Ben a Final Tar if and Cruise Terminal Program

8/3/2019 Ben a Final Tar if and Cruise Terminal Program

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Chapter

1

The Hague / Scheveningen CruisePort Cruise Program and TariffAnalysis

Prepared for Zublin Grenada Ltd., AM Development & Vestia

Draft Update Report Submission

August 27, 2008

Prepared by:


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The Hague / Scheveningen Cruise Port Update of the Cruise Program and Tariff Analysis

Prepared by Bermello Ajamil & Partners, Inc. August 27, 2008Page 2

Chapter

1

Cruise Operations and Programmatic Layouts

1.1 Background and study objectives

As part of the continuing development of the cruise facilities program for The Hague /Scheveningen, B&A was tasked to conduct a physical facilities needs assessment based on thepassenger and vessel projections established in the Market Study conducted earlier this year.This report serves as an Update to the 2007 report. This report further develops aset of programmatic modules that tie design vessel operations to facility needs. All timing(seasonality, number of hours required at the berth, pattern of passenger embarkation /disembarkation) and operational aspects of cruise homeport and port-of-call activities arefully explored. From this analysis, the following items will be estimated:

Number of the berths and terminal facilities required; Berth utilization (by day); Average and maximum passenger throughput; and, Ground transportation and parking demand (based on volumes, cruise lines and type of

cruise).

1.2 Cruise Passenger and Vessel Throughput

To create a baseline for determining the physical infrastructure requirements of the facilitywe used the maximum passenger and vessel projections from each of the three approachesdeveloped under the Market Study. Furthermore, we explored the anticipated cruiseoperational patterns for the new facility based on the market study and cruise line feedbackto determine the variable percentage of those vessels homeporting or conducting port-of-calloperations from the new facility. Figure 1 provides the overview of maximum passengerthroughput by year for the new facility from 2010 through 2026. To further amplify the actualcruise vessel and passenger throughput we have made a determination that the facility will handle

approximately 25% homeport and 75% port-of-call traffic over the period.

This allows us to further delineate not only the types of facilities required to accommodatethe two types of traffic, but more importantly the volumes of each over time. This may besomewhat different and change over the course of the study period (2010-2026). However,we believe that the recommended facilities in place will be able to accommodate futuretraffic, albeit managed based on vacation patterns and desired itinerary pattern types such as8-day. Currently, Amsterdam is at approximately 50% for homeport and port-of-call, whileRotterdam is almost exclusively port-of-call. Based on our analysis of the cruise patterns anduse of other complementary homeports, such as Hamburg, Kiel, Copenhagen, Harwich,


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Southampton and Dover, we determined that The Hague will likely serve slightly more as aport-of-call due to the other influencing factors.

Figure 1: Maximum Passenger Throughput, 2010 - 2026

Source: B&A, 2007

From these annual maximum passenger throughputs we determined the monthly capacityand daily loads for both cruise passenger and vessels. Based on our analysis of the seasonalityin the region we determined that the season runs mainly from late April through earlyNovember with the peak season from mid-May through mid-September. Over the course of

time, we anticipate spreading out somewhat into the shoulder season. See Figure 2.

Figure 2: Northern Europe Cruise Seasonality, 2000 - 2007

Source: B&A, 2008


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Using the maximum passenger and vessel traffic from the assembled projections the followingmonthly throughputs were determined for each high result. The projected traffic throughputfor the facility is found below in Table 1.

Table 1: Traffic Throughput Percentage by Month

Source: B&A, 2008

MONTH PERCENTAGE OF TRAFFIC THROUGHPUT BY SEASON (100%)MAY 2.00%

JUNE 10.00%

JULY 35.00%

AUGUST 30.00%

SEPTEMBER 15.00%

OCTOBER 5.00%

NOVEMBER 1.00%

DECEMBER 2.00%

As illustrated we believe the patterns for cruise traffic to the region will remain relatively

consistent over the study period. We have provided slightly more volume to the shoulderareas, particularly June and September in the belief that the Northern European region willcontinue to prosper by providing increased per diems to the cruise lines over those found incompeting markets such as Alaska, Bermuda, Caribbean and Atlantic Canada. This monthlytraffic analysis provides the baseline for the daily traffic template. Figures 3 through 5 providethe monthly maximum traffic throughputs for The Hague based on the projection models.

Figure 3: Approach A Maximum Passenger Monthly Throughput, 2010 - 2026

Source: B&A, 2008

July and August are the peak months for cruise passenger traffic with between 39,000 to46,000 passengers per month by 2026 in Approach A.


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Approach B shows slightly more overall passenger volume with ranges from 54,000 to 63,000passengers for the peak months in 2026 as illustrated in Figure 4.

Figure 4: Approach B Maximum Passenger Monthly Throughput, 2010 - 2026

Source: B&A, 2008

Projection Approach C is developed through various scenarios based on cruise line feedbackand market indicators. This is the most aggressive approach overall and provides for themaximum passenger throughput for the months of July and August with between 94,000 to109,000 passengers respectively. See Figure 5.

Figure 5: Approach C Maximum Passenger Monthly Throughput, 2010 - 2026

Source: B&A, 2008


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We have also calculated the maximum vessel throughput for each of the approaches asprovided. They range from a maximum of 14 vessels on the peak month of July underApproach A; 20 under Approach B; and 34 under Approach C. See Figure 6 for Approach Cmaximum vessel throughput. The main reason for the slight decrease in monthly vesselthroughput is the passenger capacity of the vessel should be expanded accordingly.

Figure 6: Approach C Maximum Vessel Monthly Throughput, 2010 - 2026Source: B&A, 2008

The maximum monthly numbers for The Hague / Scheveningen project appear to be in linewith the feedback received from cruise lines through the course of our past meetings.

