carnival cruise engine room

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Cruise Ship Engine Power, Propulsion, Fuel

These are some of the most interesting cruise ship technology-related data and facts - engines , power , marine propulsion systems , fuel consumption of cruise ships , and something about pollution (in-article navigation links).

In 2020, IMO (International Maritime Organization) implements its global 0,5% sulfur cap on marine fuels. If not using scrubbers (pollution control devices), owners of older vessels must use as ship fuels either MGO (marine gas oil), ECA Category Fuels (low sulfur MGO), new modified fuels and blends, LNG (liquefied natural gas) or electric/battery power . Each fuel option is based on vessel type and age, routes/itineraries and powerplant. Most newbuild passenger ships are LNG-powered . World's largest seaports plus numerous smaller ports already have installed shoreside power capabilities providing shore-to-ship power supply to berthed vessels. In many ports, shorepower is in addition to LNG bunkering capabilities.

Cruise Ship Engine

Without a source of power, these huge cruise vessels would be nothing more than drifting aimlessly hotels. A large number of older ships use diesel reciprocating engines for generating power for propulsion. Cruise ship engine power is supplied through the transmission to the propeller shafts. These transmissions determine the revolutions of propellers. Modern ships use either diesel-electric engines or gas turbines as a source of power for propulsion, and for ship's systems. Some of the larger ships depend on two power sources - one for electrical power and one for propulsion.

Gas turbine engines (being aero-derivative) generate heat which is transformed from mechanical energy into electricity. To achieve this, compressed air is fired in a combustion chamber. Hot exhaust is made over a turbine that spins to drive mechanically a shaft. The power can be used to spin the generators. The same way works diesel-electric engines, yet they use a direct drive system, not a turbine. The output shafts, to produce electrical power, are connected to generators.

Both engine types need a lot of fuel. Cunard QE2 , for example, consumes daily 380 tons of fuel when traveling at 29 knots speed and carries fuel enough to sail for 12 days. Usually, ships fill up at various seaports and use fueling barges as floating gas stations. Vessels use lower-grade diesel which tends not to burn as purely as diesel-powered road-going vehicles.

All ships rely on propellers/screws to be pushed through the water, providing forward and reverse motion. Airplanes, for example, require tremendous propeller speeds to provide the forward motion, but ship propellers don't need to turn so fast and rely on torque power. Therefore, ships travel slowly and rarely top 30 knots (for more info follow our speed-link above).

Cruise ship engine room

The basic detail about the cruise ship engine room is its location. For stability, the ship's heaviest weights are at its lowest possible deck, and usually, engines are mounted above the keel. Ship's lowest decks are almost entirely full of machinery. An area creating enough power for driving such an enormous vessel through water needs to be really big - very often engine rooms occupy at least three decks. Rather than long halls stretching the length of hulls, machinery is almost always divided into smaller compartments - one for the main engines, another for the heating/air-conditioning system. This compartmentalization is for safety reasons. If a penetration to the hull or fire happens, multiple compartments help contain the damage. The next photo shows the engine room of RCI's Oasis-Class vessels.

Rarely, engines are not placed at the ship's bottom. RMS Queen Mary 2's four main diesel engines are above the keel, with two smaller gas turbines on top-deck (aft of the funnel). It was not unusual for older liners to have 2 engine rooms. Gradually, technology allowed the consolidation of these spaces. However, current maritime legislation requires vessels to have equipment duplication and 2 engine rooms.

In May 2015, Wartsila Corporation and Carnival Corporation partnered to optimize cruise ship engine room operations of all 101 ships across the corporation's 9 brands. The deal was signed by Micky Arison (Carnival's Chairman) and Bjorn Rosengren (Wartsila's President and CEO). The plan included installing Wartsila's latest marine solutions, first tested on several Carnival Cruise Line vessels in pilot projects. The new systems and technologies included engine control and monitoring systems, safety and fuel efficiency equipment.

Wartsila's "Asset Performance Optimization Solution" package allows obtaining optimal performance from Wartsila marine diesel engines, recommends how to deal with potential issues, maximizes ship performance, ensures full-capacity systems operations, increases the predictability of fuel management and maintenance needs. Wartsila's fuel engine package was specifically designed to reduce fuel consumption.

Wartsila Marine technologies aim to optimize ship performance, but also allow to locate deviations from normal parameters of equipment and engines. This allows emerging problems and engine fault sources to be fixed before they occur.

Conventional diesel cruise ship engine

Today's direct-drive diesels feature one main advantage - the option to use a shaft generator, which is a device using the circular motion of the propeller shaft in order to generate the electricity needed for hotel services, like cooking and lighting.

Shaft generators can be used only while the ship is moving with a fairly constant cruising speed. This is what the NCL Epic cruise ship engine looks like:

Diesel-electric cruise ship engine

Almost all new ships feature a diesel-electric propulsion form. On these ships, main engines are not connected to propeller shafts, and instead of it they are directly connected to big generators in order to produce electricity, which is sent in turn to electric motors, that then power and help turn the propellers. The main advantage of the diesel-electric cruise ship engine systems is efficiency as they allow main engines to operate near the most efficient speed, no matter if the ship is moving at 5 or 25 knots.

Losing electrical power is devastating to ships. Main engines and generators require electricity and it's needed to keep them going. Pumps that are driven electrically take in cold ocean water to cool the engines and electrical pumps get fuel from fuel tanks and supply it to the engine. Electrical power is vital for many operational functions - without it, ships come to a halt.

Large equipment (propulsion motor, bow thrusters) requires electricity of high voltage. As for smaller machinery (cabin lights, galley equipment), the electricity goes through the transformer and is thus stepped down into lower voltage. Large cables snake through all the ships to distribute electrical power. They carry power from generators to switchboards, through passageways, public rooms, crew and passenger cabins. Cabling can be a weak point in the distribution system. If the electrical cables aren't truly redundant, even ships that feature two engine rooms suffer power failure.

While ships are docked, generators and main engines produce more power than needed. They are turned off in port, and smaller generators supply "hotel" loads (lights, air-conditioning, galley, etc.). Moving through water takes up the vast majority of the ship's power needs - about 85% of all the diesel-electric powerplant production is consumed by the propulsion system. The above photo is of the Vista-class Carnival cruise ship engine room. The engine type is "MAN 2 times; 14V48/60CR" (common-rail diesel injection system):

Cruise ship Emergency Generators

All ships are supplied with emergency generators to maintain vital electrical power. Backup generators are located higher up and also outside engine room spaces to isolate them from damage or fire.

Big ships require much power, so they might have more than one emergency generator. Despite that, they don't have the capacity of main generators and engines, don't produce electricity enough to move the ship, and can't supply all the power needed in ports, because of constraints in space.

Emergency generators are instead used only for essential navigation systems - crucial communication equipment, critical pumps in the engine room, emergency lighting. Should they also fail, vessels are required to have a battery backup. 24 hours of power are at least provided by battery rooms to the smaller emergency equipment list.

Probably you've heard about Carnival cruise ship accidents related to power failures in 2013. At our Carnival Fun Ship 2.0 upgrades link you can learn how CCL battled with this "unmaintained ships" image and implemented revolutionary new technology initiatives fleetwide - including an additional emergency backup generator on each of their vessels.

Cruise Ship Propulsion

The new cruise ship propulsion systems ABB Azipods XO (below photo) are more fuel-efficient than traditional systems, also providing better maneuverability, maximizing speed, reducing bad emissions, which as a whole optimizes ship's performance and enhances passenger safety.

ABB Azipod propulsion systems have a major impact on the vessel's operating efficiency - reducing energy consumption and bad emissions by up to 20%.

In 2019, ABB signed a deal with Oldendorff Carriers (1921-founded, Germany's largest bulk shipping company with a fleet of ~700 ships) for the supply and installation of Azipod propulsion systems on two newbuild carriers. Both self-unloading dry bulk vessels were China-built (by Chengxi Shipyard Co Ltd / subsidiary of CSSC) and scheduled for deliveries in 2021. Each vessel was fitted with two Azipods (power output 1,9 MW per unit) plus various related electric and digital solutions (powerplant, diesel-electric generators, bow thruster motors, transformers, switchboards, power management system, ABB Ability global ABB real-time monitoring).

Azipod cruise ship propulsion system

Azipod cruise ship propulsion system is situated outside the hull in the aft of the ship. Azipod turns in all directions (360 degrees) by a rudder, providing thrust in any directions, not possible for conventional systems.

See at the first photo at right RMS Queen Mary 2 's propulsion system scheme.

QM2's Azipod is actually an electric propulsion system consisting of the following main components:

• Propulsion motor - used to produce or drive thrust. The propeller's rotating is powered by an electric motor.
• Supply transformer - power produced by generators is 6600 KV, which is stepped down to the necessary voltage by supply transformer and is provided to the motor in the pod.
• Frequency controller - used to change the frequency of supplied power so that the rotating motor speed can be controlled.

Azipod marine ship propulsion is a combination of both steering and propulsion systems. Conventional marine propulsion systems use a two-stroke engine connected to a shaft, that passes through a stern tube and shaft tunnel to connect to the propeller outside the hull in the ship's aft/stern. This system's steering is done by a rudder (in the propeller's aft).

The above photo shows Oasis-class ship propulsion Azipods (2 units) before being mounted onto the hull. The next photo shows the Azipods (both units) mounted on the hull.

The 3rd Oasis-class ship - Harmony of the Seas, is currently the most technologically advanced and energy-efficient cruise vessel ever built. It is equipped with a new-generation exhaust gas cleaning system (multi-stream scrubbers) and also features a hull lubrication system allowing the ship to float on air bubbles (created around the hull) thus reducing drag and increasing fuel efficiency.

However, the steering and propulsion systems in Azipod arrangement, are combined into one part and the system consists of a propeller (driven by an electrical motor) turned by a rudder connected to the azipod system. The motor is inside the sealed pod and connected to the propeller.

The following YouTube video is about ABB Azipods installed on the new Genting Hong Kong vessels (Star Cruises' new ships and on Crystal Cruises' polar-class boats).

These ships incorporate a complete ABB propulsion - Azipods, electric power plant, computer automation, and software. Crystal cruise ships are powered by two "Azipod D" units allowing navigation in polar destinations. Each of the Star Cruises "Global-Class" vessels have three "Azipod XO" thrusters. All ships have installed ABB's "Intelligent Maneuvering Interface" and the "OCTOPUS" software optimizing fuel consumption and energy management. All these ships were constructed by the German shipbuilder MV Werften. Currently, almost 2/3 of all large-sized cruise vessels, icebreaking ships, and high ice-class cargo ships are with Azipod propulsion.

Advantages of Azipod propulsion marine systems

• A lot of space is saved by the Azipod cruise ship propulsion system in the engine room - there is no propeller, engine, shafting or other arrangements. This saved space can be used for storing cargo.
• Great maneuverability - the propeller can turn in all directions and enables crash maneuvering stop distance that is better than the conventional systems.
• Azipod cruise ship propulsion system can be placed below the ship's height and provide more efficiency than conventional systems.
• In case the ships have large breadth, two (or more) azipod systems, independent from one another, can be used to provide subtle maneuvering.
• Side thruster's use is eliminated as pods can be used to provide side thrust.
• Low lube oil and fuel consumption.
• Lower vibrations and noise than conventional systems.
• Because emissions are low, it's environment-friendly.

