon the waters of the contiguous zone, or which may affect natural resources in the U.S. EEZ (extending 200 miles offshore). Coast Guard regulations (33 CFR §151.10) prohibit discharge of oil within 12 miles from shore, unless passed through a 15-ppm oil water separator, and unless the discharge does not cause a visible sheen. Beyond 12 miles, oil or oily mixtures can be discharged while a vessel is proceeding en route and if the oil content without dilution is less than 100 ppm. Vessels are required to maintain an Oil Record Book to record disposal of oily residues and discharges overboard or disposal of bilge water.

In addition to Section 311 requirements, the Act to Prevent Pollution from Ships (APPS) implements MARPOL Annex I concerning oil pollution. APPS applies to all U.S. flagged ships anywhere in the world and to all foreign flagged vessels operating in the navigable waters of the United States, or while at a port under U.S. jurisdiction. To implement APPS, the Coast Guard has promulgated regulations prohibiting the discharge of oil or oily mixtures into the sea within 12 nautical miles of the nearest land, except under limited conditions. However, because most cruise lines are foreign registered and because APPS only applies to foreign ships within U.S. navigable waters, the APPS regulations have limited applicability to cruise ship operations. In addition, most cruise lines have adopted policies that restrict discharges of machinery space waste within three miles from shore.

In the 2008 Discharge Assessment Report, EPA identified several possible options for addressing oily bilge water from cruise ships, such as establishing standards; conducting research on alternative lubricants; treating effluents from oily bilge water to meet specified standards and establishing penalties for failure to meet standards; banning discharge of bilge water into U.S. waters; or revising inspection practices to more aggressively identify noncompliant equipment. 37

Since the 1970s, Clean Water Act regulations had exempted ballast water and other discharges incidental to the normal operation of cruise ships and other vessels from NPDES permit requirements. Because of the growing problem of introduction of invasive species into U.S. waters via ballast water (see discussion, page 5 ), in January 1999, a number of conservation organizations, fishing groups, Native American tribes, and water agencies petitioned EPA to repeal its 1973 regulation exempting ballast water discharge, arguing that ballast water should be regulated as the "discharge of a pollutant" under the Clean Water Act's Section 402 permit program. EPA rejected the petition in September 2003, saying that the "normal operation" exclusion is long-standing agency policy, to which Congress has acquiesced twice (in 1979 and 1996) when it considered the issue of aquatic nuisance species in ballast water and did not alter EPA's CWA interpretation. 38 Further, EPA said that other ongoing federal activities related to control of invasive species in ballast water are likely to be more effective than changing the NPDES rules. 39 Until 2004, these efforts to limit ballast water discharges by cruise ships and other vessels were primarily voluntary, except in the Great Lakes. Since then, all vessels equipped with ballast water tanks must have a ballast water management plan. 40

After the denial of their administrative petition, the environmental groups filed a lawsuit seeking to force EPA to rescind the regulation that exempts ballast water discharges from CWA permitting. In 2005, a federal district court ruled in favor of the groups, and in 2006, the court remanded the matter to EPA with an order that the challenged regulation be set aside by September 30, 2008. The ruling was upheld on appeal in July 2008. 41

EPA's Response: General Permits for Vessels

Significantly, while the focus of the environmental groups' challenge was principally to EPA's permitting exemption for ballast water discharges, the court's ruling—and its mandate to EPA to rescind the exemption in 40 CFR § 122.3(a)—applies fully to other types of vessel discharges that were covered by the long-standing regulatory exemption for "discharges incidental to the normal operation of vessels," including graywater and bilge water. In response to the court's order, in December 2008, EPA issued a Clean Water Act general permit, 42 the Vessel General Permit (VGP), applicable to an estimated 69,000 large recreational and commercial vessels, including tankers, freighters, barges, and approximately 175 U.S. and foreign flagged cruise ships that carry and provide overnight accommodations for more than 100 passengers. 43

The VGP applies to pollutant discharges incidental to the normal operation from non-recreational vessels that are 79 feet or more in length, and to ballast water discharges from commercial vessels of less than 79 feet and commercial fishing vessels of any length. Geographically, it applies to discharges into waters of the United States in all states and territories, extending to the reach of the 3-mile territorial limit.

In the permit, EPA identified 26 types of waste streams from the normal operation of covered vessels (some are not applicable to all vessel types). The types of pollutant discharges subject to the permit include aquatic nuisance species, nutrients, pathogens, oil and grease, metals, and pollutants with toxic effects. Most of the categories of waste streams from the normal operations of these vessels would be controlled by best management practices (BMPs) that are described in the permit, many of which are already practiced or are required by existing regulations. To control ballast water discharges, the VGP primarily relies on existing Coast Guard requirements (at 33 CFR Part 151, Subparts C and D), plus certain flushing and ballast exchange practices, especially for vessels in Pacific nearshore areas. To control discharges of bilge water, the draft VGP provides for BMPs, which EPA indicates are consistent with current rules and industry practice. Monitoring, recordkeeping, and reporting requirements apply.

The VGP does not include sewage discharges from vessels, which are already regulated under CWA Section 312, as discussed previously in this report. Likewise, discharges of wastes associated with passenger services on cruise ships, such as photo developing and dry cleaning, that are toxic to the environment are not authorized by the permit.

Under the VGP, cruise ships are subject to more detailed requirements for certain discharges, such as graywater and pool and spa water, and additional monitoring and reporting. It includes BMPs as well as numeric effluent limits for fecal coliform and residual chlorine in cruise ship discharges of graywater that are based on U.S. Coast Guard rules for discharge of treated sewage or graywater in Alaska (see discussion below, page 19 ). It also includes operational limits on cruise ship graywater discharges in nutrient-impaired waters, such as Chesapeake Bay or Puget Sound.

The 110 th Congress considered ballast water discharge issues, specifically legislation to provide a uniform national approach for addressing aquatic nuisance species from ballast water under a program administered by the Coast Guard ( S. 1578 , ordered reported by the Senate Commerce Committee on September 27, 2007; and H.R. 2830 , passed by the House April 28, 2008). Some groups opposed S. 1578 and H.R. 2830 , because the legislation would preempt states from enacting ballast water management programs more stringent than Coast Guard requirements, while the CWA does allow states to adopt requirements more stringent than in federal rules. Also, while the CWA permits citizen suits to enforce the law, the legislation included no citizen suit provisions. There was no further action on this legislation.

The Clean Air Act (42 U.S.C. 7401 et seq.) is the principal federal law that addresses air quality concerns. It requires EPA to set health-based standards for ambient air quality, sets standards for the achievement of those standards, and sets national emission standards for large and ubiquitous sources of air pollution, including mobile sources. Cruise ships emissions were not regulated until February 2003. At that time, EPA promulgated emission standards for new marine diesel engines on large vessels (called Category 3 marine engines) such as container ships, tankers, bulk carriers, and cruise ships flagged or registered in the United States. 44 The 2003 rule resulted from settlement of litigation brought by the environmental group Bluewater Network after it had petitioned EPA to issue stringent emission standards for large vessels and cruise ships. Standards in the rule are equivalent to internationally negotiated standards set in Annex VI of the MARPOL protocol for nitrogen oxides, which engine manufacturers currently meet, according to EPA. 45 Emissions from these large, primarily ocean-going vessels (including container ships, tankers, bulk carriers, as well as cruise ships) had not previously been subject to EPA regulation. The rule is one of several EPA regulations establishing emissions standards for nonroad engines and vehicles, under Section 213(a) of the Clean Air Act. Smaller marine diesel engines are regulated under rules issued in 1996 and 1999.

In the 2003 rule, EPA announced that it would continue to review issues and technology related to emissions from large marine vessel engines in order to promulgate additional, more stringent emission standards for very large marine engines and vessels later. Addressing long-term standards in a future rulemaking, EPA said, could facilitate international efforts through the IMO (since the majority of ships used in international commerce are flagged in other nations), while also permitting the United States to proceed, if international standards are not adopted in a timely manner. Environmental groups criticized EPA for excluding foreign-flagged vessels that enter U.S. ports from the marine diesel engine rules and challenged the 2003 rules in federal court. The rules were upheld in June 2004. 46 EPA said that it would consider including foreign vessels in the future rulemaking to consider more stringent standards.

As noted previously, the 110 th Congress enacted legislation to implement MARPOL Annex VI, concerning standards to control air pollution from vessels. Soon after that U.S. action, in October 2008, the IMO adopted amendments to Annex VI that to establish stringent new global nitrogen oxide standards beginning in 2011, new global fuel sulfur standards beginning in 2012, plus more stringent emission controls that will apply in designated Emission Control Areas (ECAs). The United States supported the amendments during IMO negotiations. Complementing the IMO revisions, in December 2009, EPA promulgated changes to the 2003 CAA rules for Category 3 marine engines that essentially adopt the amended IMO requirements. 47 The EPA rule also establishes emissions standards for hydrocarbons and carbon monoxide. Like the new Annex VI requirements, the EPA rule applies to newly built engines (not existing) and only to U.S.-flagged or registered vessels. On the latter point, EPA said that engines on foreign vessels are subject to the nitrogen oxide limits in MARPOL Annex VI, which the United States can enforce through the Act to Prevent Pollution from Ships (APPS).

Related to these actions, in October 2010, the IMO approved a U.S. request to designate waters in the U.S. Caribbean (around Puerto Rico and the U.S. Virgin Islands) as an ECA. A treaty amendment to Annex VI will be circulated among IMO members, and if approved by July 2011, ships operating in the designated area would be subject to more stringent emission limitations for sulfur oxides, nitrogen oxides, and particulate matter beginning in 2014.

The various laws and regulations described here apply to different geographic areas, depending on the terminology used. For example, the Clean Water Act treats navigable waters, the contiguous zone, and the ocean as distinct entities. The term "navigable waters" is defined to mean the waters of the United States, including the territorial seas (33 U.S.C. §1362(7)). In turn, the territorial seas are defined in that act as extending a distance of 3 miles seaward from the baseline (33 U.S.C. §1362(8)); the baseline generally means the land or shore. In 1988, President Reagan signed a proclamation (Proc. No. 5928, December 27, 1988, 54 Federal Register 777) providing that the territorial sea of the United States extends to 12 nautical miles from the U.S. baseline. However, that proclamation had no effect on the geographic reach of the Clean Water Act.