However, based on our experience we believe that the opportunity is available for TheHague to provide the cruise industry and cruise consumer with numerous advantages overcompeting destinations in the region which may further expand the overall throughput to theport. To some degree, with any approach taken there will be a requirement to effectivelymanage the assets, primarily berths, to make them as efficient as possible through a goodberth allocation policy. It will be important to be able to spread out the weekly traffic with asolid combination of homeport (primarily weekend) and port-of-call (primarily early and lateweek) based on itinerary patterns in the region. Thus, we have defined the daily throughputlevels based on the following assumptions:

The Hague / Scheveningen will serve primarily as a homeport for limited European andNorth American cruise lines;

The majority of North American and UK cruise lines will continue to homeport from theports of Dover, Southampton and Harwich;

The Hague / Scheveningen will serve as the primary port-of-call for the Netherlands dueto its geographic position relevant to passing itineraries; and,


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Amsterdam and Rotterdam will continue to accept cruise operations over the period,albeit more limited due to the increased competition from The Hague / Scheveningen.

Weekends, particularly Saturday and Sunday are the primary homeport operations daysfor the new facility and existing sailings in the region on 8-day patterns;

There are limited homeport operations for non-European lines that will occur onweekdays due to longer itinerary patterns of more than 8-days; Serving as a port-of-call, The Hague / Scheveningen will be used as a strategic port-of-call

by vessels sailing from and to UK ports primarily with most of the homeport activityoccurring on weekend days as well; and,

Port-of-call operations will likely occur and overlap with homeport operations to somedegree, particularly on Monday, Tuesday and Thursday.

Table 2 below illustrates our assumptions for daily passenger traffic over the study period.As shown, the majority of traffic will fall on the weekend days with some 43% of the weekly

traffic on the two days in terms of both passenger and cruise vessel volumes. Based on ouranalysis of the present itineraries assembled from UK ports we envision The Hague /Scheveningen being one of the first ports on the itinerary. However, we also note that manycruise lines prefer a sea day at the beginning of a longer sailing to assist in adjusting passengersand provide for increased onboard spending opportunities. The Hague / Scheveningen will bechallenged to promote itself on each itinerary to capture the full passenger economic benefit,particularly if it is positioned as a first port-of-call from a UK homeport.

Table 2: Traffic Throughput Percentage by Day

Source: B&A, 2008

DAY PERCENTAGE OF TRAFFIC THROUGHPUT BY DAY (100%)

MONDAY 18.00%TUESDAY 14.00%

WEDNESDAY 8.00%

THURSDAY 10.00%

FRIDAY 7.00%

SATURDAY 22.00%

SUNDAY 21.00%

Based on the above table, please see Figures 7 through 9 illustrating the daily cruise vesselvolumes. In 2026 the number of vessels (berths required) on a daily basis peak Saturdayranges from 2 (Approach A); to 3 berths under Approach B; and 5 berths (Approach C).


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Figure 7: Approach A Daily Cruise Vessel Traffic Throughput, 2010 - 2026

Source: B&A, 2008

Figure 8: Approach B Daily Cruise Vessel Traffic Throughput, 2010 - 2026

Source: B&A, 2008


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Figure 9: Approach C Daily Cruise Vessel Traffic Throughput, 2010 - 2026

Source: B&A, 2008

Based on the projection and assumptions established above we provide the followingrecommendations in terms of berth requirements to support long-term cruise operations:

In the short-term two berths are required to support cruise operations; Each berth must accommodate multiple operations (homeport and port-of-call); Mid- to long-term a third berth is required to meet demand (beyond 2018); and, A third berth should be primarily a port-of-call berth with the ability to accommodate

small vessel (less than 1,500-passengers) for homeport operations on an ad-hoc basis.

In the short-term we envision the average throughput in the peak season of 1 port-of-callvessel per day with occasional homeport operations. The average passenger count would befrom 2,000 to 2,800 per vessel based on current and future deployments of vessels in theregion.

1.3 Cruise Vessel Characteristics

As an extension of our work in the Market Study, B&A has verified the characteristics of the

anticipated cruise vessel that will be utilizing the new facilities at The Hague / Scheveningenbased upon our overview of the world cruise order book and new build trends, regionalvessel placement and long-term deployment anticipated for the region.

Cruise vessel characteristics are important for sizing of berthing facilities as well as the uplandrequirements (terminal, retail, ground transportation, parking and others). Based on ourevaluation for cruise the following three vessel types appear to be the largest potentialoptions for The Hague / Scheveningen over the mid- to long-term. They include:


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Post Panamax (sample A): 112,000 GT; 292 m. LOA; 3,500 pax. ; Post Panamax (sample b): 109,000 GT; 289.5 m. LOA; 3,600 pax.; Super Post Panamax (sample c): 160,000 GT; 311 m. LOA; 3,634 pax.The evolution of the cruise vessel has been one of the principal mechanisms propellingindustry growth. It has also required that cruise destinationsboth the maritime portfacilities handling homeport and port-of-call operations as well as the destinationsthemselvesevolve to meet the challenges presented by these vessels if they wish toparticipate in the large-scale segment of the cruise industry. Cruise vessels have advancedthrough a number of developmental phases; from the small, 500-passenger vessels of the1970s to the rise of the Post-panamax, 3,600-passenger vessels of the late 1990s to thesophisticated ultra-vessels of today (see Table 3).

Table 3: Evolution of the Modern Cruise Vessel

Source: B&A, 2008

Period Length (m.) Draft (m.) PAX Characteristics of the Period

1960 155 11 500 Vessels acquired & refurbished.

1970 215 9.75 650Standard business model used with profitableresults until the fuel crisis.

1980 245 9 1,500Change in business model; experimentationwith larger vessels and operating itineraries.

1990 275 8 2,600Larger vessels becoming the destination.Shallower drafts.

1997 294 8 3,600Mega-vessels that are floating cities. Focus onmaximizing passenger capacity. One-regionvessels not capable of Panama Canal Transit.

2000 305 9 3,000

Larger vessel volume concentrating on creatingefficiencies with vessel design, outside cabin

development, vessel services and flexibledeployment.

2006 300+ 9 4,000

Freedom class, 160,000-GT. Allows forincreased onboard revenue areas, largestvessel in the world status and large economiesof scale.

Next Generation 335 425 9 11 5,000+

Product and service led design; new innovativemarine hull design to support more abovewater structure. Separate apartment towers,entertainment zones and amenities. Limitedport deployment options.