Disadvantages of the Azipod marine propulsion

• It requires great initial cost.
• Many diesel generators are needed for producing power.
• The power produced by the motor is limited - the maximum available power now is 21 MW.
• Azipod cruise ship propulsion systems can't be installed in heavy cargo ships that need large motors and a lot of power.

Royal Caribbean Quantum-class cruise ships propulsion

In April 2012 ABB made a USD 60-million contract to provide the Azipod propulsion systems for the new Royal Caribbean ships of the Quantum-class (Quantum, Anthem, Ovation) and Quantum Plus-class (Pulse, Passion). The former name of this vessel design was "Project Sunshine". Builder is Meyer Werft (Papenburg, Germany).

ABB also supplies the power generation, distribution systems, bow thrusters, and of course, the 2 x 20,500 kW propulsion Azipod XO units (at the photo at right), transformers and drives.

NCL Epic ship pod-propulsion

When entering service in 2004, the Cunard's QM2 was the biggest in the world at 150,000 GR tonnes. Her designer Stephen Payne showed the advantages of pod-propulsion giving vessels increased maneuverability. The propellers (screws) of the QM2 ship are mounted on the pods which rotate 360 degrees and provide advanced maneuverability. He made the choice to put pods - though relatively new and yet untested for big ships. Royal Caribbean vessels of Oasis, Freedom, and Voyager classes have pod-propulsion as many other big ships, which is opposed to the fixed traditional screws which push in one direction only.

An interesting fact about cruise ship propulsion is that Norwegian Epic doesn't have pods, though slightly bigger than Queen Mary 2 (at 153,000 GR tonnes), because of NCL concerns about the new technology. Some of the lines (including Celebrity and Cunard) have suffered vessel breakdowns due to pod-bearing failures. Lots of voyages had to be canceled, extensive dry-docking periods were required for pod bearings to be replaced, and NCL didn't want to take the risk.

Currently, NCL Norwegian Epic has two rudders with conventional non-Azipod screws. But how does she manage to maneuver if they can push in one direction only? One option is to make them bigger and more effective when maneuvering, another is to add additional mini-pods or install full-sized pods. Only time will tell if any of these will actually ever happen.

Rolls-Royce cruise ship propulsion system "Promas Lite"

In November 2013, the manufacturing giant Rolls-Royce upgraded Hurtigruten's ship MS Richard With its new "Promas Lite" propulsion system (integrated propeller-rudder system). This is an older ship, and Promas Lite was the perfect choice as it is a combined "propeller-rudder" system increasing the efficiency of older passenger vessels with lesser tonnage. The upgrade significantly reduced Hurtigruten's operating costs on this vessel. The improved propeller efficiency was estimated to be between 11-14% at a cruising speed of 15 knots (17 mph / 28kph).

Promas propulsion integrates propeller, hubcap, rudder bulb and the rudder into a single unit which can increase propulsion's efficiency by 3-8% (1-screw vessels) and by 2-6% (2-screw vessels). It also improves maneuverability, reduces fuel consumption and bad emissions. The new modular technology allows efficient and cost-effective custom-made systems to be built up from various existing and standard parts - mooring winches, anchor cable lifters, warping heads.

Hurtigruten was compensated with ~80% of its total investment in Promas Lite marine propulsion upgrades as the Norwegian Government has this NOx fund encouraging shipowners and operators to upgrade their vessels and invest in new marine technologies that reduce NOx emissions. The Promas Lite propulsion future clients, besides passenger ships, are marine vessels like fishing and freighter ships.

After Norwegian Spirit (the first ship in NCL fleet with installed Promas Lite in 2011), in May 2014 the Star Cruises ship SuperStar Virgo became Southeast Asia's first passenger liner with RR's Promas Lite propulsion. Fincantieri used Promas Lite propulsion for all Viking Ocean liners.

Cruise Ship Power

The cruise ship engine power is responsible for driving propellers, and the other possibility is producing electricity that is used subsequently to drive propellers. The engine's effectiveness depends not only on the design but also the ship's shape, weight, and size. Power is measured in horsepower traditionally - one horsepower equals 746 watts. The next photo shows the world's largest passenger ships' engine that powers each of the Royal Caribbean Oasis-class vessels.

Marine steam engines

The cruise industry began in 1844, when ships were propelled by steam engines, performing the driving of propellers by using steam as working fluid. The largest passenger steamship (before hitting an iceberg on April 14, 1912) was the Titanic, powered by both reciprocating engines and turbines, able to generate 50,000 horsepower (37 megawatts).

Marine diesel engines

Usually, ships are powered by four or five generator sets (medium-speed, 500 revolutions per minute), fueled by diesel and creating 8-10 MW energy each. The power density of marine diesel medium-speed engine is 80 kilowatts per cubic meter. Ships that use diesel engines are required to carry exhaust-treatment systems and catalytic-reduction equipment to reduce the environmental impact.

Marine nuclear power engines

The building of the US first and only merchant nuclear-powered ship was commissioned in the 1950s by President Eisenhower. Of total cost $46.9 million, on the fuel core and nuclear reactor was spent more than $28 million. The ship operated only for five years (1965-1970) but due to the high running costs, its service was terminated.

Marine gas turbines

The first company that fitted cruise vessels with gas turbines, was Royal Caribbean. Gas turbines are greener than diesel engines and allow ships to sail with reduced inventory and smaller maintenance crew. Gas turbines drive generators which in turn provide electricity to propeller motors. They recover heat from gas turbines' exhaust, which then is used to produce the electricity needed for onboard services (air conditioning, water heating).

Rolls Royce is the manufacturer of the world's largest GAS marine turbine "Rolls-Royce MT30". The turbine will provide the immense 109 MW of power for the 2 propellers, all the weaponry, radars, command sys, etc. of the new generation UK aircraft carriers of the Queen Elizabeth class. To this class belong HMS Queen Elizabeth (2017-commissioned) and HMS Prince of Wales (2019-commissioned), each of them with a total power consumption of 80 MW.

Gas-turbine cruise ship power system

The first large vessel to use a new gas-turbine cruise ship propulsion system was Celebrity Millennium . This system will be more frequently used in new cruise ship buildings . It's innovative and, besides new activities available, the economy of scale, marketing, represents an important element of ship design. System's advantages include:

• lower vibrations and noise level, better comfort, lower probability of failure;
• lower exploitation costs because of the easier maintenance;
• nocive emissions reduction, which is partially owed to gas oil instead of fuel (-90% oxide of sulfur, -80% oxide of azote).
• considerable gain of weight and volume, especially when with Azipod marine propulsion system (900 tons, 70 cabins added).

Gas turbines at this time are only interesting in the building of high-speed ships (warships, and especially aircraft carriers, or fast passenger vessels - Millennium max speed is 25kn), because of the better diesel output in lower speeds and higher price of gasoil instead of fuel for diesel engines.

Gas turbine cruise ship propulsion systems are able to avoid pre-heating systems needed for fuel in classic installations (risk of fire!), as they use gasoil, Celebrity's Millenium-class and RCI's Radiance-class use such turbine powerplants. The next photo shows Celebrity's Solstice-class ship propulsion (the 4 aft azipods, and the underwater hull shape).

LNG-powered cruise ships

In June 2015, Carnival Corporation announced the company's contract with Fincantieri to build four LNG-powered vessels with the industry's largest passenger capacity. This was part of the order with Meyer Werft and Fincantieri for a total of 9x units to be built in the period 2019-2022.

The four newbuilds became the industry's first LNG (Liquefied Natural Gas) powered vessels using LNG in their hybrid engines. The gas is stored in the ship and used to generate all needed power at sea. The engines are not exclusively LNG, but "dual fuel" (capable of burring both liquid marine fuel and natural gas). This design is for saving onboard space (reducing fuel storage space required).

LNG is natural gas, which consists of 90% methane and 10% ethane. When cooled to -160 C, it passes from gas to liquid, and its volume decreases over 600 times, making it very efficient for distribution. Long-distance LNG transportation is via dual-hull gas carriers. Short-distance LNG transportation is via trucks or smaller vessels (also barges) fitted with high-pressure tanks.

Gas fuel eliminates all the bad emissions - soot and sulfur oxides. In April 2016 MSC Cruises announced its contract with STX France for up to four LNG-powered ships with GT over 200,000 tons each. For comparison, the Oasis of the Seas is 225,000 GT tons. The new MSC ships have 5400 passengers capacity at double occupancy each. The first one is scheduled for delivery in 2022. Its power plant will be based on a new prototype engine.

Using LNG to power large cruise ships is a relatively new (2016) concept. Due to LNG tanks' large sizes, this fuel is used usually on smaller passenger shipping vessels ( ferries ) operating on short crossing itineraries. LNG bunkering facilities available in ports are very few. Compared to other fuels (including MGO / marine gas oil), LNG is purer (no unburned residues, fewer greenhouse gases), more efficient, stable and cheaper (reduces fuel costs). LNG technology also advances due to IMO's future maritime emissions regulations, especially in ports and while operating in environmentally sensitive destinations.

In comparison to pipeline gas, LNG is superior in quality - purer, with more methane and other energy content. Its chemical structure also has a stable composition that doesn't generate unburned residues, soot or any particulates. In addition, because the fuel is so clean, on LNG-powered ships maintenance intervals are doubled (over 25,000 hours / ~10140 days), as opposed to the standard MDO-powered 12,500 hours (520 days).

• All the world's major environmental organizations and the marine shipping industry joined for an explicit prohibition on the carriage of non-compliant fuels when the 0,5% sulfur cap takes effect in 2020.
• In January 2018, IMO announced that starting January 1, 2020, the marine fuels' max allowed sulfur content (outside Emission Control Areas) is reduced from the previous 3,5% to 0,5%. Unless marine vessels are using approved equivalent compliance methods, after Jan 2020 there is no reason for ships to use non-compliant diesel fuels.
• IMO's new sulfur cap's goal is to provide substantial health benefits by reducing marine fuels' sulfur content (SOx gases). At the same time, IMO's lowered cap significantly increases ships' operating costs.

The LNG cruise ship concept was first introduced by Wartsila (Finnish manufacturing company) and is based on drive shaft propulsion instead of azipods. The LNG tanks' location is in the upper deck area (right below the funnels). The Rolls Royce concept is based on azipods.

AIDAprima (2016) is one of the world's most technologically advanced cruise vessels. The ship rides on a cushion of air, thus reducing frictions and fuel consumption, The new technology is called MALS ("Mitsubishi Air Lubrication System"), allowing the liner to glide on an air bubbles carpet.

The ship's 4 main engines are dual-fuel (heavy oil and LNG gas oil) thus reducing fuel consumption. The ship has an advanced filtering system that reduces stack emissions (greenhouse gases). The ship's propulsion features 1 pair of stabilizers and 2x ABB-pod drives (new XO-Pod series, power output per unit: is 3 MW). The total power output is 48 MW. AIDAprima is also the world's first-ever "LNG cruise ship" as it uses LNG fuel supply while berthed in ports.

For its LNG-bunkering operations in Florida (at homeports PortMiami and Port Canaveral ), CCL-Carnival partnered with Royal Dutch Shell plc as fuel supplier for the liners Mardi Gras (2021) and Celebration (2022).

AIDA's LNG-powered cruise ships

The AIDAprima ship's first successful test run for LNG supply was in Hamburg Germany on May 7, 2016. While berthed, the ship was successfully provided with LNG at all the itinerary's ports of call (Hamburg, Rotterdam, Le Havre, Southampton, Zeebrugge).