The contiguous zone is defined in the CWA to mean the entire zone established by the United States under Article 24 of the Convention of the Territorial Sea and the Contiguous Zone (33 U.S.C. §1362(9)). That convention defines "contiguous zone" as extending from the baseline from which the territorial sea is measured to not beyond 12 miles. In 1999, President Clinton signed a proclamation (Proc. No. 7219 of August 2, 1999, 64 Federal Register 48701) giving U.S. authorities the right to enforce customs, immigration, or sanitary laws at sea within 24 nautical miles from the baseline, doubling the traditional 12-mile width of the contiguous zone. As with the 1988 presidential proclamation, this proclamation did not amend any statutory definitions (as a general matter, a presidential proclamation cannot amend a statute). Thus, for purposes of the Clean Water Act, the territorial sea remains 3 miles wide, and the contiguous zone extends from 3 to 12 miles. Under CERCLA, "navigable waters" means waters of the United States, including the territorial seas (42 U.S.C. §9601(15)), and that law incorporates the Clean Water Act's definitions of "territorial seas" and "contiguous zone" (42 U.S.C. §9601(30)).

The CWA defines the "ocean" as any portion of the high seas beyond the contiguous zone (33 U.S.C. §1362(10)). In contrast, the MPRSA defines "ocean waters" as the open seas lying seaward beyond the baseline from which the territorial sea is measured, as provided for in the Convention of the Territorial Sea and the Contiguous Zone (33 U.S.C. §1402(b)).

Limits of jurisdiction are important because they define the areas where specific laws and rules apply. For example, the Clean Water Act MSD standards apply to sewage discharges from vessels into or upon the navigable waters, and Section 402 NPDES permits are required for point source discharges (excluding vessels) into the navigable waters. Section 311 of the CWA, as amended by the Oil Pollution Act, addresses discharges of oil or hazardous substances into or upon the navigable waters of the United States or the waters of the contiguous zone. Provisions of the Act to Prevent Pollution from Ships (APPS, 33 U.S.C. §§1901-1915) concerning discharges of oil and noxious substances apply to navigable waters. Other provisions of that same act concerning garbage and plastics apply to navigable waters or the EEZ, but the term "navigable waters" is not defined in APPS. The MPRSA regulates ocean dumping within the area extending 12 nautical miles seaward from the baseline and regulates transport of material by U.S.-flagged vessels for dumping into ocean waters.

Further complicating jurisdictional considerations is the fact that the Clean Water Act refers to these distances from shore in terms of miles, without other qualification, which is generally interpreted to mean an international mile or statute mile. APPS, the MPRSA, and the two presidential proclamations refer to distances in terms of nautical miles from the baseline. These two measures are not identical: a nautical mile is a unit of distance used primarily at sea and in aviation; it equals 6,080 feet and is 15% longer than an international or statute mile. 48

In Alaska, where tourism and commercial fisheries are key contributors to the economy, cruise ship pollution has received significant attention. After the state experienced a three-fold increase in the number of cruise ship passengers visits during the 1990s, 49 concern by Alaska Natives and other groups over impacts of cruise ship pollution on marine resources began to increase. In one prominent example of environmental violations, in July 1999, Royal Caribbean Cruise Lines entered a federal criminal plea agreement involving total penalties of $6.5 million for violations in Alaska, including knowingly discharging oil and hazardous substances (including dry-cleaning and photo processing chemicals). The company admitted to a fleet-wide practice of discharging oil-contaminated bilge water. The Alaska penalties were part of a larger $18 million total federal plea agreement involving environmental violations in multiple locations, including Florida, New York, and California.

Public concern about the Royal Caribbean violations led the state to initiate a program in December 1999 to identify cruise ship waste streams. Voluntary sampling of large cruise ships in 2000 indicated that waste treatment systems on most ships did not function well and discharges greatly exceeded applicable U.S. Coast Guard standards for Type II MSDs. Fecal coliform levels sampled during that period averaged 12.8 million colonies per 100 milliliters in blackwater and 1.2 million in graywater, far in excess of the Coast Guard standard of 200 fecal coliforms per 100 milliliters.

Concurrent with growing regional interest in these problems, attention to the Alaska issues led to passage of federal legislation in December 2000 (Certain Alaskan Cruise Ship Operations, Division B, Title XIV of the Miscellaneous Appropriations Bill, H.R. 5666 , in the Consolidated Appropriations Act, 2001 ( P.L. 106-554 ); 33 U.S.C. § 1901 Note). This law established standards for vessels with 500 or more overnight passengers and generally prohibited discharge of untreated sewage and graywater in navigable waters of the United States within the state of Alaska. It authorized EPA to promulgate standards for sewage and graywater discharges from cruise ships in these waters. Until such time as EPA issues regulations, cruise ships may discharge treated sewage wastes in Alaska waters only while traveling at least 6 knots and while at least 1 nautical mile from shore, provided that the discharge contains no more than 200 fecal coliforms per 100 ml and no more than 150 mg/l total suspended solids (the same limits prescribed in federal regulations for Type II MSDs).

The law also allows for discharges of treated sewage and graywater inside of one mile from shore and at speeds less than 6 knots (thus including stationary discharges while a ship is at anchor) for vessels with systems that can treat sewage and graywater to a much stricter standard. Such vessels must meet these minimum effluent standards: no more than 20 fecal coliforms per 100 ml, no more than 30 mg/l of total suspended solids, and total residual chlorine concentrations not to exceed 10 mg/l. The legislation requires sampling, data collection, and recordkeeping by vessel operators to facilitate Coast Guard oversight and enforcement. The Coast Guard issued regulations to implement the federal law in 2001; the rules became effective immediately upon publication. 50 The regulations stipulate minimum sampling and testing procedures and provide for administrative and criminal penalties for violations of the law, as provided in the legislation.

Pursuant to Title IV, EPA has carried out a multi-year project to evaluate the performance of various treatment systems and to determine whether revised and/or additional standards for sewage and graywater discharges from large cruise ships operating in Alaska are warranted. In particular, EPA sampled wastewater from four cruise ships that operated in Alaska during the summers of 2004 and 2005 to characterize graywater and sewage generated onboard and to evaluate the performance of various treatment systems. 51 Much of the information collected through this effort is summarized in the 2008 Cruise Ship Discharge Assessment Report. Also in 2004, EPA distributed a survey questionnaire on the effectiveness, costs, and impacts of sewage and graywater treatment devices for large cruise vessels in Alaska. EPA has collaborated with the state of Alaska on a cruise ship plume tracking survey (in 2001) and a study in Skagway Harbor to estimate the near-field dilution of treated sewage and graywater discharges from docked cruise ships (in 2008). These sampling efforts generally show that advanced wastewater treatment systems are effective in treating pathogens, oxygen-demanding materials, suspended solids, oil and grease, and particulate matter, and are moderately effective in treating metals, volatile chemicals, and nutrients.

Building on the federal legislation enacted in 2000, the state of Alaska enacted its own law in 2001 (AS 46.03.460-AS 46.03.490). The state law sets standards and sampling requirements for the underway discharge of blackwater in Alaska that are identical to the blackwater/sewage standards in the federal law. However, because of the high fecal coliform counts detected in graywater in 2000, the state law also extends the effluent standards to discharges of graywater. Sampling requirements for all ships took effect in 2001, as did effluent standards for blackwater discharges by large cruise ships (defined as providing overnight accommodations to 250 or more). Effluent standards for graywater discharges by large vessels took effect in 2003. Small ships (defined as providing overnight accommodations for 50 to 249 passengers) were allowed three years to come into compliance with all effluent standards. The law also established a scientific advisory panel to evaluate the effectiveness of the law's implementation and to advise the state on scientific matters related to cruise ship impacts on the Alaskan environment and public health.

According to the state, the federal and state standards have prompted large ships to either install advanced wastewater treatment systems that meet the effluent standards or to manage wastes by holding all of their wastewater for discharge outside of Alaskan waters (beyond 3 miles from shore). 52 As of 2006, 23 of 28 large cruise ships that operated in Alaskan waters had installed advanced wastewater treatment systems, and the quality of wastewater discharged from large ships has improved dramatically, according to the state.

Small ships, however, have not installed new wastewater treatment systems, and the effluent quality has remained relatively constant, with discharge levels for several pollutants regularly exceeding state water quality standards. In particular, test results indicated that concentrations of free chlorine, fecal coliform, copper, and zinc from stationary smaller vessels pose some risk to aquatic life and also to human health in areas where aquatic life is harvested for raw consumption.

In addition to the state's 2001 action, in August 2006 Alaska voters approved a citizen initiative requiring cruise lines to pay the state a $50 head tax for each passenger and a corporate income tax, increasing fines for wastewater violations, and mandating new environmental regulations for cruise ships (such as a state permit for all discharges of treated wastewater). Revenues from the taxes will go to local communities affected by tourism and into public services and facilities used by cruise ships. Supporters of the initiative contend that the cruise industry does not pay enough in taxes to compensate for its environmental harm to the state and for the services it uses. Opponents argued that the initiative would hurt Alaska's competitiveness for tourism, and have filed a legal challenge to the tax in federal court. At least two cruise ship lines (Norwegian Cruise and Royal Caribbean) have reportedly stopped operating cruise ships in Alaskan waters because of the citizen initiative. In 2009, Alaska enacted legislation (HB 134) giving the Department of Environmental Conservation more time to implement the stringent wastewater treatment standards and creating a scientific review board to assess whether the standards can be achieved.

Activity to regulate or prohibit cruise ship discharges also has occurred in several other states.