Over the past five years, the newest and most popular generation of vessels continues tohave greater volumes and lengths to accommodate the area needed for large scale outsidecabin development. These vessels range in length from 295 365 meters and have lowerberth passenger complements of between 1,950 and 3,600. Cruise lines have focused onimproved operational cost savings by ordering standardized hulls for multiple brands. Byexample, Carnival Corporation uses its Spirit-class vessel hull for Carnival, Holland America,P&O and Costa vessels.


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Grand-, Destiny-, Voyager-class vessel orders, however, are not expected to disappear; severalorders for each of these type vessels are still outstanding and it is likely that more willcontinue to be issued over the next decade. Costa was the first European operator to ordera Concordia-classvessel based on the Spirit-class hull design. Carnival Corporations Queen

Mary2, Pinnacle projectand RCCLs newest Genesis Project vessel suggests that the questfor larger cruise vessels is not over (see Table 4). As illustrated above Star/NCL has also

placed a firm order for two 150,000-GT vessels carrying more than 5,000-passengers each in2,100-cabins.

Table 4: Sample of Large Cruise Vessel Types

Source: B&A, 2007

TypeFirst Post -

Panamax

Todays

Post-Panamax

Tomorrows

Largest Vessel 1

Tomorrows

Largest Vessel

2

Name Grand Princess Freedom Class Genesis Project F3

Operator Princess Cruises RCI RCI Star/NCL

Group Carnival RCCL RCCL Star

Built 1998 2006 2009 2009/10

Pax (LBs) 2,600 3,634 5,400 4,200

Pax (Max) 3,000 4,200 6,400 5,200

GT 108,000 160,000 220,000 150,000 +

LOA (m) 290 339 360 325

Beam (m) 36 46 47 40

Draft (m) 8.2 8.5 9.1 8.5

Air Draft (m) 61 64 65 61.9

For The Hague / Scheveningen, the net result of the cruise vessel development trends is that

cruise facilities and upland tourism support areas will need to be able to accommodate theselarge cruise vessels for the destination to be competitive in the regional marketplace and beable to fully accommodate the future generation cruise vessels service requirements. Thiswill include the ability to offer industry operators facilities and venues capable ofaccommodating a passenger complement upwards of 3,000 6,000 persons per vessel.

Based on our cruise line interviews and understanding of the cruise line market these nextgeneration vessels (more than 320 to 425-m.) will be for the most part purpose-built andintended for specific deployments. They become much more of a destination than eventodays vessels. Thus, while they are built and deployed for a specific cruise deployment itdoes not necessarily imply that The Hague / Scheveningen will have a homeport or port-of-call only opportunity for this vessel type or they will sail within the Northern European

region. It is more likely these will stay in itinerary patterns such as the Caribbean andMediterranean where they have access to a variety of ports that can support cruise activitieswithin a short distance in the region in the mid-term. However, in the long-term we wouldassume these larger vessels will move into the region.


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1.4 Design Vessel Requirements

Based on cruise line interviews and projection scenarios we have developed a design vesselrequirement for homeport and port-of-call operations. Based on the design vesselconsideration can be given to each of the primary infrastructure types (criteria) required to

support design vessel operations with specific emphasis on the primary infrastructure ofentrance channels, turning basins, berths, passenger terminal, GTAs (Ground TransportationAreas) and other elements used to service cruise vessels in port. Competing ports, such asAmsterdam, Rotterdam and UK homeports in the region presently have demand to serveboth Panamax and Post-panamax vessels.

Future Cruise Vessel Characteristics

In considering the types of vessels likely to be operating in the Northern European regionover the short- (today through 4-years), mid- (5 to 9-years) and long-term (over 10-years),several important trends are worthwhile of consideration:

The average length and size of cruise vessels on an international basis continues toincrease. Based on our market assessment and specifically cruise operator 2006 inputcruise vessels with lengths of between 250m and 300m will likely become the operationalnorm and be deployed in most major cruise regionsinclusive of the NorthernEuropean regiontoday and over the next decade. Some larger vessels, such as theVoyager of the Seas will also call in the region.

New SOLAS rules in 2010 will inevitably hasten the withdrawal from service aconsiderable number of vessels that were built before 1969. This series of SOLAS ruleslooks to eliminate all wood from cruise vessels. There are very few vessels left in theconventional worldwide fleets, thus there will be no significant impact on the NorthernEuropean region, as most, if not all vessels from the North American and mainstream

European fleets currently calling meet and exceed these standards.

32 of the 34 large vessels scheduled for introduction over the next five years have anaverage capacity of 2,893 passengers. Thirteen vessels have capacity of over 3,000-passengers. Project Genesis and the NCL vessels, scheduled for delivery in 2009/10,each has an estimated capacity of more than 5,000-passengers.

Through our stakeholder outreach process from 2006, several linesboth regional andinternationalindicated their intention to place larger vessels in the Northern Europeanregion in the mid to long-term. These ships are likely to replace smaller vessels in fleetsand would not necessarily be the largest ships of the worldwide fleet. A Freedom-classship has already sailed in the Mediterranean region and called in the Baltic in 2008.

However, this ship must bypass Amsterdam and Rotterdam due to a number of issuesincluding the length of itinerary pattern, transit time via canal and river and lack ofphysical capacity to be supported at either port or entrance channel. It is likely, basedupon history in the region, that a Voyager-class, equal or larger vessel may be deployed tothe region in the mid- to long-term on a regular basis.

Large cruise vessels must bypass Amsterdam and Rotterdam due to a number of issuesincluding the length of itinerary pattern, transit time via canal and river and lack ofphysical capacity to be supported at either port or entrance channel. It is likely, based


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upon history in the region, that a Voyager- and/ or Freedom-class may be deployed to theregion in the mid- to long-term on a regular basis.

Please see the Independence of the Seas itinerary samples below for further detail on itsdeployment from Southampton in 2008. The 2,500-passenger Jewel of the Seas will bedeployed to Scandinavia & Russia sailings. This vessel, like others sailing from UK homeports

has two days at sea prior to its first call. This is a balance between onboard revenue andspeed & distance issues. Should a destination be available that could deliver a high qualitytourism product within an adequate sail from the homeport of Harwich it may well fit nicelyinto the overall deployment.