• The company's statistics show that the AIDA ship spends about 40% of its operating time in ports. Compared to using conventional marine diesel (0,1% sulfur content), by using LNG, the vessel's emissions were considerably reduced even further. Sulfur oxides and soot particles were prevented completely (while in port), nitrogen oxide emission was reduced by up to 80%, CO2 emissions were lowered by 20%.
• AIDA ships (produced by Shipyard Papenburg ) are 100% LNG-powered. AIDA invested in research and testing of LNG cruise ship technologies since 2015. In 2013, AIDA collaborated on LNG hybrid barges with Becker Marine Systems. The innovative and flexible solution is used on ships moored in Port Hamburg.
• Since May 30, 2015, AIDAsol is regularly supplied with low-emission LNG power at Hamburg's Hafencity Cruise Terminal.
• AIDA ships use just 3 liters (0,8 US gallons) of fuel on average per person on board for a 100 km (62 ml) trip. This was confirmed by an independent expert study in 2012. Following the implementation of new technologies and economical handling of resources, the company's statistics for 2016 (over 2012) showed reduced energy consumption (9% per person onboard), reduced water consumption (7,2% pp) and reduced CO2 emissions (7,7% pp).

Hurtigruten ships

In April 2018, the Norwegian cruise and ferry company Hurtigruten announced a USD 150 million fleet renovation project. Almost all vessels will be upgraded with new hybrid powerplants that combine LNG-engines and batteries.

For the project was contracted Rolls-Royce Marine, initially for 6 ships plus optional another 3. The program's completion was scheduled before January 1, 2021. The project also includes all vessels to be upgraded with shore power capabilities.

Dual-engine ferries (LNG-MDO)

The next scheme shows the dual-engine powerplant (Wartsila) and propulsion (Azipod) of the cruise ferry Tallink Megastar . This ship is the biggest "floating superstore" on the Baltic Sea, featuring a 2-deck retail shopping complex and the unique self-service option called "Q-shopping". The RoPax vessel uses LNG as prime fuel and MDO (marine diesel oil) as secondary fuel.

The ship is powered by a total of five Wartsila dual-fuel engines - three 12-cylinder (model 12V50DF, combined output 34,2 MW) plus two 6-cylinder (model 6L50DF, combined output 11,4 MW). Ferryboat's total power output is 45,6 MW. Its propulsion system includes two Wartsila fixed-pitch propellers with twin propeller shafts. Navigation systems are also Wartsila-made, including NACOS Platinum (integrated vessel control system).

The power generated by the main engines/powerplant produces electricity that is used from the propulsion motors, as well as all auxiliary systems and hotel functions. This innovative maritime technology allows the engines to be started and stopped depending on the onboard electricity demand, which additionally improves fuel efficiency.

Vessel's hull is ice-strengthened (class 1A). Rudders are from Becker Marine Systems. When compared to traditional marine engines, in gas mode, the ship's engines produce 1/4 less COx, 2/3 less NOx, zero SOx and no soot particles.

The onboard LNG system consists of 2 bunker stations, 2 horizontal LNG storage tanks by Linde (cryogenic, vacuum-insulated, stainless steel, total gas volume 600 m3), double-walled bunkering lines, pipelines (acid-proof stainless steel), special pipe fittings, gas distribution system, steam boilers. All the ship's electrical equipment is certified "explosion-proof". The LNG is stored at temperatures -160 Celsius (-256 Fahrenheit) and under pressure 4-6 bars.

ABB supplied the vessel's power and electric propulsion systems, as well as the Octopus (smart energy management system). While mechanical propulsion is optimized for a single-speed, electric propulsion is based on rotating speed control resulting in energy efficiency at all speeds. ABB's propulsion also improves passenger comfort as the ship runs much more quietly and smoothly. ABB's Octopus marine technology allows real-time monitoring of the vessel's energy (and fuel) consumption. Based on the collected data, the software suggests optimal performance recommendations.

Spain's first LNG-powered cruiseferry was Hypatia de Alejandria (2019) owned by BALEARIA .

Wind-assisted propulsion

On April 12, 2018, the VIKING LINE -owned ferry Viking Grace became the world's first-ever passenger ship equipped with a rotor sail utilizing wind power. This also made it the world's first hybrid vessel that uses both wind power and dual-fuel (diesel-gas) engines.

"Rotor Sail Solution" is an innovative technology developed by the company Norsepower Ltd (Finland) in 5 years. It reduces fuel consumption and also COx emissions up to 900 tons per year (depending on wind conditions).

The cylindrical rotor sail has a height of 24 m (79 ft) and a diameter of 4 m (13 ft). The technology is based on the "Flettner rotor" (patented by Anton Flettner in 1922) and uses the so-called "Magnus effect" - the spinning rotor (rotating cylinder) drags airflow faster around one side. This creates pressure/speed difference that moves it in the direction of the opposite (lower-pressure) side, creating a force at a right angle to the direction of the wind. This wind-assisted propulsion power drives the ship forward. Unlike traditional cloth sails, the rotor needs no furling (stowing), reefing (reducing sail's area) or line-tending. The rotor sail system is automated and shuts down when unfavorable changes in wind force or direction occur.

Added to the dual-fuel engines, the new technology makes Viking Grace one of the world's most environmentally-friendly passenger ships, operating with very low levels of emissions and noise. Norsepower's wind propulsion system was also installed on VIKING LINE's newest vessel (still unnamed) scheduled for delivery in 2020. The China-built ferryboat is equipped with two Norsepower-produced rotor sails, doubling its wind power potential.

Ship's powerplant includes 4x Wartsila engines (model 8L50DF, total power output 30,4 MW). Propulsion is diesel-electric (2x shafts with fixed-pitch propellers) and wind-assisted (with 1x rotor sail). Engines are dual-fuel (MDO-LNG). As gas tanks are larger than marine fuel tanks. they need 6 times more space. To save hull space, LNG tanks are located on an open deck. LNG tanks are two (type C / vacuum insulated), each with capacity 200 m3 and weight 140 tons (LNG weight 85 tons per tank).

MS Viking Grace is also the world's first ship with the energy recycling system "Ocean Marine" (developed by Climeon AB / Stockholm-based company). The system converts the excess heat (generated by engines and exhausts) into clean (emission-free) electricity with an annual capacity of 700,000 kWh. This electricity is primarily used on cabin decks (including for heating, hot water, lighting). The technology uses heat exchangers that evaporate a carrier fluid circulating in a closed system. This gas (at 2-bar pressure) drives a turbine, then a 100 kW generator produces electricity. After that, the gas is cooled (in a vacuum chamber) and liquefied. Cooling is rapid, as the cold fluid is sprayed out. Then Heat exchangers cool the carrier fluid to temperatures around 20 C / 68 F.

Cruise Ship Fuel Consumption

How much fuel do cruise ships use.

Cruise ship fuel consumption depends on the ship's size. For most vessels, the average consumption is 30-50 miles on a fuel gallon. This will be also determined by other factors using fuel. Ships' gas mileage varies depending on the type and size of ship, the number of passengers on board, and other factors. Larger ships need more fuel to move through the water.

RMS Queen Mary uses 6 tons of marine fuel per hour. Celebrity Eclipse gets 56 feet to the gallon. MS Zuiderdam - .0130 miles per gallon (0.34 tons fuel per mile). This may not seem very good mileage at first glance, however, cruise ships are moving at once thousands of people whereas a car is moving a few.

Nearly all contemporary cruise ships are powered by electricity (motors turn propellers). It powers the air conditioning systems, lights and all other appliances aboard the ship. Most vessels produce the electricity they need by using diesel engines. Some use gas turbine engines. Others use a combination of the two. HFO (heavy fuel oil) is used by diesel engines, while MGO (marine gas oil) is used by gas turbine engines. The MGO is similar to the jet airplanes' fuel.

Speed affects cruise ship fuel consumption because to go faster, vessels must increase the electricity flow to motors. Thus more engines are employed, and it, in turn, increases fuel consumption. For example, Queen Mary 2 consumes 237 tons MGO and 261 tons HFO a day when at full speed. After a certain point, the rate of return decreases from adding engines, because if a ship can manage 17 knots by two engines, it doesn't mean that four engines are going to produce 34 knots.

Cruise companies employ new technologies in order to reduce fuel consumption. Ship's hull, for example, can be applied by silicon coating in order to reduce friction as the ship goes through the water. Friction reduction on Celebrity Eclipse is 5%. Another experiment is LED lighting, using less energy and producing less heat (thus is reduced the demand for electricity and air conditioning). Celebrity Solstice-class vessels have solar panels' field over the AquaSpa pool area. This not only provides shade for the pool area but produced by solar panels electricity is used to decrease the electricity demand from the engines.

RMS Queen Mary 2 is equipped with exhaust gas economizers, using waste heat from engines to produce steam. Then steam is used to heat fuel and QM2 hotel accommodations, laundry, galleys. This reduces the energy amount that has to be produced by ship's engines. The Promas Lite system (mentioned above) generates cruise ship fuel savings in the range of 5-15% depending on the operation type and the actual performance of the ship's existing propeller.

How marine ships fuel consumption increases at higher speeds? Next infographic shows the speed-fuel consumption relation on container ships (their sizes are measured in TEU-containers/20 ft equivalent units), which are similar by speeds and even gross tonnage to cruise passenger ships.

Cruise Ship Pollution

Today cruising is one of the most popular vacations, but there are significant environmental downsides. Mega-ships burn the dirtiest fuel in the world, even if they are sitting in port. Asthma, cancer, respiratory illness, heart disease, are the results of burned in ports nasty bunker fuel.

Shore-to-Ship Power Supply

Those who support the cruise industry point out that cruising has never been more popular. However, more ships generate more pollution. A solution is to have docked vessels plug into the port's shore power grid. Most of the world's largest cruise ports have such dockside electrical hookups, reducing bad emissions by up to 95%.

Aka "cold ironing" and "shore-to-ship power", shore power capability allows berthed cruise ships to shut down their diesel engines (main and auxiliary) and plug into city's electrical grid, using locally-produced electricity for all shipboard equipment and services - including cooling, heating, lighting, emergency, etc. The technology greatly reduces exhaust emissions in seaports. Next video animation reviews this technology.

TUI Cruises Ships Environmental Report

TUI published the company's environmental impact report (first of its kind) including environmental objectives and TUI strategy for a 5-years period. TUI said it planned to issue reports every 2 years. According to it, in 2012 TUI reduced by 3.7% per nautical mile its fuel consumption, and expects further 5% reduction, reducing CO2 emission at the same time by 0.5 kg to 0.55 kg per traveler.

Energy efficiencies are the key to reduce fuel consumption, CO2, and other emissions, and contribute to climate protection. Mein Schiff 3, for example, is expected to feature special energy management systems that help to consume 30% less energy than comparable size ships. TUI is focused on reducing recycling and waste, too. In 2012, TUI reduced the waste amount to 10,7 L (per passenger day), which is 27,8% less (over 2011). In 2012, TUI used 54,463 tons of fuel, including 9,732 tons LSFO (low sulfur fuel oil), 40,880 tons HFO (heavy fuel oil) and 3,851 tons MDO (marine diesel oil). Fuel consumption was 0,367 tons per nautical mile.

All new TUI ships are built to the latest standards with environmentally-friendly marine technologies. These vessels, both as design (hull and superstructure) and implemented technologies, are highly energy-efficient. Each consumes 1/3 less energy compared to most cruise liners. The advanced exhaust cleaning system uses a catalytic and scrubber converter. This technology allows sulfur emissions to be reduced by 99%, and NOx emissions - by 75%.