In April 2004, the state of Maine enacted legislation governing discharges of graywater or mixed blackwater/graywater into coastal waters of the state (Maine LD. 1158). The legislation applies to large cruise ships (with overnight accommodations for 250 or more passengers) and allows such vessels into state waters after January 1, 2006, only if the ships have advanced wastewater treatment systems, comply with discharge and recordkeeping requirements under the federal Alaska cruise ship law, and get a permit from the state Department of Environmental Protection. Under the law, prior to 2006, graywater dischargers were allowed if the ship operated a treatment system conforming to requirements for continuous discharge systems under the Alaska federal and state laws. In addition, the legislation required the state to apply to EPA for designation of up to 50 No Discharge Zones, in order that Maine may gain federal authorization to prohibit blackwater discharges into state waters. EPA approved the state's NDZ request for Casco Bay in June 2006.

California enacted three bills in 2004. One bars cruise ships from discharging treated wastewater while in the state's waters (Calif. A.B. 2672). Another prohibits vessels from releasing graywater (Calif. A.B. 2093), and the third measure prevents cruise ships from operating waste incinerators (Calif. A.B. 471). Additionally, in 2003 California enacted a law that bans passenger ships from discharging sewage sludge and oil bilge water (Calif. A.B. 121), as well as a bill that prohibits vessels from discharging hazardous wastes from photo-processing and dry cleaning operations into state waters (Calif. A.B. 906). Another measure was enacted in 2006: California S.B. 497 requires the state to adopt ballast water performance standards by January 2008 and set specific deadlines for the removal of different types of species from ballast water, mandating that ship operators remove invasive species (including bacteria) by the year 2020.

Several states, including Florida, Washington, and Hawaii, have entered into memoranda of agreement with the industry (through the Cruise Lines International Association and related organizations) providing that cruise ships will adhere to certain practices concerning waste minimization, waste reuse and recycling, and waste management. For example, under a 2001 agreement between industry and the state of Florida, cruise lines must eliminate wastewater discharges in state waters within 4 nautical miles off the coast of Florida, report hazardous waste off-loaded in the United States by each vessel on an annual basis, and submit to environmental inspections by the U.S. Coast Guard.

Similarly, in April 2004 the Washington Department of Ecology, Northwest Cruise Ship Association, and Port of Seattle signed a memorandum of understanding (MOU) that would allow cruise ships to discharge wastewater treated with advanced wastewater treatment systems into state waters and would prohibit the discharge of untreated wastewater and sludge. The MOU has been amended several times and now covers other ports, as well. Environmental advocates are generally critical of such voluntary agreements, because they lack enforcement and penalty provisions. States respond that while the Clean Water Act limits a state's ability to control cruise ship discharges, federal law does not bar states from entering into voluntary agreements that have more rigorous requirements. 53 In June 2009, the Department of Ecology reported that cruise ships visiting the state during the 2008 sailing season mostly complied with the MOU to stop discharging untreated wastewater, and found that wastewater treatment systems generally produce high quality effluent that is as good or better than on-land plants. Although enforcement of what is essentially a voluntary agreement is difficult, the state argues that having something in place to protect water quality is beneficial and enables the state to obtain data on vessels and waste treatment equipment. 54

Pressure from environmental advocates, coupled with the industry's strong desire to promote a positive image, have led the cruise ship industry to respond with several initiatives. Members of the Cruise Lines International Association (CLIA), which represents 25 of the world's largest cruise lines, have adopted a set of waste management practices and procedures for their worldwide operations building on regulations of the IMO and U.S. EPA. The guidelines generally require graywater and blackwater to be discharged only while a ship is underway and at least 4 miles from shore and require that hazardous wastes be recycled or disposed of in accordance with applicable laws and regulations. 55

CLIA's cruise line companies also have implemented Safety Management System (SMS) plans for developing enhanced wastewater systems and increased auditing oversight. These SMS plans are certified in accordance with the IMO's International Safety Management Code. The industry also is working with equipment manufacturers and regulators to develop and test technologies in areas such as lower emission turbine engines and ballast water management for elimination of non-native species. Environmental groups commend industry for voluntarily adopting improved management practices but also believe that enforceable standards are preferable to voluntary standards, no matter how well intentioned. 56

The industry joined with the environmental group Conservation International (CI) to form the Ocean Conservation and Tourism Alliance to work on a number of issues. In December 2003 they announced conservation efforts in four areas to protect biodiversity in coastal areas: improving technology for wastewater management aboard cruise ships, working with local governments to protect the natural and cultural assets of cruise destinations, raising passenger and crew awareness and support of critical conservation issues, and educating vendors to lessen the environmental impacts of products from cruise ship suppliers. Because two-thirds of the top cruise destinations in the world are located in the Caribbean and Mediterranean, two important biodiversity regions, in 2006, CLIA and CI announced a joint initiative to develop a map integrating sensitive marine areas into cruise line navigational charts, with the goal of protecting critical marine and coastal ecosystems.

In 2004, Royal Caribbean Cruises Ltd.(RCCL) announced plans to retrofit all vessels in its 29-ship fleet with advanced wastewater treatment technology, becoming the first cruise line to commit to doing so completely. The company had been the focus of efforts by the environmental group Oceana to pledge to adopt measures that will protect the ocean environment and that could serve as a model for others in the cruise ship industry, in part because of the company's efforts to alter its practices following federal enforcement actions in the 1990s for environmental violations that resulted in RCCL paying criminal fines that totaled $27 million.

Concerns about cruise ship pollution raise issues for Congress in three broad areas: adequacy of laws and regulations, research needs, and oversight and enforcement of existing programs and requirements. Attention to these issues is relatively recent, and more assessment is needed of existing conditions and whether current steps (public and private) are adequate. Bringing the issues to national priority sufficient to obtain resources that will address the problems is a challenge.

A key issue is whether the several existing U.S. laws, international protocols and standards, state activities, and industry initiatives described in this report adequately address management of cruise ship pollution, or whether legislative changes are needed to fill in gaps, remedy exclusions, or strengthen current requirements. As EPA noted in its 2000 white paper, certain cruise ship waste streams such as oil and solid waste are regulated under a comprehensive set of laws and regulations, but others, such as graywater, are excluded or treated in ways that appear to leave gaps in coverage. 57 Graywater is one particular area of interest, since investigations, such as sampling by state of Alaska officials, have found substantial contamination of cruise ship graywater from fecal coliform, bacteria, heavy metals, and dissolved plastics. State officials were surprised that graywater from ships' galley and sink waste streams tested higher for fecal coliform than did the ships' sewage lines. 58 One view advocating strengthened requirements came from the U.S. Commission on Ocean Policy. In its 2004 final report, the Commission advocated clear, uniform requirements for controlling the discharge of wastewater from large passenger vessels, as well as consistent interpretation and enforcement of those requirements. It recommended that Congress establish a new statutory regime that should include

• uniform discharge standards and waste management procedures;
• thorough recordkeeping requirements to track the waste management process;
• required sampling, testing, and monitoring by vessel operators using uniform protocols; and
• flexibility and incentives to encourage industry investment in innovative treatment technologies. 59

A proposal reflecting some of these concepts, the Clean Cruise Ship Act, was introduced in the 111 th Congress as S. 1820 (Durbin) and H.R. 3888 (Farr). No legislative action occurred on either bill. The legislation would amend the Clean Water Act to prohibit cruise vessels entering a U.S. port from discharging sewage, graywater, or bilge water into waters of the United States, including the Great Lakes, except in compliance with prescribed effluent limits and management standards. It further would direct EPA and the Coast Guard to promulgate effluent limits for sewage, graywater, and bilge water discharges from cruise vessels that are no less stringent than the more restrictive standards under the existing federal Alaska cruise ship law described above. It would require cruise ships to treat wastewater wherever they operate and would authorize broadened federal enforcement authority, including inspection, sampling, and testing. The legislation also would impose passenger fees for use by EPA and the Coast Guard to implement the legislation. Environmental advocates supported similar versions of this legislation in previous Congresses. Industry groups have argued that it would target an industry that represents only a small percentage of the world's ships and that environmental standards of the industry, including voluntary practices, already meet or exceed current international and U.S. regulations. 60

As noted above, a few states have passed legislation to regulate cruise ship discharges. If this state-level activity were to increase, Congress could see a need to develop federal legislation that would harmonize differences in the states' approaches.

Another issue for Congress is the status of EPA's efforts to manage or regulate cruise ship wastes. As discussed previously, in 2000 Congress authorized EPA to issue standards for sewage and graywater discharges from large cruise ships operating in Alaska. In response, the agency has been collecting information and assessing the need for additional standards, beyond those provided in P.L. 106-554 , but has not yet proposed any rules. In December 2008, EPA released a Cruise Ship Discharge Assessment Report that builds on a 2007 draft assessment report and the 2000 White Paper. The final report examines five cruise ship waste streams (sewage, graywater, oily bilge water, solid waste, and hazardous waste) and discusses how the waste streams are managed and current actions by the federal government to address the waste streams. For each waste stream, the report identifies possible options and alternatives to address cruise ship discharges, but it also states that EPA has not determined that any of the options are necessary, feasible, or warranted, or that EPA or any other entity has the legal authority to implement the options. 61

Other related issues of interest could include harmonizing the differences presented in U.S. laws for key jurisdictional terms as they apply to cruise ships and other types of vessels; providing a single definition of "cruise ship," which is defined variously in federal and state laws and rules, with respect to gross tonnage of ships, number of passengers carried, presence of overnight passenger accommodations, or primary purpose of the vessel; or requiring updating of existing regulations to reflect improved technology (such as the MSD rules that were issued in 1976).

Several areas of research might help improve understanding of the quantities of waste generated by cruise ships, impacts of discharges and emissions, and the potential for new control technologies.

The U.S. Commission on Ocean Policy noted in its 2004 final report that research can help identify the degree of harm represented by vessel pollution and can assist in prioritizing limited resources to address the most significant threats. The commission identified several directions for research by the Coast Guard, EPA, NOAA, and other appropriate entities on the fates and impacts of vessel pollution: 62

• Processes that govern the transport of pollutants in the marine environment.
• Small passenger vessel practices, including the impacts of stationary discharges.
• Disposal options for concentrated sludge resulting from advanced sewage treatment on large passenger vessels.
• Cumulative impacts of commercial and recreational vessel pollution on particularly sensitive ecosystems, such as coastal areas with low tidal exchange and coral reef systems.
• Impacts of vessel air emissions, particularly in ports and inland waterways where the surrounding area is already having difficulty meeting air quality standards.