Suggested Design Vessels for The Hague / Scheveningen

The previous discussion, cruise line stakeholder outreach and data provided throughout thisreport and the previous Market Study report had as one of its purposes the discovery ofwhat design vessel(s) The Hague / Scheveningen should plan demand and cruise operationsplanning scenarios on for the future. Selection of a model design vessel(s) dictates aprogrammatic response for The Hague / Scheveningen, one that will allow the destination tomeet industry needs, maintain competitiveness in the region into the future, and planhomeport and port-of-call operations as deemed viable and within best practices policies inorder to be a marquee cruise tourism destination. As a result of the previous analysis, thefollowing design vessel particulars were established. Based on additional information

gathered we believe the port may be well served to offer facilities to accommodate

the largest vessel that may sail in the region over the long-term.

Table 5: Suggested Design Vessels for The Hague / Scheveningen

Source: B&A, 2008

TypeDesign Vessel 1

(Panamax)

Design Vessel 2

(post-Panamax)

Design Vessel 3

(Super post-Panamax)

Passengers 2,000 to 2,600 3,000 to 4,000 4,200 to 5,200+

Crew 850 1,200 1,200+GT Up to 100,000 100,000 to 140,000 + 140,000 to 200,000

LOA (m) 275 to 300 300 to 365 350 to 400

Beam (m) Up to 36 Over 36 Over 40

Draft (m) Up to 8.5 8.5 to 10* 10 to 13.5

Air Draft (m) Less than 60 Up to 64 64+

Note: Suggested design vessels represent primary ranges of the majority of vessels within these categories. *Queen

Mary 2 has a vessel draft of 10m.


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These design vessels incorporate the features of the various classes that are becomingindustry standards, including the Destiny, Grand, and Voyager. The Freedom, Genesis and F3classes as Super post-Panamax vessels will likely not have the capacity to launch operations inthe region in the short-to mid-term. However, planning for these design vessels, along withsmaller ships currently sailing within the region and those on the new-build order list givesThe Hague / Scheveningen the flexibility it needs over the long-term to absorb changes in the

cruise industry as the planning process unfolds.

Based on these design vessel characteristics a series of marine requirements for futuremaster planning cruise infrastructure development are provided:

Berth; Minimum 335-meters in length, preferably 390-meters; and, 13.5-meters depth.

A minimum berth face of 275m with supporting bow and stern line positions beyond thislength.1 Dependent upon a marginal wharf, pier or slip configuration, the maximum length ofthe berth face needed to support the post-Panamax design vessel could range between 275mand 390m. Additional maneuvering and vessel safety margins may need to be added given aspecific site. Structural capability of accommodating a post-Panamax vessel of greater than100,000-GT and 50,000-DT.

Apron; 18 20 -meters wide (wharf to accommodate homeport operations; and,

More than 25 - 30-meters wide as a finger pier to accommodate simultaneousvessels (this is also dependent upon additional structures or transportationmechanisms incorporated into the design of the pier).

Pier tie-downs; 150 - 250 ton bollards to accommodate the storm bollard requirements of the

large vessels (not all bollards need to be full strength (250-tons). These aremainly used for and aft to accommodate the bow and stern lines in the event ofheavy winds or storm. 150-ton bollards alongside the vessel for additional tie-downs are incorporated thereafter.

Fendering systems should provide for maximum flexibility to accommodate avariety of cruise vessels and other maritime assets that may use the berths in theoff-season. Yokohama fenders or flat panels can be used as long as they areplaced accordingly. Twenty-five knots of beam wind will generate a force of 200

1Berth face in this usage refers to the area immediately adjacent to the vessels hull as well as all areas required for line

handling and proper movement onto/off of the pier.


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tonnes; should the wind increase to 60 knots, a force of 1,200 tonnes will begenerated. Fendering systems need to be designed to withstand these forces.

Ability to fully secure the vessel apronusing fencing, access control systems,and CCTVwhile the vessel is in port and 24-hours prior to vessel arrival. Theapron should not be used for supporting GTA functions.

For creation of facilities to support a super post-Panamax vessel, structural loads andpossibly berth length would exceed those presented above. A structural load of80,000- to 100,000 DT would be required to accommodate the Super post-Panamax cruise vessel (upwards of 175,000 GT).

Utilities; Water provided for sale on the pier with at least two hookups. A ship can

accept from 100 tonnes to more than 500 tonnes of water per day dependenton the vessel passenger capacity and water use. The average volume is

approximately 10 30 tonnes per hour for the loading process. Cruise andferry ships with passengers can essentially take on water in every port of call if itis available at a good rate and the water quality is good. Potable water, 2"camlock fitting plus international connection.

Waste - The Port Operator must make sure that there are sufficient possibilitiesfor the disposal of ship-generated wastes and that proper collection and disposalcan take place in the designated port. Several types of shipboard waste can begenerated and disposed of in each port of call. They can include types such as:

Solid Waste (contaminated and non-contaminated); Recyclables (paper, plastics and other); Liquid waste (black water, grey water, other); and Toxic waste (chemicals, paint and other).

Dumpsters, telephone, fresh water and (increasingly) gray water connections onthe berth or via barge need to be provided. Fuel operations generally occur viabarge brought alongside the cruise vessel. Specific connections associated withthe Queen Mary 2 are provided below. While several of these are standard forthe largest vessels in operation, a final facility design approach will need to fullyexplore specific needs of several vessel types.

HFO bunker connection, 200mm ND, 12 x 18mm holes on a 295mm PCD. Gas oil bunker connection, 155mmND. 8 x 18mm holes on a 240mm PCD. Dirty oil discharge, 100mm ND, 8 x 14mm holes on a 185mm PCD. Lube oil filling, 80mmND, 8 x 14mm holes on a 165mm PCD.


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Black and grey water discharge, 155mm ND, 8 x 18mm holes on a 240mmPCD.

Dry waste of 25 cubic meters total after a 7 day cruise. No wet waste isdischarged on the pier.

Telecommunications Generally performed via satellite systems. For homeportoperations there must be a system incorporated to provide communicationsfrom the check-in area to the vessel.