All-electric passenger ships

In May 2019, the US company "Maid of the Mist" ordered ABB two new all-electric vessels for the company's Niagara Falls tours. Both catamarans are 100% emission-free being powered by high-capacity batteries. Each ship is fitted with two battery packs (combined capacity 316 kWh / 563 HP output). The electricity is provided by 2 fully-independent power systems and split evenly between the 2 hulls.

Shoreside battery charging takes just 7 min (per ship). The powerplant is controlled by ABB's PEMS (Power and Energy Management System), which also optimizes the onboard energy use. Ships' batteries are charged using hydropower (water-generated electricity), which as of 2019 accounts for ~7% of the USA's total electricity production. In addition to the shoreside charging connection, ABB supplied the newbuilds with switchboards, motors, integrated control systems and ABB Ability's Marine Remote Diagnostic System (24-hour equipment monitoring and predictive maintenance).

Battery power is used during turnaround navigation in ports when the onboard diesel-electric generators are switched off. For ferry batteries (fabrication, delivery, and installation) is often contracted the Canadian company Corvus Energy (Richmond BC) - one of the world's largest manufacturers and suppliers of energy storage solutions (ESS) for the maritime industry. The company provides ESS to hybrid and all-electric ferries. As of 2019, Corvus Energy delivered its innovative product line "Orca ESS" to 200+ vessel conversion/upgrade projects, totaling 200+ MWh.

At the following tag-link can be found listed all CruiseMapper's news related to propulsion-power accidents .

This cruise vessel technology-related survey is integrated with our articles on passenger ships building and safety , and the statistical ones about registry/flag-states , cost to build , speed , passenger capacity . All ship links redirect to the vessel's "itinerary-schedule-current position" page.

Written by Matt Roseboom • August 6, 2021 • 7:33 pm • Carnival , Trip Reports

Trip Report: Day six on the Carnival ‘Mardi Gras’: Engine Room Tour

Carnival Cruise Line invited us to sail on their newest ship, the “Mardi Gras”. It’s a seven day sailing and the first ship to sail out of Port Canaveral since the pandemic stopped all cruising in 2020. Here’s how day 6 went.

Unfortunately Jackie ate something that didn’t agree with her stomach last night. So she spent the day relaxing in the room. So I’m talking over the daily report. I had a busy day at sea.

After a grab-and-go breakfast in the Lido Marketplace, I headed to a media event in the engine room. We had a very cool tour (video coming later) of the engine control room and the engine room itself, led by Richard Pruitt, Carnival’s vice president of environmental operations. He explained how the ships engines run on Liquified Natural Gas, which is cleaner and therefore better for the environment. Mardi Gras the first cruise ship in the Americas to do so. The ships engineers liked it too, saying they wouldn’t be happy if they had to go back to a regular fuel ship.

I say the tour was cool, but it was actually hot and loud down in the engines. They gave us earplugs. I feel sorry for the guys in jumpsuits who have to work down there for any length of time. Richard also gave us some examples of how they are reducing waste. One is by putting sugar in large jars instead of individual packets. He also talked about the “iron stomachs” they have onboard which dissolve the food waste down to just liquid. His talk was very interesting. Give it a watch when you have time.

We then headed to the piano bar for a media Q&A with Carnival President Christine Duffy. She talked a lot about the changing Covid-19 precautions. For our cruise, vaccinated guests do not need to wear masks or be tested for Covid-19, but starting with the next cruise, all guests will have to wear masks indoors, and starting with the cruise after that, all guests, even vaccinated, will have to take a Covid-19 test before sailing.

Our cruise is 70% full and 95% of the guests are vaccinated. I asked her if they are planning on doing any cruises where more than 5% can be unvaccinated, and she said no. This is the standard for Carnival now. She mentioned how each cruise line has to decide what’s best for their guests. For instance, Disney Cruise Line, which has a lot of children who can’t yet get the vaccine, is allowing as many unvaccinated guests as want to come, but they have to be tested twice at their expense and pay for trip insurance.

For lunch I tried a couple of new places. The turkey sandwich on a pretzel roll at Piazza Panini was great. I then went up to the Lido Marketplace to the Shawarma stand. It was messy, but good.

I also walked all around the ship filming a VR180 3D video tour (coming soon) and some general photos. I also booked another ride on Bolt, the roller coaster onboard. It must have been a busy day for it because I had to wait a couple of hours before I could ride. For this ride, I didn’t turn the throttle or use the boost button at all, just to see how slow it would go. It was about the same speed as when using it, just without any boosts except the start. 

From my talk with Christine earlier in the day, I learned that after this cruise, it should be two laps for $15 instead of the one lap guests are getting on this cruise. I also got some tips about the boost button from the manufacturer after having the ride operators on the ship tell me three different ways it works. You can read all my tips on our sister site at AttractionsMagazine.com.

For dinner, I tried another place I hadn’t yet. (There are so many choices on the Mardi Gras .) Guy’s Pig & Anchor Smokehouse and Brewhouse is on the back of the ship on Deck 8. I was seated in the very back with a view of the pool and ocean beyond. It was a great view, and it was fun to watch the swimmers swim right up to the glass edge of the ship, and the rocking boat causing the waves to go back and forth in the pool.

Check out this pool on the back of Deck 8 on the @CarnivalCruise “Mardi Gras”. Swimmers can swim right up to the glass edge of the ship. pic.twitter.com/IixWGRzq5W — Attractions Magazine (@Attractions) August 6, 2021

I ordered The Pig & Anchor Melt with some sides and it was delicious. I’ve heard a few passengers raving about the BBQ here and they are right.

I ended the night by seeing the musical production in the main theater. It was a series of different Broadway tunes, from “In the Heights” to the classics. The performers were great, but I would have liked to have seen some costume changes and more variety from the set. But Christine did mention it’s been hard to get the entertainment all back on the ship since they come from all over the world and are considered non-essential.

Click here for Day 7 of our cruise at Nassau, Bahamas. Be sure to go back and read from the start with Day 1 .

Please leave your questions or comments below.

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Carnival’s Behind the Fun Tour is Back, Return Dates and Pricing Detailed

Sarah Bretz, Contributor

• February 27, 2023

Carnival Cruise Line continues to return to normal as the company’s brand ambassador John Heald has announced official restart dates for the popular Behind the Fun ship tour.

The tour can be booked at the shore excursions desk and — depending on the ship/itinerary — is limited to one or a few small groups per sailing. It cannot be booked prior to the cruise.

Areas that guests will see during the tour can include the main galley, backstage, the crew lounge, the crew gym and laundry area, the crew mess (cafeteria), the Learning Resources Center, the marshaling area, the environmental room, the storeroom, the engine control room, and the bridge.

The tour will be returning to the following ships on March 6th:

• Carnival Sunrise
• Carnival Spirit
• Carnival Miracle
• Carnival Luminosa
• Carnival Valor
• Carnival Splendor
• Carnival Dream
• Carnival Vista
• Carnival Panorama
• Carnival Celebration

The tour will be returning to the following ships on April 1st:

• Carnival Elation
• Carnival Paradise
• Carnival Radiance
• Carnival Sunshine
• Carnival Pride
• Carnival Legend
• Carnival Conquest
• Carnival Glory
• Carnival Liberty
• Carnival Freedom
• Carnival Magic
• Carnival Breeze
• Carnival Horizon

The tour should also be available on Carnival Jubilee when that ship debuts in Galveston in December.

Everyone on the tour will receive an exclusive ‘Behind the Fun’ baseball cap, as well as included commemorative photos from the experience. No bags, cameras, recording devices, or cell phones are permitted on the tour. Closed-toed shoes or sneakers are required. The minimum age for the tour is 8 years old; anyone under 18 must be accompanied by a participating adult.

Behind the Fun costs $55 to $95 per person, depending on the tour offered on your specific cruise. It lasts anywhere from 2-3.5 hours.

READ NEXT: Carnival Cruise Line Brings Fun Times Back By Popular Demand

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Can I Visit The Engine Room On A Cruise Ship?

Table of Contents

So you’ve embarked on a thrilling cruise adventure and now you find yourself wondering – can you actually visit the engine room on the cruise ship? It’s a question that many curious travelers have asked, and in this article, we will uncover the answer for you. As we explore the inner workings of these maritime giants, you’ll discover whether or not stepping foot into the heart of the ship is a possibility, and what you can expect from this intriguing behind-the-scenes experience.

Introduction

When embarking on a cruise, there’s a sense of wonder and excitement that fills the air. With the vast expanse of the ocean at your fingertips, it’s only natural to wonder what goes on behind the scenes of a cruise ship. One question that often arises among curious passengers is, “Can I visit the engine room on a cruise ship?” In this comprehensive article, we will explore the possibilities of visiting the engine room, while delving into the safety considerations, restrictions, guided tours, cruise lines that allow such visits, booking and availability, associated costs, what to expect, the benefits of visiting the engine room, and alternative options for those who may not be able to visit. So fasten your seatbelts, and let’s take a plunge into the world below deck!

Safety Considerations

Safety is of utmost importance on any cruise ship, and the engine room is no exception. As the heartbeat of the vessel, the engine room is a highly controlled environment that requires strict adherence to safety measures. With high temperatures, noise levels, restricted zones, and complex equipment, it’s essential to understand the precautions in place for those wishing to visit this vital area of the ship.

To protect visitors from potential hazards, cruise lines often enforce strict rules and regulations for engine room visits. These guidelines ensure that passengers have a safe and enjoyable experience while gaining insights into the inner workings of the ship. It’s important to note that age and health restrictions may also apply, as certain physical conditions may hinder a visitor’s ability to navigate the engine room environment.

Restrictions and Regulations

Engine room visits are subject to the policies and regulations set forth by each cruise line. Additionally, sailing regulations and guidelines established by the International Maritime Organization (IMO) play a significant role in shaping the accessibility of the engine room. These regulations aim to maintain the safety and security of passengers and crew members, while allowing for controlled visits to the engine room when deemed appropriate.

The engine room itself may have restricted access areas, mainly due to safety considerations or the presence of sensitive equipment. While visitors may not have free rein to explore every nook and cranny, cruise lines strive to strike a balance between safety and providing an insightful experience.

Guided Tours

To facilitate safe and informative visits, guided tours of the engine room are typically offered on cruise ships. These tours are led by knowledgeable and experienced crew members who are well-versed in the intricacies of the ship’s machinery. As they guide you through the engine room, they will provide fascinating insights into how the ship is powered and operated.

Before embarking on the tour, a safety briefing is usually conducted to ensure that visitors are aware of any potential risks and how to navigate the environment safely. This briefing may cover important aspects such as emergency protocols, necessary safety gear, and areas to avoid.

Group sizes for engine room tours may vary depending on the cruise line and the capacity of the engine room. Smaller group sizes tend to allow for a more personalized experience, where visitors can interact with the tour guide and ask specific questions.

Cruise Lines That Allow Engine Room Visits

While engine room visits may not be available on all cruise lines, several cruise companies recognize the curiosity and interest of their passengers and offer this unique opportunity. Royal Caribbean, Carnival Cruise Line, and Norwegian Cruise Line are among the popular cruise lines that allow engine room tours. Each cruise line has its own policies and procedures regarding these visits, so it’s advisable to check with the specific cruise line before booking your trip to ensure engine room tours are available.