In the 2008 Cruise Ship Assessment Report, EPA identified several possible research options, including establishing a detailed nationwide sampling, testing, and monitoring program to gather data; increasing studies on human health an environmental effects of cruise ship discharges; directing research to geographic areas that may be impacted by cruise ship discharges; or directing future assessments to potential cumulative impacts from multiple cruise ships, from stationary cruise ships, and in semi-enclosed environments such as bays and harbors. 63

The 2000 GAO report documented—and EPA's 2000 cruise ship white paper acknowledged—that existing laws and regulations may not be adequately enforced or implemented. GAO said there is need for monitoring of the discharges from cruise ships in order to evaluate the effectiveness of current standards and management. GAO also said that increased federal oversight of cruise ships by the Coast Guard and other agencies is needed concerning maintenance and operation of pollution prevention equipment, falsifying of oil record books (which are required for compliance with MARPOL), and analysis of records to verify proper off-loading of garbage and oily sludge to onshore disposal facilities. 64

The Coast Guard has primary enforcement responsibility for many of the federal programs concerning cruise ship pollution. A key oversight and enforcement issue is the adequacy of the Coast Guard's resources to support its multiple homeland and non-homeland security missions. The resource question as it relates to vessel inspections was raised even before the September 11 terrorist attacks, in the GAO's 2000 report. The same question has been raised since then, in light of the Coast Guard's expanded responsibilities for homeland security and resulting shift in operations, again by the GAO and others. 65

EPA has identified several possible options for enforcement and compliance, including improving monitoring and inspections; rewarding passengers who aid in detecting illegal activities; allowing state personnel (as well as the Coast Guard) to inspect cruise ship pollution control equipment; or charging a passenger fee to put a marine engineer onboard cruise ships to observe ship waste treatment practices. 66

In its 2000 report, GAO also found that the process for referring cruise ship violations to other countries does not appear to be working, either within the Coast Guard or internationally, and GAO recommended that the Coast Guard work with the IMO to encourage member countries to respond when pollution cases are referred to them and that the Coast Guard make greater efforts to periodically follow up on alleged pollution cases occurring outside U.S. jurisdiction.

Rough seas or smooth sailing? The cruise industry is booming despite environmental concerns

Professor and Director, Ted Rogers School of Hospitality and Tourism Management, Toronto Metropolitan University

Teaching Faculty, Geography and Environmental Studies, Wilfrid Laurier University

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Cruise ship season is officially underway in British Columbia. The season kicked off with the arrival of Norwegian Bliss on April 3 — the first of 318 ships that are scheduled to dock in Victoria this year. Victoria saw a record 970,000 passengers arrive in 2023, with more expected in 2024.

The cruise industry was badly hit by the suspension of cruise operations due to the COVID-19 pandemic in 2020. Fuelled by heavy consumer demand and industry innovation, cruising has made a comeback. It is now one of the fastest-growing sectors, rebounding even faster than international tourism.

While many predicted a difficult recovery , a recent industry report shows a remarkable post-pandemic rebound . Two million more people went on cruises in 2023 versus 2019, with demand predicted to top 35 million in 2024.

But environmental issues plague the sector’s revival. Are they an indication of rough seas ahead? Or will a responsive industry mean smooth sailing?

Cruising has long been criticized for being Janus-faced : on the surface, cruises are convenient, exciting holidays with reputed economic benefits. But lurking underneath are its negative environmental and social impacts .

Unprecedented growth

Newly constructed mega-ships are part of the industry’s unprecedented growth. Royal Caribbean’s Icon of the Seas is the largest cruise ship in the world , with 18 decks, 5,600 passengers and 2,350 crew.

MSC World Europa with 6,700 passengers and 2,100 crew, P&O Arvia with 5,200 passengers and 1,800 crew, and Costa Smeralda with 6,600 passengers and 1,500 crew also claim mega-ship status.

Those sailing to and from Alaska via Victoria will be some of the estimated 700,000 passengers departing Seattle on massive ships three sport fields in length.

Baby boomers represent less than 25 per cent of cruise clientele. Gen X, Millennials and Gen Z have more interest than ever in cruising, with these younger markets being targeted as the future of cruise passengers.

The Cruise Lines International Association asserts that 82 per cent of those who have cruised will cruise again . To entice first-timers and meet the needs of repeat cruisers, companies are offering new itineraries and onboard activities, from simulated skydiving and bumper cars to pickleball and lawn bowling.

Solo cruise travel is also on the rise, and multi-generational family cruise travel is flourishing, explaining the extensive variety of cabin classes, activities and restaurants available on newly constructed and retrofitted ships.

However, only a few cruise ports are large enough to dock mega ships. Cruise lines are responding by offering off-beat experiences and catering more to the distinct desires of travellers.

In doing so, there is a move towards smaller vessels and luxury liners , river cruises and expedition cruising . Leveraging lesser-known ports that can only be accessed via compact luxury ships offers more mission-driven, catered experiences for the eco-minded traveller.

Cruising and environmental costs

Cruise ship visitors are known to negatively impact Marine World Heritage sites. While most sites regulate ballast water and wastewater discharge, there are concerns about ship air emissions and wildlife interactions .

Cruise ship journeys along Canada’s west coast, for example, are leaving behind a trail of toxic waste . A study by environmental organization Friends of the Earth concluded that a cruise tourist generates eight times more carbon emissions per day than a land tourist in Seattle.

Also, a rise in expedition cruising means more negative impacts (long-haul flights to farther ports, less destination management in fragile ecosystems, last chance tourism ) and a rise in carbon dioxide emissions.

Toxic air pollutants from cruise ships around ports are higher than pre-pandemic levels, leaving Europe’s port cities “choking on air pollution .” Last year, Europe’s 218 cruise ships emitted as much sulphur oxides as one billion cars — a high number, considering the introduction of the International Maritime Organization’s sulphur cap in 2020 .

Rough seas ahead or smooth sailing?

Royal Caribbean said its Icon of the Seas is designed to operate 24 per cent more efficiently than the international standard for new ships. International Maritime Organization regulations must be 30 per cent more energy-efficient than those built in 2014.

But despite the industry using liquefied natural gas instead of heavy fuel oil and electric shore power to turn off diesel engines when docking, industry critics still claim the cruise sector is greenwashing . As a result, some cities like Amsterdam, Barcelona and Venice are limiting or banning cruise ships .

Environmental critiques remain strong, especially for polar expeditions . The industry must respond and increase sustainability efforts , but their measures remain reactive (i.e., merely meeting international regulations) rather than proactive. In addition, by sailing their ships under flags of convenience , cruise companies evade taxes and demonstrate an unwillingness to abide by a nation’s environmental, health and labour regulations.

In any case, environmental concerns are escalating along with the industry. Travel agents and industry figures are aware of these impacts and should help promote cruise lines that demonstrate a commitment to sustainable practices.

Local residents need to expect more from port authorities and local governments in order to cope with cruise tourism . Cruise consumers should recognize the environmental costs of cruising, and demand accountability and transparency from cruise lines.

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How waste is dealt with on the world's largest cruise ship

Following is a transcription of the video: 

Narrator: This cruise ship is basically a floating city. And just like in a normal city, all its residents produce a lot of trash. But there aren't any garbage trucks here to scoop it up and take it away. We're at sea, obviously. And since waste can't and shouldn't just be dumped in the ocean, well, what do cruise ships do with all of it? This is something the industry's been dealing with for years.

Reporter: Carnival Cruise Line is coming clean about polluting oceans.

Narrator: Princess Cruises was fined $40 million in 2016 for illegal dumping, and Carnival got hit with a $20 million fine in 2019 for disposing of plastic waste in the ocean.

Stewart Chiron: Carnival Corporation's issues really brought the need for better technology so that these ships can operate more efficiently.

Narrator: Cruise lines have been working on systems to purify water and deal with waste inside ships.

Chiron: Up until now, these types of options weren't available.

Narrator: All this new tech was built into Royal Caribbean's largest and newest ship, Symphony of the Seas. The company says it's a zero-landfill ship, which means it uses everything from recycling to water filtration to deal with its own waste.

And this guy's in charge of making sure no single water bottle is unaccounted for.

Alex Mago: Welcome to waste and recycling center.

Narrator: We're down on deck two, a secret, crew-only area of the ship. Crew members check all the ship's trash cans for recyclables and bring them down here for Alex's team to handle.

Despite being the only waste facility on this massive ship, it's surprisingly quiet. Alex said the busiest time is in the morning, when things are unpackaged for the day.

Mago: This is the waste streams that we have. Every waste stream has its own way of handling it.

Narrator: There are separate teams to deal with each incoming recyclable: glass, cardboard, plastic, and metal.

Mago: This is our incinerator room. So, we have two incinerators, one and two. This area is manned 24 hours a day. We have 10 crew members who are working here, five in the morning and five in the evening.

Narrator: Crew members separate glass into colors: green, brown, and white. [glass clinking]

Mago: This is the byproduct of it after we crush it.

Narrator: They can process upwards of 13,000 pounds of glass for a weeklong cruise. All the small glass pieces are stored in bins until the ship docks.

Plastic goes through this massive compactor. Even though the ship's gotten rid of plastic straws, it still relies on bottled water because, for health and safety reasons, no cruise ship is allowed to have water fountains. So, every week, they crush about 528 gallons of water bottles.

Mago: We are compacting the cardboard over there.

Narrator: Throughout the day, cardboard is stacked up in this machine, called a baler. Once it's full, it's all compressed into bundles. And used aluminum cans, well, they're sent through this baler. The machine squeezes them down into big cubes, which are then stored in a fridge just off the waste room.

Mago: This area is actually for the items that can produce smell, the garbage.