Power (Alternative Marine Power) Long-term this will likely be a standard inmost ports worldwide. However, there are still many incompatibilities with thesystems and ships. Infrastructure space should be secured for the futureplacement of this system. It appears Europe is leaning toward quickerdeployment of Amp than other locations. Thus, it is good to reserve

the space and build in the systems to provide the system.

Navigation. Adequate maneuvering within the harbor area inclusive of entrance channel

width of at least 1.5 times the vessels beam. In the case of The Hague /Scheveningen it is clear that the goal of the entrance channel clearance widthshould be to provide for total accommodations year-round without downtime.

Turning Basins - 1.2 to 1.5 times (LOA) Length overall of the cruise vessel. Thisis also dependent upon the internal configuration of the harbor and adjacentmaritime structures.

Gangways and shell doors Clearance times based upon the vessel call type (homeport or port-of-call) this

should be a swift operation to accommodate the requirements of the cruisepassenger. Pre-clearance of the passenger and crew manifest is doneapproximately 24-hours prior to arrival. Upon arrival clearance will be doneonce all documentation is completed and passengers and crew met with asconcerns to Immigration or Customs officials. Clearance time should take nomore than 30-minutes to accomplish once the ship is berthed and officials haveboarded.

Gangway operations A complete study during the design phase for the pierstructure should be conducted to adequately consider the shell door area levelsfor all vessel types (starboard and port side to), wind and tidal allowances, andpier type (marginal vs. finger pier) which have separate width requirements. Asa general rule it would be assumed port-of-call vessels could use manual gangwaysystems at deck 1 and move passengers directly onto the pier and adjacentGround Transportation Area. Homeport operations may require mechanizedgangway systems to support operations using a direct route into a terminal


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facility. In any case a minimum of two gangways per vessel arerequired. An additional crew gangway should also be considered.

Gangway design should allow for a system that moves both horizontally andvertically along the vessel apron to allow for the widest range of vesselembarkation/disembarkation doors to be accommodated. Gangwayssystems should take into account tidal fluctuations and adjust accordingly.

Provisioning and baggage doors it is important to also recognize theprovisioning and baggage shell doors in the design of the pier facility and finalheight ranges to allow for ease of movement of baggage cages, pallets and othermaterials onto and off the vessel. Other shell door considerations may includethe bunkering door, water and garbage removal areas.

There is a potential for the deployment of larger vessels in the region over the long-term asprovided for in the discussion above. First, any new port facility should take intoconsideration the ability to accommodate the next generation of cruise vessel that may sail in

the region. We do not believe there are boundaries to this possibility as defined throughpast experience of the Voyager and Freedom-classes which have been deployed far a field fromtheir originally intended cruising market of the Caribbean. Thus, to provide for either theflexibility to re-develop or engineer existing facilities put in place to accommodate thesevessels or build to their standards today (based on cost considerations) then the destinationwill be well served to meet the needs of the cruise line industry long-term. These are notonly inclusive of the marine infrastructure, but also the terminal, access and GTAs affiliatedwith the cruise operations.

By examples, designing individual GTAs for two cruise vessels that could also serve a single5,000+-passenger vessel may provide for the required flexibility. From an operationalperspective consideration needs to be given then long-term to the acceptance of more than

one of these large vessels per day if the infrastructure cannot adequately accommodate thecapacity overall. From a terminal design perspective, we recommend provided for a flexibleterminal design with no fixed interior walls or stationary check-in or security stations toprovide for the utmost in flexibility based on the size of a single or multiple vessel call.

Ground Transportation Areas and Parking

Both homeport and port-of-call operations need to have large areas dedicated to GTAloading, off-loading and marshalling for tour buses, taxis, limos and private car operations.Tour buses, often the most demanding in terms of area required for operation should have ata minimum a drop-off / pick-up area capable of accommodating between 16 and 20 busessimultaneously for a 3,000-passenger vessel.

For homeport operations, the GTA for buses needs to allow for luggage transfer to cages(inbound) and for loading back onto buses (outbound). Because the discharge of cruisepassengers occurs within an abbreviated period, a bus marshalling area(s) supporting theprimary GTA is typically needed to hold all buses required in the operation. Control of taxioperations via radio dispatch from a marshalling area is also preferred for vessel operations,especially in larger ports-of-call.


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We recommend a GTA supporting a post-Panamax terminal of between 20 - 30 buses plus aseparate drop-off and taxi area. It is likely that a 20 to 25 bus area could be effectivelymanaged through ground staff, radio dispatch and support by a marshalling area toaccommodate a post-Panamax vessel.

Parking needs associated with cruise homeport operations can vary widely dependent upon

the volume of cruise operations, the degree to which the cruise vessel serves a drive-cruiseconsumer market, and the duration(s) of cruise itineraries offered from the homeport(cruises of shorter durations generally have a higher need for parking areas). Ideally, parkingareas should be within close proximity to the cruise terminal; as an alternative, satelliteparking areas with shuttle bus services are a workable solution for a number of port facilities.Calculations for needed parking areas typically account for double private vehicle occupancyand are based on a percentage capacity per cruise vessel.

Buses and vans These are the primary transportation vehicles for the cruise passengerand thus the lead user of the GTA facilities. Placement, circulation and communicationwith the operators of these vehicles are key to a successful daily cruise operation. Basedon port-of-call operations experience in the region we envision a GTA with the ability to

accommodate between 40 to 50 motor coaches. This should not be a simultaneous parkand move. Thus, based on a 15 to 30-minute maximum loading time we envision theneed of between 16 to 20 coach parking stalls per 3,000-passenger cruise vessel at a 65%excursion rate of use. Additional parking areas for small vans (8 to 12 passengers)accommodating between 6 to 12 vans per vessel is also necessary. For homeportoperations for a North American based vessel of 3,000-passengers we envision the needfor upwards of 85% using coaches to move to/from airports and hotels to the cruiseterminal. There is a requirement for between 50 to 60 coaches in at least three banks ofmovement. Thus, individual GTAs adjacent to the cruise terminal facility of between 20to 25 spaces would be required.