Booking and Availability

To make the most of your engine room visit, it is advisable to pre-book your tour once you have confirmed your cruise reservation. Engine room tours tend to be in high demand, and booking in advance ensures that you won’t miss out on this captivating experience. Some cruise lines also give priority to their frequent cruisers, allowing them to book the tours earlier than other passengers.

It’s important to note that due to capacity limitations, the number of engine room tours available may be limited. Therefore, it’s advisable to secure your booking at the earliest opportunity to avoid disappointment.

Cost Associated

The cost of engine room tours can vary depending on the cruise line and the specific package or tour you choose. Some cruise lines may include the tour as a complimentary activity, allowing passengers to explore the engine room without any additional charges. However, on certain cruise lines, visiting the engine room may attract an extra fee. Typically, if additional charges apply, they are minimal compared to the overall cost of the cruise.

When booking your cruise, it’s advisable to check the details of various packages to see if the engine room tour is included or if there are any additional fees associated with it.

What to Expect

When visiting the engine room, it’s essential to set realistic expectations to fully enjoy the experience. The duration of the tour may vary depending on the cruise line and the depth of the visit. On average, engine room tours last between 30 minutes to an hour, providing ample time to soak in the sights and sounds of this intricate mechanical wonderland.

As you venture into the engine room, you’ll encounter a myriad of equipment that powers the ship. From massive engines and generators to fuel storage areas and control panels, you’ll gain a new appreciation for the intricacy and scale of the machinery that keeps the vessel afloat.

Throughout the tour, crew members will be close at hand, readily available to answer any questions and guide you through the various sections of the engine room. They may share interesting anecdotes and stories about the ship’s operations, allowing you to truly immerse yourself in the experience.

Some engine room tours may also incorporate interactive elements, providing visitors with hands-on opportunities to engage with the equipment and gain a deeper understanding of how it all works. These interactive elements can be both educational and entertaining, offering a unique perspective on the inner workings of a cruise ship.

Benefits of Visiting the Engine Room

Visiting the engine room of a cruise ship presents several benefits to passengers. Firstly, it offers a rare opportunity to witness firsthand the sophisticated technology and engineering marvels that power the vessel. Understanding the inner workings of a ship can be both educational and awe-inspiring, allowing passengers to gain a deeper appreciation for the complexity involved in operating a cruise ship.

Additionally, visiting the engine room can be a memorable and unique experience. It provides a behind-the-scenes glimpse into the daily life of crew members who work tirelessly to ensure a smooth and enjoyable cruise experience for passengers. By interacting with the crew and witnessing their dedication and expertise, visitors can develop a newfound respect for the staff members who keep the ship running smoothly.

Alternatives to Visiting the Engine Room

For those who may not be able to visit the engine room due to safety restrictions or personal preferences, cruise ships offer a wide range of alternative activities. One popular option is to embark on a bridge tour, where passengers can explore the navigation center and interact with the ship’s officers. These tours provide insights into the fascinating world of ship navigation and allow passengers to observe the magnificent views from the bridge.

Art galleries onboard cruise ships are another option for those seeking cultural enrichment. Many ships feature curated collections of paintings, sculptures, and other forms of art, allowing passengers to indulge in an immersive art experience while onboard.

Onboard workshops are also a fantastic way to explore new areas of interest and develop new skills. From cooking classes to photography workshops, these interactive sessions offer passengers the chance to learn from professionals and engage in creative endeavors.

Finally, cruise ships pride themselves on providing a plethora of entertainment options for passengers to enjoy. From Broadway-style shows to live music performances and themed parties, there’s never a dull moment on a cruise ship. Passengers can immerse themselves in various activities and events tailored to their interests, ensuring an unforgettable vacation experience.

In conclusion, while it may not be available on all cruise lines, visiting the engine room of a cruise ship can offer a fascinating and educational experience. Understanding the safety considerations, restrictions, and regulations associated with these visits is crucial to ensure a smooth and enjoyable tour. Whether you’re a curious traveler seeking a deeper understanding of the inner workings of a ship or simply looking for unique activities to enhance your cruise experience, exploring the engine room provides a window into a world few get to see. So, the next time you embark on a cruise, remember to inquire about this one-of-a-kind opportunity and embark on a journey beneath the deck that will leave you with lasting memories.

• Carnival Cruise Lines

Glory Engine room tour?

By bcs819 , December 18, 2006 in Carnival Cruise Lines

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When we first sailed (before 9/11) there was a tour of the engine room being offered, but we were schedule on an excursion and missed it. Since 9/11, they don't do them anymore (so I'm told) to the general public. I thought I had read somewhere that you could write a letter to someone (Carnival? Captain? Purser?) and they might be able to accomodate you. We're going on the Glory 2/10 and really would like to get the behind-the-scenes look. Anyone know who/what to do?

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CCLNCLRCICRUISER

i have heard of bridge tours being given after a written request.

Found this link

http://boards.cruisecritic.com/showthread.php?t=261837&highlight=bridge+tours

CrusinMickey

My guess is you would have to get permission from the President of Carnival Cruise Lines. Since security has been SO ramped up on cruise ships, nobody gets on the bridge or anywhere else that you could affect the well being of the ship or its passengers. Even Galley tours have pretty much disappeared.

This topic is now archived and is closed to further replies.

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Carnival Sunshine Rooms to Avoid: Choose Your Stateroom Wisely!

Posted on Last updated: February 18, 2024

Ahoy, fellow cruise enthusiasts! 🚢 If you’re anything like me, the mere mention of a cruise sends visions of piña coladas, sun-soaked decks, and ocean breezes dancing through your head.

Grab your captain’s hat, a free cruise planner , and maybe a cocktail (I won’t judge 😉), and let’s dive deep into the decks to find those Carnival Sunshine rooms to avoid that you might just want to think twice about.

Carnival Sunshine’s Room Layout

Before we dive into the nitty-gritty of which rooms might be the proverbial ‘anchors’ weighing down your vacation experience, it’s a good idea to get familiar with the ship’s layout.

Trust me; it’s like understanding the blueprint of a massive floating hotel—and it’s kinda cool!

Types of Rooms on Board:

• Interior Rooms: These are the most budget-friendly options. Think of them as cozy cocoons without windows—perfect for those who prefer pitch-black for a good night’s sleep.
• Oceanview Rooms: Want a sneak peek of the ocean without stepping out? Here you go! These rooms come with windows but remember, the size and clarity of that view can vary.
• Balcony Rooms: Ah, the luxury of sipping your morning coffee with the ocean breeze in your hair. These rooms have their private outdoor space. Priceless! (Well, not really, but you get the gist.)
• Suites: For those who like to cruise in style. Larger spaces, more amenities, and often, stunning views. If you’re looking to splurge, this is your pick.

General Ship Deck Layout:

Now, imagine a multi-storied building (just floating). The Carnival Sunshine has several decks, each with its unique set of rooms, amenities, and activities.

The top decks usually house the pools, entertainment areas, and restaurants. As you go down, you’ll find more rooms and key amenities. The very bottom? That’s typically where the engines and crew areas are.

Here’s a tip: Grab a deck plan from Carnival’s official website or your booking agent. It’s like having a map of a theme park—helping you figure out where everything is!

Alright, shipmates, now that we’ve got our bearings straight, it’s time to delve into the rooms that might need a second thought before booking. Ready to set sail on this information voyage? Let’s go!

Common Concerns with Cruise Ship Rooms

Okay, my fellow sailors, it’s storytime! Imagine this: You’ve just had a fabulous day sunbathing and now you’re ready to dive into bed. But wait! What’s that?

Salsa beats from the dance club two floors above? Or perhaps it’s the early-morning crew activities that sound like a team of tap-dancing elves right outside your door? Don’t laugh – these are real concerns when you’re on a floating city!

Before we drop anchor on the specific rooms of Carnival Sunshine to be wary of, let’s first chat about some universal cruise room concerns :

The Noise Factor:

• Neighboring Entertainment: Whether it’s music from a club or a game on the sports deck, noise can travel in mysterious ways on a ship.
• Chatty Neighbors: Sometimes, it’s not the ship but our fellow passengers. Thin walls can make your room feel like it’s in the middle of a bustling market!
• Operational Sounds: Ever heard the anchor drop at an ungodly hour? Or the constant hum of machinery? Yep, these can be real wake-up calls.

Vibration Station:

• Engine Rumbles: The lower and farther back you go, the closer you are to the engine, which can sometimes feel like a mini earthquake. Motion sickness tablets, anyone?
• Propeller Pulsations: The aft (that’s ship talk for ‘rear’) can sometimes get a rhythmic thump, especially when the ship’s at full speed.

The Not-So-Great Views:

• Obstructed Scenery: Imagine expecting a panoramic ocean view and getting… a lifeboat. Or a part of the ship’s structure. Not the Instagram moment you were hoping for!
• Limited Visibility: Some windows can be smaller than expected, giving you just a tiny peek of the outside.

Busy Bee Locations:

• Elevator Encounters: Being close to elevators might seem convenient until it becomes Grand Central Station at all hours.
• Main Activity Madness: Close to the pool or buffet? Sounds fun until it’s swarming with people and you’re craving some peace and quiet.

Alright, deep breath! It might seem like a lot, but remember, knowledge is power (or in this case, the power to nap in peace). And now that we’re armed with this info, let’s plunge into the specific rooms on Carnival Sunshine where these pesky pirates, I mean problems, might arise.

Carnival Sunshine Rooms to Avoid

Alright, savvy sailors, now that we’ve covered the general pitfalls of cruise ship room selection, let’s get specific about our beloved Carnival Sunshine. Remember, everyone’s experience is subjective, so one person’s deal-breaker might be another’s “Eh, not a biggie.” Still, being forewarned is forearmed, right?

Noise-related Concerns:

• Rooms Directly Below the Lido Deck: Ah, the Lido deck, where everything happens! However, a room right below might just get you an unwelcome invitation to every pool party, shuffleboard game, or midnight moonwalk. And don’t even get me started on the early morning deck chair shuffle—it’s like a herd of tiny elephants having a dance-off!
• Near the Atrium: While the atrium is the heart of the ship, filled with stunning light displays and events, having a room close by can sometimes feel like living next to Times Square on New Year’s Eve.
• Elevator Entrances & Service Areas: Constant foot traffic, dinging bells, and carts wheeling by? Might be a recipe for a series of naps rather than one good night’s sleep staying in this noisy stateroom !

Vibration-related Concerns:

• Aft (Rear) Cabins: While some love the unique view from the back of the ship, these rooms can sometimes come with a side of rhythmic pulsations, especially when Captain is gunning for speed.
• Lower Deck Near Engines: While being close to the ground (or, in this case, water) might feel steadier, it also puts you close to the ship’s machinery, which can hum and buzz more than a summer’s night in the countryside.

View-related Concerns:

• Obstructed Balcony Rooms: There’s nothing like the anticipation of opening your curtains to an expansive ocean view, only to find a lifeboat hanging out like an uninvited guest. If the view is your thing, double-check those room specs!
• Some Oceanview Rooms: While they promise a peek at the vast blue, certain oceanview rooms might offer more of a “sliver” than a “sweep” due to their positioning or window size.

Accessibility & Convenience:

• Remote Corners: Some rooms might feel like they’re in a different time zone from the main attractions. Great for seclusion, not so much for those midnight snack runs to the buffet.
• Far from Elevators: For those with mobility concerns, being a long corridor away from the elevator can be less of a stroll and more of a trek.