Narrator: And the smell could get pretty bad. The waste is stored for up to seven days at a time, until the ship docks back in Miami, where all the plastic, aluminum, paper, and glass go to recycling partner facilities. In 2018, Royal Caribbean recycled 43.7 million pounds of waste. And any rebates earned from these recycling programs go back to the employee retirement fund. The cruise line is hoping that it's a nice incentive for employees to bring recycling down from their own crew cabins.

So, what about things that can't get recycled? For example, food. Every week, the ship loads up 600,000 pounds of provisions. But for the food that's not eaten, well, the company had to figure out how to get rid of all of that, too.

Each one of the ship's restaurants and 36 kitchens has its own suction drain. Chefs and waiters keep food scraps in separate buckets. Then, once they've gotten enough, they place it all in this special drain. All the food waste ends up in one big pipe that runs through the entire ship. And that pipe leads to what's known as the hydro-processor.

Mago: Those pipes over there, so, this is where the food waste is passing through. This is being processed through here.

Narrator: This machine has a bunch of tiny layers of mesh to break down the food.

Mago: It's being stored in our tank. We have two tanks of comminuted food waste.

Narrator: And the final step? Incineration. Now, let's talk about your toilet waste. Yep, we're gonna go there. It's all a part of the water-treatment system on board, controlled from the engineering room.

Stig Eriksen: So, all the wastewater that we are generating on board a ship is being collected. Nothing goes overboard unless we have run it through a treatment plant. 

Narrator: Water is divided into two categories: gray water, from sinks, laundries, and drains, and black water. That includes everything from the galleys and your toilets, including your urine.

Eriksen: This is then being mixed together and run through the advanced wastewater-purification plant.

Narrator: The purification system purifies the water to a point above the US federal standard, which is almost safe to drink.

Eriksen: And then it runs several filtration processes before it's being kept on board or it's being discharged overboard when we are at sea with a certain distance from land in order to meet the different local and international regulations. 

Narrator: Anything that can't be recycled or reused on board goes to what's known as a waste-to-energy facility. Now, we didn't get to see it for ourselves, but Royal Caribbean said, "heat or gas from the waste is collected and converted to energy."

Chiron: It's definitely within their best interests to be the most environmentally friendly, because it significantly can reduce the waste on board, the weight that they have to carry, the fuel usage, and it reduces their operational expenses as well.

Narrator: And after one week at sea, the recycling gets cleared out, incoming provisions are brought on board, and the crew prepares the ship to start the process all over again.

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Bahamas cruises are a waste of money???

By Tntt , February 12, 2019 in Royal Caribbean International

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Ok.... I just need a little encouragement from the fellow cruisers.... my family and I are going on the symphony of the seas Bahamas cruise in may. We have been so excited and have been in great  anticipation.  After having a conversation with a friend that cruises often they said to me that we are wasting our money going on a cruise to the Bahamas and that Bahamas is only 50 miles from Florida and it is not worth the 12 hour drive to get to the port and cruise to a place that only takes a hr to get to by plane. Honestly I felt a little discouraged and they made me feel sorta stupid and a little embarrassed that I've been so excited  because I never thought of how close the Bahamas was. We are definitely still going but it kinda hurt my feelings that someone would say we are basically throwing our money away.... just curious does anyone else think Bahamas cruises are a waste of money?

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Bahamas cruises are our least favorite cruises, but it is still a cruise with all the things a ship provides and most the ports are worth seeing once.  Many will do your cruise for the ship.

You are doing more than going to the Bahamas, you are spending 7 days on a cruise ship that has amenities coming out the ying yang.  Anybody can get on a plane and fly to the Bahamas but you're going to do it in great style enjoying all that that great ship has to offer.  Don't let your friends negative attitude affect you.  You'll have a blast.  Post lots of pics to instagram and make your friend jealous that you are cruising and they are not.

IMHO any cruise is a great cruise. I tell anyone who will listen, a cruise is what you make of it

 If your family is excited, you will have a good time. It doesn't matter how close the Bahamas is, when my family moved to the Philadelphia area we swore we would visit NY reguarly becuase it was so close.... Regularly never happened, it was more like barely. Enjoy your cruise on the largest cruise ship in the world. 

Ourusualbeach

Sad that you feel this person who responded so negatively to you is a “friend”. ANY day on a cruise to anywhere is a better day than working. I’ve been to the Bahamas. Nothing wrong with this. You have 6 more days on this cruise. Go, enjoy and don’t consider this person’s remarks. 

Just looked at the itineraries and there is indeed a 3 and 4 day Bahamas cruise.

Symphony  is a great ship.  Ignore your friends...they are just jealous that you are going away and they are not.

SolocruiserMA

I've done the same literary/ship 6 times. People must think I'm crazy but I enjoy it.  You only go round once, try it all in life. You might just fall in love! 

PhoenixCruiser

You are going on the Symphony which is the largest cruise ship out there. Your ship is the destination this time, not the Bahamas Sent from my SM-N950U using Tapatalk

No matter what vacation I’m going on there’s always someone in my life that poo poos on it. Usually people who haven’t been there themselves and know nothing about. Don’t let haters ruin your excitement. Haters gotta hate. Debbie downers have to bring people down. 

djyellowsub

Sandy beaches, crystal blue water, rum punches, time with your family,  a ship that is a floating resort...what's not to like?  You will have a blast while your friends are sitting at work wishing they could be in the Bahamas!

7 hours ago, Tntt said: Ok.... I just need a little encouragement from the fellow cruisers.... my family and I are going on the symphony of the seas Bahamas cruise in may. We have been so excited and have been in great  anticipation.  After having a conversation with a friend that cruises often they said to me that we are wasting our money going on a cruise to the Bahamas and that Bahamas is only 50 miles from Florida and it is not worth the 12 hour drive to get to the port and cruise to a place that only takes a hr to get to by plane. Honestly I felt a little discouraged and they made me feel sorta stupid and a little embarrassed that I've been so excited  because I never thought of how close the Bahamas was. We are definitely still going but it kinda hurt my feelings that someone would say we are basically throwing our money away.... just curious does anyone else think Bahamas cruises are a waste of money?

Your friend cruises often and thus is jaded. There is plenty to see and do in the Bahamas for a first time cruiser. Our first cruise was to the Bahamas and while most cruisers consider it to be "pedestrian" it was exotic enough for us (and our drive was around 23 hours 😀 ).

Bookish Angel

Go with a positive, curious attitude and you will have a great time.  Read up on aspects of your destination that interest you - maybe Bahamian culture, native species, food, books, art, etc.  

Be friendly and open to others and you might make some new friends.  Consider joining the roll call for your cruise so that you can communicate with others on your sailing before you even get on the ship.

I have been to many places and I like the Bahamas.  Travel, relaxation, and experiencing and being open to new things are not at all stupid.

suesnake2002

I live on long island ny. We got alot of beaches. When i go on cruises i look foward to beach days. I like beaches!!

I would never not do something cause some one said they don't like it. 

 Doesnt sound like a  "friend" to me

We choose our cruises based on the following order of priorities:

     1. Ship

     2. Date

     3. Port of departure

     4. Ports of call

Don't worry about it.  Oasis-class ships are gorgeous and filled with more activities than you can fit into your itinerary.

puppycanducruise

Enjoy your cruise.

Ignore your  so called friend.

Don't pay attention to the nay sayets

Enjoy your cruise and ignore your friends! Maybe they're just jealous. 😉  

I've been on Harmony and the ship itself was amazing, so needless to say you will have the best time on Symphony alone. How many ports are you doing in the Bahamas? If Nassau is one of them, then yeah not the best port but it's more of what you make it. When we're in Nassau I make it a ship day and enjoy the ship while it's a little quieter. 

In my opinion, I would be excited. I think you'll have a wonderful time and best of all you're on vacation!! 

What an unkind thing for your "friend" to say!  

Have a wonderful time and enjoy every new experience!  The time will fly by so fast.  

blueridgemama

Many cruises go to Nassau so many frequent cruisers have been there so many times that they stay on the ship. If you have never been to Nassau just know that there are many things to do, beautiful beaches etc.  You could check out the Bahamas forum for some suggestions of things to do.  After the cold winter you have had you deserve a cruise on a big beautiful ship to some warm islands. Enjoy your cruise!

I have been to Nassau several times on cruises and still always look forward to returning. Enjoy the anticipation of your upcoming cruise and don't worry about the negativity if others.

Yes, the ship is the destination! Research your Bahamas port(s), and you will find plenty to do that you will enjoy. Frequent cruisers become jaded about any port they have been to frequently. We stay on the ship now in Nassau because we have been there many times. But on previous stops in Nassau, we have enjoyed a beautiful beach with waves, shopping, and tours of historic sites.

wayne_trisha

If you are doing a 3-4 day cruise to the Bahamas, decide if you want to get off the ship. We've done numerous weekenders to the Bahamas. This is on older ships. You are going on one of the newest cruise ships sailing the world. Decide if you want to get off or not (we don't anymore as there is little to interest us) and have a blast. 3-4 days is nowhere near enough time to explore an Oasis class ship. You will have a great cruise! Ignore your friend. I will say the carriage ride was great for us as we had a great driver telling us about island and its history. Our cruise mates , both older females, had a driver more interested in female bottoms. Sure made for interesting dinner conversation.

DragonOfTheSeas

There will be so many things to do on the ship you would not need to go into a port to have a good time.  We took a 12 nt transatlantic on the Harmony.  There were only 3 ports.  so, we had lots of time to do things on the ship.  Although we wanted to try the flo-rider we never made it.  there was just so much to do on the ship.  

Nassau is not my favorite port. But, we always get off the ship and walk through the straw market. [beside the port] . . . and sometimes we take a water taxi or land taxi to Paradise Island and walk around the public areas of the Atlantis resort. We are always awed by the yachts in the marina and the casino is worth checking out. 

Have a great cruise.  I bet you have a really good time. 🙂

We’ve sailed to Nassau 5 times and always had a great day there. The trick is to research, check out trip advisor and the Bahamas forum on CC. Ther3 are still new things we want to do. Don’t just get off the ship and walk around.