Taxis and cars The port should be prepared to accommodate a higher percentage oftaxis and private vehicles for homeport operations for a European based cruise vessel.Additionally, any parking facilities must take into consideration parking spaces for at leasttwo vessel cycles due to overlap of operations. We envision the need for parkingaccommodations for two homeport vessels simultaneously long-term with an averageuse of 50% on a 2,600-passenger vessel. At 2.2 persons per vehicle this means a need forapproximately 590-spaces per vessel. A parking facility of approximately 1,200-spacesshould provide the requirements as needed. Taxi queuing space should be provided fora minimum of 20 taxis and additional off-site holding areas for overflow. Dispatch shouldbe done via radio call up.

As noted, parking will need for both anticipated drive-cruise business and for terminal staffing.The actual number of spaces, however, could vary substantially given a specific site and

proximity to mass transit rail linkages. Consideration should be provided to accommodate atleast 50% of the total passenger complement of the 3,000-passenger design vessel, orapproximately 500 to 600 spaces per vessel berth and an additional 30 spaces for terminalstaff and operations personnel.

Provisioning

Provisioning of food and beverage items, fuel, water, spare parts and sundries to be usedonboard is essential in a cruise homeport operation. In certain homeports, cruise lines will


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send ahead a number of containers of provisions for use in the upcoming cruise homeportoperation, thereby requiring some degree of storage area. Provisioning activities occurrapidly and are to be completed at least an hour prior to the vessels scheduled departuretime.

The provisioning process requires a large apron area (recommended at a minimum of 15-

meters for port-of-call (finger pier) and 22 to 30-meters for homeport operations (marginalwharf) and ample access to the vessels shell doors. Areas for truck ingress and inspectionneed to be provided prior to the vehicle gaining access to the vessel berth. The inspectionarea should allow for explosives and narcotics detection of truck contents as well asexamination of driver credentials. Consideration should be provided for a queue/holdingarea of between 3 and 5 trucks prior to the inspection area. It is preferred to have aseparate point of ingress and egress that allows provisioning vehicles to be inspected and thencirculate along the dock. This configuration improves the efficiency of the overalloperationespecially in a pier configuration with two vessels at dockand eliminates theneed for trucks to turnaround while on the apron. The flow of all articles, including stores,cargos and baggage into and from the cruise vessels will need to be approved by Customsand be subject to Customs checks.

Access

Multiple modes of access should be provided for a cruise homeport terminal. Considerationshould be provided for at least two lanes of access to a terminal site, with bus and drop-offareas separated. A one-way circulator is often ideal for heavily used terminal facilities.Additional circulation lanes should also be provided if significant multiple uses are included inan overall cruise terminal program. For the private car and taxi zone, separation of theseoperations modes should be provided as space permits. For passenger pick-up, managementof taxi flows should be undertaken through radio dispatch of taxis from a separatemarshalling area. Signage and other way finding tools should be clear and lead pedestrianseasily to/from the terminal into the surround area.

Special consideration should be provided for linking to mass transit, light rail, ferry and othermodes of transit to any new cruise terminal complex. These links provide for expandedmode selection and reduce terminal parking needs.

Security

Cruise lines recognize that the terrorism threat against cruise vessels at sea or in port is veryreal and they are working hard to protect the safety of their passengers, crew and financialinterests. One incident, no matter how small, could easily result in significant loss of life andfinancial ruin of the cruise line and industry overall. The location of this incident, especially ifthis event occurred at a port, would also suffer in terms of negative press and loss on

industry participation and revenues. All cruise facilities will need to meet the minimumstandards of the ISPS Code. The facility should also meet and/or exceed many of thestandards considered best practices for maritime security facility planning. These include:

Development of a security plan for the facility; Screening of all passengers and luggage for cruise and ferry traffic; Limit access to the apron to authorized, port/terminal ID holding individuals only;


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Inspection of provisions and other materials; Private car drop-off areas and parking must be away from cruise vessels and ferries with

a minimum distance of 35m established (both above ground and structured);

Apron fencing of 3m to 4m in height with a top bar and razor wire (or similar structureto discourage fence scaling);

Lighting of the apron and access areas (between 3 and 5 foot-candles); CCTV surveillance of the terminal, apron and waterside and upland approaches; Access control systems for all doors leading to the vessel apron; Provision of a small security operations center as part of each terminal; and Consideration of waterside security surveillance and patrolling prior to and during vessels

being in port.

Final development of security features should be thoroughly consulted with the local PortAuthority, Security Bureau, and individual cruise lines.

Other basic operational functions include the following:

Baggage operations for cruise homeport operations there is a requirement for interiorlaydown or carousel space (approximately 1.4 square meters per passenger) to meet thebaggage and customs requirements;

Customs and Immigration operations Working in conjunction with each of theseservices to meet the needs of the berth users and passengers will be critical for thesuccess of a private port facility. They are the main drivers of both spaceaccommodations and operations for all aspects of entry and exit from the facility via ferryand cruise vessel. Providing the correct working and office spaces is essential to makethis a good relationship. In addition, communication is key to providing each service unitwith the daily throughput in the facility so they can staff and prepare accordingly;

Cruise operations The involvement of line handlers, services such as bunkering, wastedisposal and storing are the main elements of these operations. Coordination andcommunication directly with the operators, port agent and ships onboard staff must bedefined in terms of pre, daily and post call operations;

Information dissemination Communications and marketing of the cruise facility isparamount in capturing the required passenger and vehicle throughput and needs of themixed-use environs established at the site. Identifying the local and international marketsis key, along with a strong operational knowledge of the maritime components of theoperation; and,

Other services to be identified Maintenance, finance, and general daily administrativeoperations are required to successfully meet the objectives of the cruise facility.Coordination and support of the major units within the conceptual managementapproach must be maintained for success.


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1.6 Terminal and Upland Requirements

In this section a discussion of the required and secondary elements for terminal and uplandneeds are examined. Table 7 illustrates the primary and secondary elements to beconsidered for the cruise facility.

Table 6: Primary and Secondary Cruise Facilities Elements

Source: B&A, 2008

Cruise Pier Types

Three primary types of berth configurations are observed worldwide: Linear berths, piers,and slips. While each of these types affords certain benefits as they relate to cruise shipoperations, there are some distinctive advantages and limitations to each that are worthwhileto note.