Now, don’t get me wrong. Carnival Sunshine is a fabulous ship with plenty of fantastic rooms! But knowing potential pitfalls can ensure your voyage is smooth sailing all the way. Remember the golden rule: a little research goes a long way!

Carnival Sunshine’s Best Rooms to Book

Every cruiser dreams of that picture-perfect room—the one with breathtaking views, a dash of luxury, and a prime location.

Fortunately, the Carnival Sunshine boasts some real gems that check all those boxes and more. Whether you’re splurging on a special occasion or just want the finest the ship has to offer, these rooms are sure to elevate your cruising experience.

Havana Cabanas:

• Nestled on a secluded part of the ship, the Havana Cabanas are an exclusive haven. Each features a private patio with a hammock and direct access to the Havana pool area. Talk about lounging in style!

Cloud 9 Spa Staterooms & Suites:

• A treat for wellness enthusiasts! These rooms are not only designed with relaxation in mind but also offer exclusive amenities and priority access to the Cloud 9 Spa. Picture plush robes, Elemis toiletries, and a room ambiance that spells tranquility.

Premium Vista Balcony:

• These corner rooms provide an unparalleled wraparound view of the ocean. With generous balcony space and panoramic vistas, it’s like having your private piece of paradise on the high seas.

Grand Suites:

• If space is a luxury, then the Grand Suites are the epitome of opulence on the Carnival Sunshine. Boasting spacious living areas, expansive balconies, and VIP check-in, these rooms are a perfect blend of comfort and extravagance.

Aft-View Extended Balcony Staterooms:

• Located at the rear of the ship, these rooms offer a unique and uninterrupted view of the ship’s wake as it cuts through the deep blue. The extended balcony ensures you have plenty of space to soak in the scenery, sip on a drink, or simply daydream.

Family Harbor Staterooms & Suites:

• Tailored for families, these rooms provide additional sleeping areas and a convenient location near Camp Ocean. Plus, guests of the Family Harbor receive exclusive access to the Family Harbor Lounge—a cozy retreat with snacks, games, and more.

The Carnival Sunshine, with its myriad of room options, caters to every kind of cruiser. Whether you’re looking for a romantic hideaway, a wellness retreat, or a family-friendly space, this ship ensures you find your perfect match.

And remember, no matter which room you pick, the magic of the open ocean and the allure of distant shores will always be the real stars of the show.

Tips for Landing the Perfect Carnival Sunshine Stateroom

Okay, fellow travelers, so we’ve gone through the nitty-gritty of what might throw a tiny wrench in our perfect cruise plans. But fear not!

Just as every cloud has a silver lining, every ship, including the Carnival Sunshine, has its dream rooms. Here’s your compass to make sure you’re pointed in the right direction:

Deck Plan Detective Work:

• Consult the Blueprint: Almost every cruise website has a deck plan. It’s like your personal Marauder’s Map, revealing every nook and cranny of the ship. Use the Carnival Sunshine deck plan to visualize where your potential room is in relation to all the action.

Seek Out the Wisdom of the Masses:

• Read Reviews: Fellow cruisers love sharing their experiences—both good and bad. Platforms like CruiseCritic or even TripAdvisor can be goldmines for real-world feedback.
• Engage in Forums: Have a specific question? Dive into cruise forums! There’s a whole community out there ready to drop some wisdom.

Dial It Up:

• Reach Out: Whether it’s the cruise line directly or your trusty travel agent, sometimes a quick call can clear up any room-related riddles. They often have inside information about which rooms are most popular and why.

Prioritize YOUR Needs:

• Quiet Seeker or Party Lover? Some want to be in the heart of it all, while others crave serenity. Decide what’s important for your vacation vibe.
• View vs. Value: Determine if you’re someone who’ll spend a lot of time enjoying the view or if you’d rather save some bucks for fun excursions.

Flexibility is Your Friend:

• Be Open: Sometimes, the best rooms get snapped up quickly. Having a couple of options in mind can save you from disappointment.
• Early Bird or Last Minute? Booking way in advance can secure prime spots. However, sometimes last-minute bookings can also offer unexpected upgrades!

Cruising is all about unwinding, and nothing sets the tone better than a room that feels just right. Whether you’re sipping a cocktail on your balcony, gazing at the ocean, or simply snuggling in for a movie night, remember: it’s your personal haven on the high seas. So, take a tad bit of time to pick wisely!

Sailing on Sunshine: The Top Features of the Carnival Sunshine

After all the cautionary tales, it’s time to remember why we’re talking about the Carnival Sunshine in the first place: because she’s one fantastic ship! This floating marvel is packed with experiences that will make your vacation truly memorable. Let’s set those potential room snafus aside for a moment and dive into the glittering highlights of this oceanic gem:

WaterWorks:

• Make a splash with the ship’s onboard water park! From spiraling waterslides to the delightful PowerDrencher, it’s an aquatic adventure waiting to happen.

Serenity Adult-Only Retreat:

• Need a break from the energetic vibe? This oasis is reserved for those 21 and over, offering a peaceful escape with plush loungers, whirlpools, and a bar for those refreshing cocktails.

SportSquare:

• Challenge friends and family to a game of mini-golf, basketball, or even a round on the ropes course! It’s a playground for the active traveler.

Cloud 9 Spa:

• Indulge in a little ‘me-time’ with a range of treatments from massages to facials. The thermal suites and thalassotherapy pool are the cherries on top of this relaxing sundae.

Dining Delights:

• From the tantalizing tastes of Fahrenheit 555 Steakhouse to the spicy flair of BlueIguana Cantina , the Carnival Sunshine ensures your taste buds are on a journey of their own. Not to forget the delectable bites from Guy’s Burger Joint that has everyone coming back for more.

Entertainment Extravaganza:

• Whether you’re into captivating musicals, side-splitting comedy acts, or groovy dance clubs, there’s an entertainment option for every mood. The Liquid Lounge is the place to be for show-stopping performances.

Hasbro, The Game Show:

• Take family game night to a whole new level. Participate in real-life versions of your favorite Hasbro games and become a part of the exhilarating action.

Camp Ocean:

• Traveling with the little ones? Camp Ocean offers a range of supervised activities for kids, ensuring they have as much fun as the adults (if not more!).

The Carnival Sunshine isn’t just a ship—it’s a floating city bursting with excitement, relaxation, and everything in between. It’s a testament to Carnival’s dedication to ensuring each guest, no matter which room they’re in, has the time of their life on the high seas. So, get ready to soak in the sun and sail away on an unforgettable journey!

FAQs: Carnival Sunshine Rooms to Avoid

Why should I be concerned about the location of my room on Carnival Sunshine?

Just like in a hotel, location can influence noise levels, view quality, and accessibility to key amenities. While Carnival Sunshine offers fantastic accommodations, being informed about potential room pitfalls can ensure you have the smoothest and most enjoyable cruise experience.

Are lower deck rooms more prone to noise and vibrations?

Lower deck rooms, especially those towards the rear (aft) of the ship, can sometimes be closer to the engines, leading to a bit more noise and vibration. However, some cruisers actually find the gentle hum of the ship soothing!

I’ve booked an ocean view room. Will I have an obstructed view?

Not all ocean view rooms have obstructions. However, some might have lifeboats or other ship structures limiting the view. It’s best to consult the ship’s deck plan or ask when booking to ensure you get the view you’re hoping for.

Are rooms near elevators and staircases noisy?

Rooms immediately adjacent to elevators or staircases can experience more foot traffic, potentially leading to a bit more noise. If you’re a light sleeper, you might want to choose a room a bit further away from these high-traffic areas.

Is it better to book rooms at the front (bow) or back (aft) of the ship?

It depends on personal preference. The bow might experience more motion, while the aft could have slight vibrations from the engines. However, both areas offer unique views and can be quieter than mid-ship rooms since they’re farther from main activities.

I’m sensitive to motion sickness. Where should I book my room?

If you’re prone to motion sickness, it’s generally recommended to book a room on a lower deck and towards the middle (midship) of the ship. This area tends to experience the least motion.

Are all balcony rooms created equal?

Not necessarily. Some balcony rooms might have partially or fully obstructed views, while others could be more exposed to public areas. Again, it’s wise to check the ship’s deck plan or consult reviews to get a sense of the balcony’s privacy and view.

I love activities and want to be in the heart of the action. Where should I book?

If you want to be close to the main attractions, consider rooms near the Lido deck or main activity areas. Just be prepared for a bit more noise, especially during peak activity times.

I’ve heard about ‘guaranteed cabins.’ Are they risky?

When you book a ‘guaranteed cabin,’ you’re guaranteed a room in the category you’ve chosen (or possibly higher), but you won’t have control over its specific location. This means you could get a fantastic spot or one that’s less desirable. It’s a bit of a gamble, but it often comes with a reduced rate.

Can I request a room change if I’m unhappy with my assigned room?

While the cruise staff will do their best to accommodate your needs, room changes on board are subject to availability. If room location is a major concern, it’s best to address this during the booking process rather than waiting to board.

Wrap up a full day of Carnival fun… and you're gonna need a good night's sleep. Our staterooms are here to help.

ROOM TYPES FOR ALL TYPES

When it comes to staterooms, one size only fits some. That's why we've got enough variety to satisfy any type of fun seeker.

Interior Staterooms

The most affordable way to experience all the Carnival excitement, without cutting corners on comfort. Here’s the perfect spot to curl up after a long day’s fun.

Available On : All ships

Available Features

Ocean View Staterooms

These comfy rooms with a view let you sail along to beautiful destinations while gazing at the sort of vistas you simply won't find anywhere on land.

Balcony Staterooms

Any time you’re in your room, you’re steps away from your own personal outdoor oasis… designed for maximum sea breeze and the most stunning views.

Get all the comforts of home and then some, with absolutely none of the hassles. Get comfy… stretch out, put your feet up. Or just spend time on your balcony — you’ve got one of our most spacious rooms.

Exclusive Amenities:

• VIP check-in, plus priority embarkation and debarkation
• Priority dinner reservations and main dining room time assignment
• One complimentary load of laundry service
• Two complimentary large bottles of water

Exclusive Amenities

• Priority check-in, embarkation & debarkation
• Priority dinner reservations & main dining room time assignment
• Pillow-top mattresses

Family Harbor Staterooms & Suites

The term “family room” brings to mind that comfy place where kids and parents can do the all-important work of having fun simply being together. That’s precisely why there’s Family Harbor. You’ll notice that Family Harbor staterooms sport a classically American nautical décor... but benefits don’t stop at your door. Family Harbor staterooms are located near the Family Harbor Lounge, an exclusive spot featuring breakfast in the morning, snacks throughout the day, plus activities like board games, family movies, video games and more. As you explore the rest of the ship, the Family Harbor benefits come along, with your kids eating free in most onboard specialty restaurants... plus one free evening of Night Owls babysitting service, so you can enjoy some much-deserved alone time.

Available On : Carnival Celebration ® , Carnival Horizon ® , Carnival Jubilee ™ , Mardi Gras ® , Carnival Panorama ® and Carnival Vista ®

Cloud 9 Spa Staterooms & Suites

Cloud 9 Spa ™ staterooms do things a little different than ordinary staterooms. For starters, we dare you to cross the threshold without feeling a little more relaxed. Once you're inside, you'll find pleasing decor and in-room amenities like ELEMIS bath products and spa-branded bathrobes and slippers to enhance your stay.