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Why Cruise Vacation is a Waste of Money?

Ocean cruises used to be considered the height of luxury travel – if your unsinkable ship does not hit an iceberg.  However, the reality is that cruise operators make tons of money unsuspecting customers who are essentially held captive for days on end in the middle of the ocean.  So, if you are considering going on a cruise to exotic islands, you will want to read this as cruise vacations are a waste of money.

Just the Facts

A recent study by the cruise industry association, Cruise Lines International, pointed out that on average cruise customers will spend close to $2,500 per voyage.  This includes an average fare of $1,635 and then the balance on onboard coasts to day trips on shore – that’s right you need to pay to get off the boat when it docks.  

Keep in mind, this doesn’t include the cost of getting to a cruise ship in the first place.  When you add this cost, you could be looking at close to $3,000 per person or more for your dream cruise holiday.

Then there is the boredom of being on a boat in the middle of the ocean for days on end.  Sure, cruise operators will organize activities onboard but these usually include drinking or gambling.   While this might be fun for some people, it’s an awful lot of money – especially when you consider that Roco Loco was able to travel to more than 107 countries with no money.

In addition, you need to factor in that things could go wrong while you are ‘enjoying’ your cruise.  For example, if you were injured on a Royal Caribbean Cruise , then you will need to spend even more money to cover medical and associated expenses.  

Still not convinced that cruises are a waste of money?  Well, it’s probably because your credit card bill hasn’t come yet.  As such, here are a few more things to enlighten you.

Excursion Costs

Sailing is fun, but going on a cruise is essentially like checking into a floating casino for days on end.  If you are lucky enough to win at the blackjack tables, then don’t worry as the cruise operator will get their money back via the exorbitant fees the change for day trips onshore.

If you are not careful these fees will be more than the original cost of your cruise . As such, you need to plan wisely when it comes to choosing what to do when you come to port as each of these trips can cost up to $500.  Over a seven-day cruise, this can easily add another $1,000 to the cost of your trip. As such, the choice is to be bored onboard or go bankrupt by going on day trips.

While most cruise packages include food and water, another way the cruise operators make their money is by offering drink packages.  These cover alcoholic and soft drinks and the costs can really add up if you are not careful.

Not only do you end up overpaying for ‘bottomless’ cups but you’ll end up spending more on tips.  While this is not to say that you shouldn’t tip your waitress or waiter, it does point out the risks of spending a lot upfront for a drink package and then overdoing it as there is really nothing else to do while onboard.

Even when you do get the drink package you need to be aware that to really make out, you will need to be drinking soda or alcoholic beverages almost endlessly – even in your sleep.  Unless you are a fish, then you are probably better off paying for your drinks as you go.  Not only will this make you more aware of the costs but it means you won’t end up overpaying over the course of the tour.  

By the way, if you don’t like drinking water all the time, then bring a box of tea bags in your luggage.  This can be used to flavor up the water without adding sugar.

Getting Online

Can you imagine a week without going online ?  If you are reading this article, then it is a safe bet you can’t.  Cruise operators know this and such they will charge upwards of $1 per minute to connect to the internet.  

You read that right, $1 per minute.  Even if you only went online for 15 minutes per day that would be an additional $105 per week.  Increase your online time to one hour per day, then expect to pay $420 just to stay connected with the outside world.

Are cruises worth the money?  Probably not and that is a shame as being out on the open ocean can be exciting. So, if you are dead set on going on a cruise, then check out the best possible deal you can get before finding yourself bored and broke in the middle of the ocean.

What a waste

With new standards and regulations demanding better wastewater management, cruises are required to process all wastewater on board. With this in mind, Royal Caribbean Group is retrofitting several of its vessels with next-generation advanced wastewater purification (AWP) systems. Abi Millar speaks to Nicholas Rose, associate vice-president of environmental stewardship at Royal Caribbean Group, and Johan Johansson Iseskär, principal engineer, maritime advisory at DNV, to find out the benefits of having an AWP system on board.

Wastewater management on cruise ships is not the most glamorous aspect of the industry. But it is inarguably one of the most important. With thousands of people on board, large cruise ships generate a huge amount of wastewater and have similar management needs as a small town. Dealing with this wastewater – be it sewage, food waste, or other types of effluent – is a core priority for cruise lines. Along with emissions, wastewater pollution is a topic they have come under flak for in the past. If not properly treated and disposed of, the wastewater can have a significant impact on the environment and public health.

Generally speaking, wastewater can be broken down into three categories: grey water (sinks, laundries and drains), black water (sewage) and bilge water (waste oils from engine equipment). Ships must also contend with bio-sludge derived from wet food waste.

According to the US Environmental Protection Agency, the average cruise ship carrying 3,000 passengers and crew generates 21,000 gallons of sewage every day, which adds up to more than one billion gallons a year for the industry as a whole.

Grey water – which, left untreated, has similar characteristics to sewage – is even more copious. The Ocean Conservancy estimates grey water generation at 30–85 gallons a day per person, which would equate to 90,000–255,000 gallons a day for the average vessel.

The case for AWP systems

Many shipowners, therefore, have invested in the latest purification systems – both installing these systems on new ships and retrofitting them on old ones. In part, this is about meeting the regulations, which have become notably more exacting in recent years. But it is also about preserving their reputation among an eco-conscious passenger base. Few travellers today would wish to be associated with overtly polluting practices.

“Today’s cruise ships are designed with the most advanced systems that most of the time treat water to levels greater than local municipalities,” says Nicholas Rose, associate vice-president of environmental stewardship at Royal Caribbean Group. “At Royal Caribbean Group, our aim is to have no untreated wastewater from our ships go overboard, which is why we aim to have all our ships equipped with wastewater treatment plants.”

As an example, Royal Caribbean recently signed a contract with Scanship to upgrade the advanced wastewater purification (AWP) systems on board Voyager of the Seas. It is also working with German supplier RWO to install new systems on Celebrity Silhouette and Celebrity Reflection. In both cases, the upgrades were designed to meet the specific needs of the Baltic Sea.

“In general, they work the same as the existing AWP systems, with the additional capability to remove nitrogen and phosphates,” says Rose. “These systems have two additional removal steps in the treatment process for nitrogen and phosphate reduction, the parameters which were defined as threatening to the Baltic Sea.”

According to Johan Johansson Iseskär, principal engineer, maritime advisory at DNV, shipowners are generally selecting technology that goes above and beyond the latest requirements.

“It is possible that society at large does not quite understand the great progress the cruise industry has made in ‘saving the oceans’,” he says. “This is a continuous effort as technology evolves further.”

The regulations cruise lines must follow

So, what does wastewater management actually entail in practical terms, and what kind of pressure has the industry been under to take control of the issue? To answer these questions, we can begin in the 1970s, when the International Maritime Organisation (IMO) first developed its anti-pollution regulations.

MARPOL 73/78 (so-called because of the years the ruling was developed and modified) was adopted in response to a spate of tanker accidents. It is intended to minimise ocean pollution, both deliberate and accidental, and covers everything from oil pollution to air emissions.

“It is possible that society at large does not quite understand the great progress the cruise industry has made in ‘saving the oceans’. This is a continuous effort as technology evolves further.”

Johan Johansson Iseskär

Annex IV, the regulation applicable to sewage, came into force in 2003. It stipulates that treated sewage can only be discharged more than three miles from shore, while untreated sewage can only be discharged more than 12 miles from shore. (According to the IMO, “it is generally considered that on the high seas, the oceans are capable of assimilating and dealing with raw sewage through natural bacterial action”.)

Although the idea of dumping any raw sewage may be unpalatable to some, the introduction of advanced sewage treatment technology means this practice is becoming rarer. Royal Caribbean for one says nothing goes overboard unless it is first run through a treatment plant. As early as 2004, its chairman made a commitment to install AWP systems on all its vessels.

“This was accomplished for the vessels at the time of the announcement, while AWPs have been incorporated into all new-build vessels since,” says Rose. “Even existing ships that have entered our fleet through acquisitions or new mergers have begun to meet the commitment. These tertiary systems treat sewage and grey water – including water from sinks, showers, and kitchen galleys – to standards twice as stringent as US federal standards.”

He adds that the MARPOL regulations aren’t the only ones cruise lines follow. From international requirements, they move on to regional regulations such as HELCOM (applicable to the Baltic Sea), then to national regulations such as the US’s Vessel General permit. (In the US, which has not ratified Annex IV, standards are set by several different federal agencies.)

“Finally we move to local regulations, which can be applicable to a state, county or province such as Alaska’s General Wastewater Permit regulation,” says Rose. “Royal Caribbean Group designs and builds all our systems to exceed international regulations, and as much as possible with all regulations including down to the port levels.”

Since 2016, ships have also needed to comply with an IMO resolution called MEPC.227(64), which entirely prohibits the discharge of sewage within designated special areas.

The only exception would be if the ship has a treatment plant that also removes nitrogen and phosphorus – chemical nutrients that, in vulnerable seas, feed a damaging cycle of eutrophication. That’s the reasoning behind Royal Caribbean’s efforts to install these next-generation systems. All ships that wish to sail in the Baltic Sea will need to do something similar unless they want to hold sewage on board until they return to shore.

How is wastewater treated?

In practice, wastewater treatment on cruise ships is quite an involved process. “Black water is always treated on board to reduce the water amount and the remainder is called biosludge, which can be discharged at port or further treated on board,” explains Iseskär. “Grey water and black water are treated in process plants on board the vessels with bioreactors to reduce organic matters, suspended solids, residual chlorine and fecal coliforms. Biosludge is further dewatered, dried and disinfected on board to reduce the volume and for further processing.”

When black water is being treated, it passes through a few stages. According to Royal Caribbean’s blog, aerobic bacteria are used to digest the sludge before the sewage enters a filtration system in which dense materials sink to the bottom. Following several rounds of reprocessing, the waste material is incinerated and the clean water is sterilised. It is held in a storage tank until it can be safely discharged. The extent to which a ship follows this process can make a real difference, environmentally speaking. Although older wastewater treatment systems – dating back to the 1980s in some cases – can legally be used, they are not as effective as the newer technologies. The EPA has found that black water treated with older systems often retains significant amounts of fecal bacteria and damaging nutrients.