A linear berth configuration is one of the most common observed at destinations. Linearberths typically allow for cost effective and straightforward development of cruise or ferryfacilities through creation of a bulkhead and adjacent terminal facility. Upland terminaldevelopment and GTAwhether a single berth/single terminal or multiple berth/singleterminal approachare easily organized (see Figure 11). Linear berths also provide somedegree of flexibility in terms of accommodating vessels of varying sizes, especially as a facilitygrows and has a tendency to accommodate both the industries largest vessels and other

medium ships. Vessel berthing is also typically uncomplicated. Limitations associated withlinear berths typically include: Consumption of long stretches of waterfront and adjacentupland area, especially if multiple, contiguous are developed; in some applications, the need toextend marine navigation channels and turning basing along a stretch of waterfront toaccommodate vessel operations; in multiple vessel applications, the need to create severalsmaller terminals supporting each berth or larger facilities supporting multiple berths whichhave the complication of stretch passenger access to the vessel; and, a walling effect ofvessels and berths along the waterfront.

Primary Secondary

Channel depth Berth length and depth alongside Apron and related supporting infrastructure Terminal areas Ground transportation areas and Parking Security facilities Roadway access Customs & Immigration processing

Mixed-use areas Other surrounding uses Mass transit access


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Figure 10: Linear Berth Configuration

Source: B&A, 2008

Pier configurationssuch as Tallinns new cruise ship port-of-call berth allow for a largernumber of vessels to be placed in a smaller marine and upland footprint. In cruiseapplications, a pier typically supports two vessels, one on each side (see Figure 12). Thecompactness of the development can be very attractive in terms of marine access and upland

facilities. The functional and aesthetic relationship of the pier to surrounding areas also holdsdistinct advantages over a multiple linear berthing area. Downsides of piers include:Substantial initial development cost for new pier facilities and, if development is planned onthe deck of the pier, high cost associated with structural loading; constrained GTA andtransportation access facilities; and, difficulty in expansion beyond two berthing positions.

Figure 11: Finger Pier Configuration

Source: B&A, 2008

The slip configuration has many of the advantages of both the linear berth and pierconfiguration. A slip allows for some degree of compactness of development and reducesthe walling effect of cruise vessel berthing under a linear scheme. Depending upon theconfiguration of upland areas, a slip can allow for ease of implementation of terminal schemessimilar to linear berth and terminal configurations. On the negative side, a slip can havesignificant costs associated with materials removal and disposal.


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Figure 12: Slip Berth Configuration

Source: B&A, 2008

To accommodate these maneuvering needs, the navigation footprint can be large and

expensive proposition. A slip will typically require creation of multiple terminals (one oneach side). Finally, slips also can be disruptive to the surrounding upland fabric, requiring landuses and transportation facilities to be oriented around versus extended onto a pier. Aslip needs to be developed wide enough to accommodate safe navigation of vessels into andout of occupied and/or vacant berthing positions.

For The Hague / Scheveningen, each of these berthing configuration approaches, with theexception of the clip may prove advantageous for implementation of new facilities within andalong the proposed harbor area and extended waterfront. The typical ease ofimplementation, both in terms of cost and time, of a combination linear/finger pier berthingapproach may prove more desirable in facility development given berth demand andpassenger scenarios presented in the Market Study Update.

Cruise Passenger Terminals

The terminal is the nexus of sales, land and waterside transportation activities. In this role, itis essential for a terminal to be highly efficient, moving people quickly from the land-sidetransportation area to the ship. A terminal is also a reflection of the citys or ports image,affording an important opportunity to make a favorable impression on tourists arriving anddeparting from the destination. In the section that follows, we describe the needs of port-of-call and homeport cruise terminal facilities.


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For a port-of-call, the passenger terminal serves as a centralized location where shelter,information, and restrooms are provided for passenger disembarkation/embarkationactivities. In ports-of-call where cruise traffic is frequent, programmed terminal spaces can besmall (some destinations use tent structures). Typically, reuse of an abandoned cargo shed(s)serves well as an interim terminal building. Overall, ports-of-call do not necessarily require aterminal unless there is a policy decision to provide services, such as tourism,

communications, transportation and other essential facilities. Retail or other mixed-use areasmay also be combined to incorporate a terminal or adjacent area for services. Otherwise,direct access to a GTA for tour loading, taxis and other transportation services is desired.

Cruise terminal requirements are significantly greater for facilities accommodating cruisehomeport operations. Increased size associated with a cruise homeport terminal reflects thefollowing operational needs: Passenger ticketing and processing; passenger luggage off-loading; requirements of inspection services (customs, immigration, agriculture, and others);security screening points; waiting lounges; support office spaces and circulation. Several typesof terminals are observed in operation in North America and Europe.

Single Berth, Single Terminal. As aptly named, this configuration involves the use of a

single terminal structure supporting a single vessel berth (see Figure 14). All activitiesembarkation, disembarkation, ground transportation, federal inspection services, andothersneeded to support the vessel are handled within a single terminal complex. Thisterminal type is the most commonly found cruise in cruise destinations, especially with thosecruise operations found in defined port districts and management areas. Its origins wereprincipally a result of outmoded cargo sheds (those typically accommodating break bulkcargo) and adjacent berths being converted for use for cruise terminal purposes. Thestrengths of the single berth-terminal include ease of facility operation, cruise line and portfamiliarity, and generally low start-up capital costs. Cruise operators also often prefer thistype of configuration because it allows a line to customize the terminal for their particulartype of operation and brand. Weaknesses of this terminal type include potential operationalinefficiencies for destinations supporting more than one cruise terminal, future expansion

difficulties, andif multiple terminals are neededhigher capital costs over the long term.