What’s more, your excellent stateroom choice gets you priority spa reservations, free fitness classes, unlimited access to the thermal suites, exclusive discounts on treatments during port days... and more. (And on ships with a Hydrotherapy Pool, you’re welcome to use it as much as you want!)

And the best part? We've got a full range of rooms with that Cloud 9 mojo, from cozy Interiors to stretch-out Suites, ensuring you'll never have to sacrifice comfort for value.

Available On : Carnival Breeze ® , Carnival Celebration ® , Carnival Dream ® , Carnival Horizon ® , Carnival Jubilee ™ , Carnival Luminosa ® ,Carnival Magic ® , Mardi Gras. ® , Carnival Panorama ® , Carnival Radiance ® , Carnival Splendor ® , Carnival Sunrise ® , Carnival Sunshine ® and Carnival Vista ®

Havana Staterooms & Suites

At Carnival we love to cruise as much as anyone, but when you book a Havana stateroom, it's like you're no longer on a ship... you're at an exclusive island resort. But unlike most spots on land, you're never far from the ocean... or from the Havana Bar & Pool. (You'll enjoy exclusive access to the pool area!) Inside, all Havana staterooms feature a unique décor, but step up to a Havana Cabana for an extra-large outdoor chill space featuring a lounge-ready hammock chair. Step into a Havana Cabana suite for even more space, plus a luxurious rain shower. (All Havana stateroom guests must be 12 or older.)

Terrazza Staterooms

Have you ever thought “maybe I could live like an Italian”? Well there’s a place you can kind of try out the lifestyle, at least for one vacation: Terrazza Staterooms aboard a Carnival cruise! You’ll find these aboard any of our Fun Italian Style ships, and the resort layout gives you everything you need for comfort and style in one place. For starters, all the staterooms feature a fresh style inside… and some add premium open-air benefits like a patio lounging area or balcony. And on a select few, the balcony is — how shall we put it? — grandissimo! But guess what’s included with every Terrazza stateroom? Exclusive access to a private deck featuring amenities like all-day lounging with great drinks, entertainment, whirlpools and more. (All Terrazza stateroom guests must be 12 or older.)

Available On : Carnival Firenze ™ and Carnival Venezia ™

ALL THE PERKS, IN EVERY ROOM

With all this comfort and all these standard features, you've gotta try real hard to get homesick on a Carnival cruise.

• Dedicated stateroom attendant
• Soft, cozy linens
• Stateroom climate control
• Plenty of closet and drawer space
• Bathrobes upon request
• In-room safe for valuables

YEP, WE THOUGHT OF THAT TOO

Beyond the basics, you’ll find rooms that take your vacation to the next level — we’re talking stuff that matters most to groups, families, folks with special needs and more!

Adding friends equals multiplying the fun. That’s why many Carnival staterooms can be configured in different ways — some sleep up to five!

Keep the group together. Some cabins have connecting rooms with a common door between them.

When it comes to bathrooms, an extra might be a good idea. Deluxe Ocean View staterooms sleep up to five and come with an extra half-bath.

Specially modified rooms are available for guests with special needs .

TOP-TO-BOTTOM, FRONT-TO-BACK FUN

Wherever on the ship you make your home base, good times aren't far.

• Lower decks
• Upper decks

For arts and entertainment, health and relaxation, stay up front. The fitness center and spa are nearby, not to mention great performances in the show lounge.

A Look Inside the Splendor Fire: Multitude of Factors

• July 16, 2013

The Coast Guard report talked about everything from heat exchange/air cooler issues to significant human error that started with a fire alarm panel being turned off on the bridge, in addition to a CO2 system which did not work properly.

Cruise Industry News’ editorial team dissected the report:

The relatively new vessel in the Carnival Splendor suffered what the Coast Guard said was a “major mechanical failure” in its fifth diesel generator – which was in one of two separated engine rooms.

The engine fire eventually ignited cable runs overhead, which then proceeded to burn and rendered the 2007-built ship without power.

“It took fire teams approximately two hours to locate the fire in the cable runs. Once located, the fire teams attempted to extinguish it with CO2 and dry powder portable extinguishers. However, the fire was not fully controlled by these agents due to a lack of cooling of the cable conductors which held heat and caused the cable insulation and jacket materials to continue to burn,” said the report.

Five hours later, the Captain evacuated the engine room to use the CO2 system, which did not work on either attempt for the 113,323-ton, 3,006-passenger vessel.

The Coast Guard went on to say in its executive summary that the local Hi-Fog system was activated 15 minutes after the fire started, due to a bridge watchstander resetting the fire alarm panel on the bridge multiple times.

“This was a critical error which allowed the fire to spread to the overhead cables and eventually caused the loss of power,” added the report, which also went on to note the failure of the CO2 system and “poor execution of the firefighting plan to the ineffectiveness of the crew’s firefighting effort.”

The Coast Guard investigation went minute by minute, analyzing the fire and ship’s response.

At 5:58 am on the morning of November 8, Diesel Generator 5 experienced a torsional vibration alarm (indicative of an imbalance in an operating engine and may be caused by a variety of conditions), which engineers went to investigate. They immediately heard an explosion and saw smoke, thus retreating to the engine control room, which also began to fill with smoke.

Seeing flames on their camera displays, the Chief Engineer was notified, as the engineers started emergency procedures for an engine room fire.

At 6:01, the desk officer announced the fire to the bridge, and called the fire team. At the same time, smoke detectors were activated above the generators, and a bridge officer reset them.

“As a result, the Hi-Fog system for local protection was not automatically triggered by the fire detection system,” said the Coast Guard explanation.

A minute after the fire teams went in, the vessel lost all primary power, and the Emergency Diesel Generator kicked in.

That lasted for a minute, and then the generator stopped, meaning the battery system kept emergency lighting and other critical systems running.

Things got worse at 6:11, when the Hi-Fog system pumps experienced a fault condition and nitrogen back-up cylinders came in – with the Hi-Fog system activating a few minutes later and providing much-needed water mist.

Passengers first heard of the fire from the Cruise Director at 6:14, with a general alarm following some 17 minutes later.

The Emergency Generator came back at 6:36, providing key power for the Hi-Fog pumps to get back up to working order.

The engine room fire was extinguished just before 9:00, but started up again roughly an hour later, before being put out and starting up yet again.

As the fire re-flashed at 10:54, per the Coast Guard report, citing the Chief Engineer on the Splendor, the Captain decided to use the CO2 system, verifying the engine room was evacuated.

The CO2 system activation proved unsuccessful from a remote station near the engine control room.

The Emergency Generator meanwhile quit again (it would start soon after, however), and the Captain opted to use the back-up controls to activate the CO2 system from Deck 11. It failed, with crew noting multiple gas leaks.

Smoke was still in the engine room come early afternoon, and the temperature inside was some 165 ° F, the fire was gone and a fan brought the temperatures down. A little while later, at 15:11, the crew extinguished a fire in the cabling and the ship set up regular fire patrols.

Due to the extensive damage, the ship did not have power and was towed to port.

What Happened?

“The heaviest component ejected was the crankshaft counterweight which landed on the starboard side of the engine between DG (Diesel Generator) 5 and DG 6 in the primary burn area. The free end side of the counterweight of crank number one had been ejected from the crank case damaging the engine block on its way. The lower halves of each connecting rod were seized on the crank pins (crank shaft journals). The lower parts of the cylinder liners were each destroyed and the engine block severely damaged.”

Consulting engineers retained by Carnival Cruise Lines noted a connecting rod that fractured with a fatigue crack that most likely started as a result of increased surface stresses.

The engineers said that for this to happen, it would take between three and 324 operating hours at a constant speed of 514 RPM – an estimate Carnival said was conservative.

As for the engine? That had been started a day prior, and was running for eight hours and 24 minutes when it failed.

Engine operating records were requested from Carnival, but of the six main engines on the Splendor, only the main bearing temperature of one engine was recorded and maintained for historical purposes, according to the Coast Guard, adding that Carnival kept no historical records in regards to engine sensor data.

The Coast Guard explained that the ship had the technology and software to collect data, but those systems were not set up to do it. Engineers did not manually record and store engine data either, and were not required to review engine operating parameters

“Further investigation revealed that this was common practice on many Carnival vessels,” noted the report.

Work was recorded on the engine that failed on November 4, with air cooler problems experienced the prior summer. Records of this work (referred to as screen prints internally) were not provided.

Interestingly, additional data such as start and stop data along with electrical load information and “performance and efficiency measurements” were provided through a special software system back to the offices in Miami.

Torsional Vibration Alarms

Working with engine manufacturer Wartsila, the  Coast Guard investigated the alarm that went off moments before the engine went – a torsional vibration alarm, which is indicative of an imbalance in an operating engine and may be caused by a variety of conditions.

A review of available data showed the alarm not to be a once-in-a-lifetime event, with noted alarms attributed to electrical overload, high temperature cooling, and other incidents on October 21 and November 5 that resulted in head gasket replacements.

Following the November 5 head gasket job, there were no torsional vibration alarms recorded from the Wartsila powerplant.

Heat Exchanger?

The three companies had what amounted to a technical service bulletin on the issue calling for individual drain piping lines from each engine to a storage tank, using an air-gap to a funnel to confirm drainage was happening, and increasing the drainage pipe diameter size.

Other Carnival vessels had instances where hydrolock was a concern due to poor heat exchanger drainage, according to the Coast Guard, which cited emails from Wartsila and Carnival Dream (technical staff) having excessive accumulations of water within receiver and charger air cooler of the engine noted only after an incident with an engine.

On July 12, 2010, records shows the B bank of the failed engine was severely corroded, destroyed and leaking in regard to the air cooler heat exchanger.

After the incident, check valves were installed in the piping for three engines. “During the investigation, a number of Carnival employees stated that fluids and moisture from operating engines would back flow into the air coolers of engines that were secured due to the design of the piping system and absence of check valves.  The back flow was due to the fact that they shared a common line leading to the tank and lacked check valves.”

The engines onboard the Splendor were not fitted with pressure gauges locally that measured the pressure drop across the heat exchangers, according to the Coast Guard’s findings, but the ship did have a hand-held device that could perform the task.

Closer inspection of the air coolers on the failed engine did show significant quantities of ferrous oxide and rust in the air cooler base area and outlet areas, but the heat exchangers were tested and found not to be leaking.

The report goes on: “Considering the heat exchangers were replaced in July 2010, the deterioration of the (engines) air coolers was alarming. As such, other factors may have contributed to the deterioration of the heat exchangers such as a lack of coatings, the use of dissimilar metals, and insufficient electrical grounding.”

And there is more: the report mentioned possible hydrolock conditions in addition to a “slow turn” system for the Wartsila 46C engine, enabling it to start easily.

“According to Wartsila and Carnival, the slow turn feature does not generate sufficient force to damage an engine during the slow turn … As noted previously, a review of all available alarm data showed no slow turn mechanical failures associated with DG5 except during July of 2008.”

Hi-Fog System

While the first smoke/fire alarm came on at 6:00:20 and another alarm followed 13 seconds later “the Hi-Fog system was programmed with a 40 second time delay before the zone valve(s) for the aft engine room are opened.”

Moments later, a bridge watch office reset the alarm panel on the bridge, a key part of the Splendor story, and as three fire/smoke alarms went off again, the watch officer reset the alarms a second time.

The sensors alerting the bridge of the fire were destroyed, putting them in fault status by 6:03 and thus rendering them “not active.”