In Friends of the Earth’s annual report card, cruise lines are graded on four environmental factors including sewage treatment. It says the difference between a good score and a bad score comes down to “whether a cruise line has installed the most advanced sewage and grey water treatment systems available instead of dumping minimally treated sewage directly into water”.

For many cruise lines, then, AWP systems are coming to seem like a worthwhile investment. These systems are typically installed with an eye to energy efficiency – after all, there wouldn’t be much use in extra purification measures if they simultaneously led to an increase in emissions.

Newer systems, such as those offered by Scanship, are also designed to treat all types of wastewaters, not just black water, making untreated grey water dumping a thing of the past. Meanwhile, biosludge treatment can bring some unexpected additional benefits.

“The disinfected biosludge, loaded back to shore, can bring back nutrients to the soil and at the same time act as a fossil carbon sink,” says Iseskär.

There may still be question marks hanging over some ships’ approach to sewage. However, with wastewater management practices under greater scrutiny than ever, there is no doubt that cruise lines have made progress.

“As part of our continuous improvement mantra we aim to advance all our systems capabilities, if possible,” says Rose.

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Press Releases

Royal caribbean group transforms waste management in the cruise industry, helping protect the oceans.

MIAMI – July 11, 2023 – Royal Caribbean Group (NYSE: RCL) is building on its industry-leading waste management practices by introducing the next generation of technology to make its way to the high seas. These tools, from waste-to-energy systems, food waste applications and an expanded network of green hubs, are a result of the cruise company’s relentless drive to deliver the best vacation experiences responsibly.

Debuting this year, on two of the cruise company’s newest ships, will be the cruise industry's first systems to turn solid waste directly into energy on board.

“I am proud of Royal Caribbean Group’s drive to SEA the Future and be better tomorrow than we are today,” said Jason Liberty, president and CEO, Royal Caribbean Group. “Pioneering the first waste-to-energy system on a cruise ship builds on our track record of waste management and furthers our commitment to remove waste from local landfills and deliver great vacation experiences responsibly.” Solid Waste to Energy at Sea The systems, Microwave-Assisted Pyrolysis (MAP) and Micro Auto Gasification (MAG), debuting respectively on Royal Caribbean International’s Icon of the Seas and Silversea Cruises' Silver Nova , will take waste on board and convert it into synthesis gas (syngas) that the ship can directly use as energy. Much like land-based waste-to-energy facilities, the result is repurposing waste in an efficient and sustainable way. An additional bioproduct of the system, biochar, can also be used as a soil nutrient.

Reducing Food Waste Royal Caribbean Group is also looking at waste management from start to finish, including its plans to reduce food waste across the fleet by 50% by 2025. To do so, the cruise company is implementing initiatives across its brands including:

• Developing a proprietary platform to monitor food supply and accurately estimate how much food should be produced, prepped and ordered on a given day.
• Using artificial intelligence (AI) to adjust food production in real time.
• Introducing a dedicated onboard food waste role to monitor and train crew members.
• Tracking guest demand for specific menu items and adjusting menu preparation and ordering accordingly.
• Partnering with World Wildlife Fund (WWF) to introduce a food waste awareness campaign in the crew dining areas fleetwide.

To date, Royal Caribbean Group has achieved a 24% reduction in food waste by focusing on the frontend of the food system, which prevents and addresses many of the main causes of food waste, including inventory management and over-preparing.

Expanding Green Hubs Since the company’s first environmental initiative, Save the Waves, aimed at ensuring no solid waste goes overboard, Royal Caribbean Group has worked diligently to increase accountability and strengthen responsible waste management practices. To do so, it developed Green Hub, a capacity-building program to identify waste vendors in strategic destinations that has helped divert 92% of its waste from landfills. Since its start in 2014, the program has grown to 33 ports worldwide.

Now joining the Green Hub program is the Galapagos Islands, where Silversea became the first operator to gain certification in environmental management by diverting all waste from landfill. Initiatives like this allow Royal Caribbean Group to continue to safeguard the delicate ecosystem of the Galapagos for future generations.

Championing the Environment With a sustainability journey that began over 30 years ago, Royal Caribbean Group has remained steadfast in its commitment to innovate and advance the solutions necessary for a better future. Building on a robust portfolio of technologies that improve energy efficiency, water treatment and waste management, incorporating waste-to-energy systems is an extension of the company's commitment to reach beyond the expected and SEA the Future to sustain the planet, energize the communities in which it operates and accelerate innovation.

To learn more about how Royal Caribbean Group connects people to the world's most beautiful destinations while respecting and protecting ocean communities and ecosystems, visit www.royalcaribbeangroup.com/SEAtheFuture .

Media Contact:

[email protected]

About Royal Caribbean Group

Royal Caribbean Group (NYSE: RCL) is one of the leading cruise companies in the world with a global fleet of 64 ships traveling to approximately 1,000 destinations around the world. Royal Caribbean Group is the owner and operator of three award winning cruise brands: Royal Caribbean International, Celebrity Cruises, and Silversea Cruises and it is also a 50% owner of a joint venture that operates TUI Cruises and Hapag-Lloyd Cruises. Together, the brands have an additional 10 ships on order as of March, 31, 2023. Learn more at www.royalcaribbeangroup.com or www.rclinvestor.com.

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‘Jungle Cruise’ Is a Waste of Time, Money, Paul Giamatti and Scenes From Better Movies

Here's how to drag a 20-minute theme-park ride into nearly two hours of cinematic tedium..

Loosely based on a Disneyland amusement-park ride, which in turn is based on a dozen other Disney rides, Jungle Cruise is a numbingly overproduced family film unlikely to appeal to any family member over eight years old. The ride itself has been entertaining people for decades. As your boat tugs through the Brazilian jungle, alligators snap, monkeys scream and alleged thrills await behind every turn. Kids of all ages love it, and grownups find it amusing, too. It is doubtful that the noisy, predictable and woefully uninspired movie version will produce the same reactions. A torturous waste of time and money, its mechanical contrivances are many and its entertainment values are few.

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The plot, which grows more convoluted and pointless by the minute, begins in 1916 London at the start of World War I, when an adventuress named Lily Houghton (Emily Blunt) embarks on a dangerous expedition to the Amazon jungle to find a magic tree with amazing healing powers called Tears of the Moon. Apparently the petals of its legendary flowers are rumored to cure everything from shingles to syphilis, so Lily and her brother MacGregor (Jack Whitehall) set out to pick some and take them home to the civilized world. Reluctantly engaged to guide them is Frank Wolff (Dwayne Johnson), a big, beefy buffoon of a sea captain with a tramp steamer.

They hate each other at first sight. Lily calls Frank “Skippy” to annoy him. Frank annoys Lily and everyone else with gags like “We’re heading into headhunter territory, which is a terrible place to be-headed.” (These are the jokes, folks.) Still they chug ahead, through typhoons, rapids, explosions and countless distractions designed to make you forget that there is no plot and the movie is going nowhere. The director, Jaume Collet-Serra, seems to be making it up as he goes along.

The villains are a 400-year-old zombie conquistador with snakes crawling out of every orifice, an evil German imitator of the Kaiser (Jesse Plemons) who rules the Amazon from a submarine and a nasty thug with a talking cockatoo (a wasted Paul Giamatti). Add an army of bees and cannibals, and you get the idea of how to drag a 20-minute theme-park ride into nearly two hours of cinematic tedium. Lily wants to use the Tears of the Moon and its medicinal powers to change the world. The German wants the flowers to help Germany rule the world. Everything is played for laughs, including a ferocious computer-generated tiger named Proxima that turns out to be timid as a gingham cat, and even the cannibals, who confess they are really dress extras who hate their makeup and complain about their costumes. Instead of thrills, the whole thing is played for laughs. Unfortunately, no one in the cast displays any true sense of comedy timing — especially the ruefully miscast Dwayne Johnson, who is about as funny as a knee replacement.

Every scene in Jungle Cruise is derived from other, more original films. You’ll spot familiar steals from Raiders of the Lost Ark to Pirates of the Caribbean and The African Queen, but it took three writers to come up with the dismal jokes from old Vegas nightclub acts . To its credit, Jungle Cruise has some admittedly watchable performances, mainly by Emily Blunt as a female Indiana Jones in a pith helmet and safari jacket, and by Jack Whitehall as a rare gay character in a Walt Disney film. If you don’t fall asleep, there’s plenty to look at, including action scenes crammed with special effects, as well as lush rainforests played by Hawaii, Australia, and — wait for it — Atlanta, Georgia.

Observer Reviews are regular assessments of new and noteworthy cinema.

• SEE ALSO : ‘Under the Bridge’ Review: A Miniseries That Interrogates the True Crime Genre

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May 1, 2024

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Rough seas or smooth sailing? The cruise industry is booming despite environmental concerns

by Frédéric Dimanche and Kelley A. McClinchey, The Conversation

Cruise ship season is officially underway in British Columbia. The season kicked off with the arrival of Norwegian Bliss on April 3—the first of 318 ships that are scheduled to dock in Victoria this year. Victoria saw a record 970,000 passengers arrive in 2023, with more expected in 2024.

The cruise industry was badly hit by the suspension of cruise operations due to the COVID-19 pandemic in 2020. Fueled by heavy consumer demand and industry innovation, cruising has made a comeback. It is now one of the fastest-growing sectors, rebounding even faster than international tourism.

While many predicted a difficult recovery , a recent industry report shows a remarkable post-pandemic rebound . Two million more people went on cruises in 2023 versus 2019, with demand predicted to top 35 million in 2024.

But environmental issues plague the sector's revival. Are they an indication of rough seas ahead? Or will a responsive industry mean smooth sailing?

Cruising has long been criticized for being Janus-faced : on the surface, cruises are convenient, exciting holidays with reputed economic benefits. But lurking underneath are its negative environmental and social impacts .

Unprecedented growth

Newly constructed mega-ships are part of the industry's unprecedented growth. Royal Caribbean's Icon of the Seas is the largest cruise ship in the world , with 18 decks, 5,600 passengers and 2,350 crew.

MSC World Europa with 6,700 passengers and 2,100 crew, P&O Arvia with 5,200 passengers and 1,800 crew, and Costa Smeralda with 6,600 passengers and 1,500 crew also claim mega-ship status.

Those sailing to and from Alaska via Victoria will be some of the estimated 700,000 passengers departing Seattle on massive ships three sport fields in length.

Baby boomers represent less than 25 percent of cruise clientele. Gen X, Millennials and Gen Z have more interest than ever in cruising, with these younger markets being targeted as the future of cruise passengers.

The Cruise Lines International Association asserts that 82 percent of those who have cruised will cruise again . To entice first-timers and meet the needs of repeat cruisers, companies are offering new itineraries and onboard activities, from simulated skydiving and bumper cars to pickleball and lawn bowling.

Solo cruise travel is also on the rise, and multi-generational family cruise travel is flourishing, explaining the extensive variety of cabin classes, activities and restaurants available on newly constructed and retrofitted ships.

However, only a few cruise ports are large enough to dock mega ships. Cruise lines are responding by offering off-beat experiences and catering more to the distinct desires of travelers.

In doing so, there is a move towards smaller vessels and luxury liners , river cruises and expedition cruising . Leveraging lesser-known ports that can only be accessed via compact luxury ships offers more mission-driven, catered experiences for the eco-minded traveler.

Cruising and environmental costs

Cruise ship visitors are known to negatively impact Marine World Heritage sites. While most sites regulate ballast water and wastewater discharge, there are concerns about ship air emissions and wildlife interactions .

Cruise ship journeys along Canada's west coast, for example, are leaving behind a trail of toxic waste . A study by environmental organization Friends of the Earth concluded that a cruise tourist generates eight times more carbon emissions per day than a land tourist in Seattle.

Also, a rise in expedition cruising means more negative impacts (long-haul flights to farther ports, less destination management in fragile ecosystems, last chance tourism ) and a rise in carbon dioxide emissions.

Toxic air pollutants from cruise ships around ports are higher than pre-pandemic levels, leaving Europe's port cities "choking on air pollution ." Last year, Europe's 218 cruise ships emitted as much sulfur oxides as one billion cars—a high number, considering the introduction of the International Maritime Organization's sulfur cap in 2020 .

Rough seas ahead or smooth sailing?

Royal Caribbean said its Icon of the Seas is designed to operate 24 percent more efficiently than the international standard for new ships. International Maritime Organization regulations must be 30 percent more energy-efficient than those built in 2014.

But despite the industry using liquefied natural gas instead of heavy fuel oil and electric shore power to turn off diesel engines when docking, industry critics still claim the cruise sector is greenwashing . As a result, some cities like Amsterdam, Barcelona and Venice are limiting or banning cruise ships .

Environmental critiques remain strong, especially for polar expeditions . The industry must respond and increase sustainability efforts , but their measures remain reactive (i.e., merely meeting international regulations) rather than proactive. In addition, by sailing their ships under flags of convenience , cruise companies evade taxes and demonstrate an unwillingness to abide by a nation's environmental, health and labor regulations.

In any case, environmental concerns are escalating along with the industry. Travel agents and industry figures are aware of these impacts and should help promote cruise lines that demonstrate a commitment to sustainable practices.

Local residents need to expect more from port authorities and local governments in order to cope with cruise tourism . Cruise consumers should recognize the environmental costs of cruising, and demand accountability and transparency from cruise lines.

Provided by The Conversation

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You can pack light for this high-seas adventure.

An 11-day nude cruise is scheduled to set sail from Miami to the Caribbean next February — and you won’t even need an overstuffed suitcase.

Bare Necessities is partnering with Norwegian Cruise Line for the flesh-flashing event, which will see clothing-averse customers travel on board the Norwegian Pearl.

The 968-foot vessel, which can accommodate up to 2,300 passengers, has been renamed “The Big Nude Boat” for the journey.

“As always, it’s our pleasure to provide you with the luxury of deciding what NOT to wear,” a message on the Bare Necessities site reads.

The cruise will make stops in the Bahamas, Puerto Rico and St. Maarten, but customers will have to cover up if they disembark the ship to do any sightseeing.

Passengers are also subject to strict rules on board — most notably, they will be required to wear clothing while inside the vessel’s indoor dining rooms.

However, there will be a “large buffet area for nude outdoor dining.”

In order to maintain hygiene, nudists will also need to put a towel down before sitting “in the stateroom, pool deck and buffet area” if they’re baring their bottoms.

Bare Necessities also makes clear that “fondling or inappropriate touching is prohibited.”

Prices for the nude cruise start at around $2,000, but cashed-up nudists can fork out upwards of $33,000 for a deluxe three-bedroom villa.

Bare Necessities has already chartered more than 75 nude cruises in the past, with one prior passenger speaking out about the experience in a recent Reddit post.

“Cruises seem to be for people who like to eat and lie around, so there were a lot of large people,” the 67-year-old man admitted.

“Also, most people don’t seem to be comfortable being nude in public until later in life so the crowd was older. I’d say 20% attractive, 20% average, 60% unattractive,” he added.

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Crew member missing at sea during round-the-world cruise

The ship - which can carry 1,400 guests at a time - turned back to join the search for the missing crew member. It had been due to return back to the UK on Sunday morning.

By Rachel McGrath, news reporter

Friday 3 May 2024 22:07, UK

A crew member on a 120-day voyage around the world is missing at sea.

Ambassador Cruise Line's Ambience ship was making its final journey from Lisbon, Portugal back to the UK when the crew member was reported missing.

In a statement to Sky News, the British cruise line said Ambience had initially turned back to "retrace her route to the ship's position when the crew member was last seen".

However, it has since been "released by coastguard authorities from the search" and is "continuing on her original course back to the UK".

According to the statement, the crew member, who was from India, was reported missing "shortly after breakfast" this morning while the ship was off Cape Finisterre, on the west coast of Spain .

It said thorough ship-wide searches were conducted for the person, who has not been named, and the local coastguard was informed.

Ambience had departed from Tilbury, Essex on 6 January and is due to return to the port on Sunday.

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Ambassador has confirmed its arrival time, initially planned for 9am, will be delayed until the evening.

All events to mark its return have also been cancelled.

"Our immediate priority is to provide full support to all crew members closely affected by this incident," Ambassador said.

"Guests onboard have been kept informed throughout the day and have been advised of recent developments.

"Ambassador remains committed to the safety and wellbeing of all our crew and guests. We are deeply saddened by this incident and our thoughts and prayers are with the friends and family of our colleague at this difficult time."

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British cruise line Ambassador has its headquarters in Purfleet, Essex, and its home port is the nearby Tilbury.

The 800ft-long Ambience is its flagship boat and can carry 1,400 guests in its 789 cabins.

Stops on its 120-day Grand Round The World Cruise voyage have included New Zealand, Singapore, South Africa and Brazil.

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A cruise to nowhere: Royal Caribbean sailing canceled after guests boarded

A Royal Caribbean International Alaska voyage became a cruise to nowhere over the weekend, with the line canceling the sailing after guests had already boarded.

The cruise line’s Radiance of the Seas ship experienced propulsion issues, forcing it to shorten and eventually scrap the weeklong itinerary, according to notices shared with guests. The sailing was originally set to depart from Vancouver on Friday.

Charlene Chong, who was on board with her husband, their 3-year and 11-month-old children, and her parents, said passengers were notified Saturday afternoon that the cruise was canceled. The 34-year-old teacher and her husband previously took a cruise for their honeymoon, but this marked their first trip with Royal Caribbean.

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“My parents had wanted to go to Alaska for a really long time,” said Chong, who lives in Vancouver.

The cruise line warned guests several days before boarding that the ship had a “technical issue with its propulsion system,” according to an email sent to passengers that Chong shared with USA TODAY. The line later pushed the departure back by two days to allow more time for repairs.

Royal Caribbean said boarding would proceed as planned but that the terminal would close Friday evening due to U.S. Customs and Border Protection rules. Passengers would not be able to leave until the ship arrived at Icy Strait Point.

“We were going stir crazy a little bit,” said Chong.

Royal Caribbean gave guests onboard credit worth two days of their fare, a future cruise credit of the same amount, complimentary drinks and other compensation, another email said.

According to Chong, the ship sailed toward a nearby cargo port, but the captain announced Saturday afternoon that the sailing could not proceed and that guests would need to disembark by Sunday at 4 p.m. Chong said she and her family were “lucky” they were local, but she saw other guests scrambling to change their flights and find accommodations.

Your cruise was canceled: Now what?

“We understand the disappointment due to this unfortunate turn of events,” the cruise line said in a letter shared with guests. “We truly extend our sincerest apologies for the continued unforeseen disruptions to your vacation.”

Royal Caribbean gave them their money back as onboard credit with any remaining amount refunded, increased their future cruise credit to 100% of their fare and kept its open-bar policy for the remaining time on board. The line also offered to reimburse trip change fees up to $250 for guests traveling domestically and $400 for international travel and additional reimbursements for hotel and transportation costs, among other compensation.

“Due to a technical issue, we have made the difficult decision to cancel the April 26 sailing," a Royal Caribbean spokesperson said in an emailed statement. "Guests will receive a full refund and 100% future cruise credit, and have been notified directly.” The spokesperson did not comment on the specifics of Chong's experience.

The ship will resume service for its May 3 sailing.

After they got home, Chong and her family booked a trip to Mexico instead – though her parents decided not to join as they were “a bit exhausted by the whole ordeal.” For now, she’s not inclined to use the future cruise credit. “I would like to go to Alaska,” she said. “I'm not sure if I want to go with them.”

Nathan Diller is a consumer travel reporter for USA TODAY based in Nashville, Tennessee. You can reach him at [email protected].

This article originally appeared on USA TODAY: A cruise to nowhere: Royal Caribbean sailing canceled after guests boarded