More alarms went off and the system was finally used for the aft engine room at 6:15.

“As a result of the intervention by the bridge watch officer, the activation of the Hi-Fog local protection system for DG 5 and 6 was delayed by approximately 15 minutes. By the time the Hi- Fog system was activated, the fire had spread to the cable runs over DG 5 and 6. Since the Hi- Fog system was designed for local protection, the nozzles were positioned below the cables runs and the Hi-Fog system was not effective in suppressing or extinguishing the fire in the cable runs.”

CO2 System Fails

The CO2 system on modern cruise ships is designed to put out a fire near-instantly, killing off the oxygen supply (assuming the area is evacuated). On the Splendor, two attempts to use this system resulted in two failures.

The Coast Guard cited leaking connectors, and control valve handles “incorrectly fitted,” as well as “a number of the fasteners securing the actuating arms to different control valves were discovered loose.”

An analysis of the system by Lucius Pitkin, Inc. found quite a few problem spots, starting with actuating levers not attached correctly to valve stems, water present in the system (corrosion), numerous leaks, and incorrect installation with pieces of hemp used to seal screwed connections which had been carried through the system and became lodged in the non-return valves preventing them from seating.

Perhaps even worse: the levers on the “ball valves in one control cabinet had been incorrectly fitted, such that the valves were open when the lever positions showed the valves to be closed.”

Sister company Princess Cruises had reported problems to Carnival Corporation with its CO2 system aboard the Crown Princess in 2009, using similar hemp thread sealant. An advisory notice followed that there was a potential risk for accidental release of CO2. While the ship had been approved by class society RINA and Carnival, Wilhelmsen found issues with the vessel’s CO2 system in 2009.

These problems included remote release stations on Deck 0 in non-functional status and challenges with the non-return valves on Deck 11. Furthermore, the pneumatic actuating system for the directional valves for the aft engine room and the forward engine room were installed backwards, among other items.

“As a result of these issues, Carnival took aggressive action to correct the deficiencies and ensure all sister vessels based on the original Carnival Destiny design were checked by their operators. Additionally, Carnival reviewed inspection reports and conducted additional inspections for the remaining Carnival vessels built in the other yards of the (Fincantieri) group.”

It does not stop there, however, as the firefighting manual aboard the vessel referred to a different CO2 system with photos and more being inaccurate, said the Coast Guard.

“Another document that appears to be part of a RINA approval letter dated December 28, 2008, describes the operational procedure in exact reverse order.”

Firefighting

In addition, hampering efforts was the “the Captain’s decision to ventilate the aft engine room before the fire was fully extinguished.”

The Coast Guard pointed to issues with training as well – with very little documentation on fire drills, several drills lasting under 30 minutes, and fire teams conducting drills in simulated spaces, that being, not the actual space.

The report continues that it “did not appear the Captain and bridge crew participated in the fire drills,” and that from May to November, 2010, there were no fire drills run in the engine room.

“While it appears that Carnival had met the SOLAS and STCW requirements for the training of  crewmembers, the performance of the crew in this instance indicates that the training and fire drills did not sufficiently prepare the crew for this type of contingency.”

The Coast Guard has concluded the failure was started by a hydrolock event in the engine, which went undetected and led to the fatigue fraction in the connecting rod.

The poor condition of the air cooler also contributed, as did excessive rust particles.  

“The poor design of the air cooler system contributed to both the deterioration of the system and the excessive accumulation of fluid in the B side air cooler for the engine,” the report said.

“While Carnival had recognized the problem with the air coolers on similar vessels, replaced the air cooler on the Carnival Splendor in July 2010 and took steps to prevent and manage the accumulation of fluid in the air coolers, the lack of formal procedures to document these measures and the poor condition of the air coolers (as observed post-casualty) suggests that these procedures were not routinely followed. Furthermore, the solutions devised after the July 2010 air cooler replacement were short-term fixes which relied on human intervention to manage the accumulation of water in the air cooler versus long-term engineering fixes to prevent the accumulation of fluid in the air coolers.”

Furthermore, the fire would have been manageable, said the Coast Guard, if the Hi-Fog system stepped in quickly and it could have even burned out on its own.

But prior to being put out, the fire ignited cables causing a secondary fire that ignited for hours after the initial issue.

“As such, the lack of manual activation of the Hi-Fog system by the engineering watchstanders, as well as the resetting of the fire alarm panel by the bridge watchstanders were critical mistakes which allowed the initial fire to burn without impediment for several minutes and propagate to the overhead cable runs.”

The Coast Guard pointed to the multitude of issues that made things less than ideal for the ship: ranging from firefighting problems to a non-working CO2 system, which all added up and caused more damage than necessary.

Recommendations included ditching the 40-second delay on the Hi-Fog system, improving the air cooler system, better training, and looking into “the susceptibility of the Carnival Splendor and all Dream class vessels to a complete loss of power due to the design and arrangement of electrical system and components.”

Carnival Response

Not one to sit on its hands, Carnival has launched its own investigation into the incident and is committed to continuous improvement, according to a released statement.

“We agree with the U.S. Coast Guard’s conclusions surrounding fire detection and firefighting processes and took numerous actions throughout our fleet as a result, including the creation of a Fire Safety Task Force,” said the Miami-based cruise operator. “Those efforts resulted in the implementation and enhancements of a number of processes, training and equipment, as well as the formation of a new Marine Safety department.”

“These actions directly contributed to the rapid detection and suppression of the fire on Carnival Triumph in February of 2013. Additionally, on April 17 of this year, the company announced a $300 million fleet-wide enhancement program that is currently underway to significantly enhance emergency power capabilities, further strengthen existing fire safety systems by installing the most advanced technology available, and improve the level of operating redundancies across our entire 24-ship fleet.”

In addition, and very important, there were no injuries on the Splendor or Triumph as a direct result of the engine room fire.

Earlier this year, Carnival appointed Richard J. O’Hanlon, a former rear admiral in the U.S. Navy, as vice president of nautical and safety operations for the line. He has an impressive marine background, including serving as commanding officer of a nuclear-powered aircraft carrier.

Part of the April announcement was the deployment of a company Safety & Reliability Review Board, created to “provide independent third-party perspective and to drive continuous improvement across the line’s fleet. The core objectives of the board are to review Carnival Cruise Lines’ current policies, practices and performance and to guide the company in incorporating best practices from other relevant fields and industries.”

Carnival named four new members to the Review Board on July 15, they are:  Rear Admiral Mark H. Buzby, Rear Admiral Joseph F. Campbell, Ray Valeika and Dr. John K. Lauber.

Update: Carnival released this information on July 16, pertaining to specific steps the cruise line has taken in regards to the Coast Guard’s report.

Photos: United States Coast Guard Text: Cruise Industry News Editorial Staff Original Report: Click Here

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Accident Location

Engine room fire aboard cruise ship carnival liberty, what happened.

On September 7, 2015, about 1133 local time, a fire broke out in the engine room aboard cruise ship Carnival Liberty . At the time, the vessel was alongside the dock in the Port of Charlotte Amalie, St. Thomas, US Virgin Islands. The master ordered the passengers aboard the vessel to evacuate to the dock. The crew used the ship's water mist- and carbon dioxide (CO2) firefighting systems to extinguish the fire. No one was injured, nor was any environmental damage reported. Fire damage to the ship was estimated at $1.725 million.

What We Found

​​The probable cause of the engine room fire aboard the Carnival Liberty was loosened bolts, likely resulting from improper tightening during prior maintenance and vibration of the piping over time, on a fuel supply inlet flange on diesel generator 4, which triggered an uncontrolled fuel spray from the inlet flange onto a hot surface on the diesel generator.

What We Recommended

​As a r​esult of this investigation, we made two recommendations to Carnival​ Corporation and one recommendation to the Cruise Lines International Association.​​

Lessons Learned

Carnival Cruise Line shares details on its 'naughty room'

Cruise-ship passengers have a lot of lingo that's unique to ships. 

Some of it explains itself. If you get invited to a "sailaway party," you can intuitively figure out what that means, but other terms are a little harder to understand.

Regular Royal Caribbean passengers, for example, might suggest you meet at "Schooner," while Celebrity Cruises passengers might opt for a drink at "Sunset." In both cases, the references are to bars that are staples for each cruise line. 

Related: Royal Caribbean's Captain Kate shares harrowing bad weather story

Every cruise line has touchpoints like those, where regulars know names, places and venues that can be used as shorthand. Regular passengers know that Royal Caribbean's buffet is the Windjammer, while Carnival's buffet is technically the Lido Marketplace, although most people simply call it the Lido.

Cruise ships also have unofficial lingo like Royal Caribbean's "washy washy" people. That's a reference to the people who stand in front of the WIndjammer buffet asking (or sometimes singing) people to wash their hands.

It's part of the cruising experience, but it can sometimes be hard to know when the wider cruise community has embraced a particular term. Carnival's brand ambassador, John Heald, recently used a cruise-lingo term and offered passengers clarity as to what it means.

Carnival explains its 'naughty room'

It's hard to know when cruise ship lingo has crossed from insider knowledge to the mainstream. Having Heald, who speaks to hundreds of thousands of Carnival Cruise Line ( CCL ) passengers, use a term, however, essentially makes it mainstream.

Heald recently discussed a note sent to him by an angry passenger.

"Mom and me were on the Valor back in March. We were called to the naughty room because we had a Kuppet portable washing machine in our big bag. We were treated like criminals and degraded. I hope Carnival will be more sympathetic to people and do away with this humiliating experience," the person, identified as "L," wrote.

Heald, first responded by trying to deescalate the situation and using a little of his trademark humor.

"Thank you and I am so sorry 'L' that this happened to you but, the team were doing their jobs and I promise the intention was not to 'humiliate you.' And who knew you could get portable washing machines? Not me," he wrote.

The brand ambassador then acknowledged what the "naughty room" refers to,

"I do have to say I always smile when I hear the place on deck 0 where these inspections are carried out referred to as 'the naughty room.' Where did this ever start? Was it my late Mum who came up with this?" he added.

Here's what's not allowed on Carnival ships

Carnival has a long list of banned items. Some, like weapons and firearms, are obvious, but others are less intuitive because you could use them at a land-based hotel. Heald made clear that the banned list evolves.

"Portable washing machines will be added to the prohibited list," he wrote.

Carnival outlined some details about its policies on its website, which includes many items that passengers may not expect.

"Electrical and household appliances containing any kind of heating element, such as irons, clothes steamers, immersion heaters, heating blankets, water heaters, coffee machines, hot plates, toasters, heating pads, humidifier, etc.," are banned by the cruise line.

Carnival also bans any power strips or plugs that include surge protector. Candles, or any open flame are also prohibited.

Some banned products, including dive knifes, are allowed as long as they are declared. Donna Contenta shared a post on Heald's page where she detailed getting sent to the naughty room.

"I went for a dive knife. It wasn’t that bad. We just had to follow the rules. we were able to take it when we got off the ship to go for a dive and turn it back in when we got back. It really wasn’t that big a deal," she wrote.

Many of the 1,500-plus comments shared positive stories about being sent to the naughty room.

ALSO READ: Royal Caribbean's Captain Kate shares harrowing bad weather story

"Yes, one time I had to go to the naughty room. It was due to having a small sewing kit that included a small pair of scissors in my suitcase. They couldn’t tell the size of the scissors and wanted to see them. I was able to leave with my bag intact," posted Susan Hartley.