Figure 13: Single Berth, Single Terminal Configuration

Source: B&A, 2008

Multi Berth, Single Terminal. This terminal configuration is the favored type for facilitieswith a substantial cruise or ferry vessel base. Often evolving from a single terminal complex,the multi berth single terminal approach allows for two or three vessel to be accommodatedwith a single ground transportation, security, and terminal embarkations areaaconfiguration very similar to that of an airport concourse (see Figure 15). Passengers are


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distributed to the cruise ship berth via multiple gangways or shuttle system. Baggage anddisembarkation, while separately divided for each ship, often share a common customs andimmigration center. The multi berth, single terminals primary strength lies in the sharing ofthese facilities, allowing for improved efficiency and reduced capital and operational costs(when measured per ship). Without proper facilities design and management, shared facilitiescan suffer operational breakdowns, an instance that often occurs in the ground

transportation area. Another drawback of this terminal configuration is that it requires alarger upland area and generally contiguous berth locations.

Figure 14: Multi-Berth, Single Terminal Configuration

Source: B&A, 2008

Single / Multi Berth, Remote Terminal. Copenhagen has very diversified and spread outmaritime facilities, with many different locations being used to support the Ports seasonalcruise business. The main focus of marine operations is Langelinie, a 1,000-meter linearwharf. This facility, as well as others used for cruise operations, has very little upland area tosupport ground and terminal operations. As a result, Copenhagen has foregone thedevelopment of a more traditional cruise terminal and has instead improvised to create aCity Terminal concept (also known as the Copenhagen Cruise Lounge) wherein hotel

ballrooms and/or small tents and remote facilities are utilized to provide a flexible and costeffective way of accommodating cruise ticketing and other terminal functions. Once cruisepassengers have checked in, the City Terminal concept allows passengers to explore theCity, in essence, allowing the downtown to serve as the passenger waiting area and creating asense of Copenhagen as the cruise itinerarys first port-of-call. See Figure 16.

Figure 15: Single, Multi-Berth, Remote Terminal Configuration

Source: B&A, 2008


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Copenhagens City Terminal is one of the few working examples of a remote terminalapproach that several cruise homeport destinations are pursuing. This concept effectivelyallows the cruise terminal to be situated in any number of locations (often existing facilities)or at a consolidated terminal site. Buses or smaller shuttles move passengers from theremote terminal to designated cruise berth facilities. Negatives associated with this type ofterminal approach include unfamiliarity of operations by cruise lines (they generally prefer a

more traditional cruise passenger terminal and being close to the vessel); increased costassociated with movement of passengers between the berth and remote terminal; exposureto weather and potential safety hazards (e.g., mixing of passengers with provisioning activitiesand ships lines) of cruise passengers on the pier; and the need to provide for sterile transit ofpassengers between the berth and remote terminal.

Terminal typologies presented often include additional uses beyond cruise and ferryoperations are programmed into the facility. These uses often consist of retail,entertainment, office, recreation, and conference center areas that work to create venues forpassengers as well as for community residents and landside tourists. In some instances, actualspaces are used to support others found in the complex (e.g., an embarkation area not is useserving as a conference center meeting space). This configuration is increasingly found as a

component of a destinations urban waterfront and/or areas outside of the portadministration area. The strengths of this type of facility include: Allows for other revenuegenerating operations to support (either in full or partially) cruise dedicated facilities; createsan amenity for cruise passengers and the local community; integrates well into surroundingurban areas; and, creates improved utilization of capital investment resources incircumstances where cruise operations are infrequent or highly seasonal. Similar to the multiberth terminal, proper facilities design and management are critical to allow cruise functionsto occur without additional constraints placed on them by the presence of other facility uses.Sizing of the facility, especially from the standpoint of determining the level of retail and otheruses demand is also crucial for success. Clear separation of security and berth operationsareas also should be made.

Any of the above terminal typologies are likely suitable for The Hague / Scheveningen.Incorporation of mixed-uses is also likely to create a dynamic and exciting terminalexperience for cruise passengers, land based visitors, and local residents. The key forincorporation of mixed-uses is to ensure the terminal complex(es) are not developed as amixed-use development with a terminal attached; the terminal and its functionality need totake center stage to ensure that the facility will properly meet its varies operationalrequirements, timing issues, and be provided to cruise operators at a reasonable cost.

Functionality

As presented, the basic components of cruise terminal functions in most applications andregions of the world are fairly straightforward. For embarkations, they include moving the

passenger from a GTA to ticketing, security, (in some destinations) immigration, andboarding. While these processes are ongoing, the ship is being provisioned. Fordisembarkation activities, luggage is unloaded and placed in a baggage area; passengersdisembark and get their bags, proceed through customs, and move the GTA and/or parkingarea. These general flows are illustrated in Figure 17 through 22.


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Figure 16: Typical Cruise Embarkation - Linear

Source: B&A, 2008

Figure 17: Typical Cruise Disembarkation / Separate Customs & Immigration -Linear

Source: B&A, 2008


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Figure 18: Typical Cruise Disembarkation / Combined Customs & Immigration -Linear

Source: B&A, 2008

Figure 19: Typical Cruise Embarkation - Pier

Source: B&A, 2008


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Figure 20: Typical Cruise Disembarkation / Separate Customs & Immigration - Pier

Source: B&A, 2008

Figure 21: Typical Cruise Disembarkation / Combined Customs & Immigration -Pier

Source: B&A, 2008


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Cruise Port-of-Call Cruise Space Requirements

While The Hague / Scheveningen will primarily support longer duration cruises and entertaina high level of port-of-call visits the facilities must be multi-use in purpose. For port-of-calloperations a cruise terminal is not necessarily required, but rather facilities that meet thecustoms and immigration needs, provide shelter and comfort to the passenger, and provide

potential revenue options. Overall requirements for port-of-call operations per vesselinclude:

Covered disembarkation and arrivals area of approx. 100 sq. m. per vessel; Consolidation of functions to support multiple vessels for security, Immigration and

Customs that offer an increased ability for high-staffing and faster processing and thepotential to reduce the overall program by +/-20% through consolidation;

Restrooms 20 sq. m. per vessel (approx. 3 5 units each); Destination Information Area approx. 30 sq. m. per vessel; and, GTA for motor coaches of 20 30 coaches, 10 15 vans and maximum 15 taxis.

Cruise Homeport Operations

Based on the above within this section we have also developed a suggested terminal sizeprogram for The Hague / Scheveningen based on conversation with Zublin Grenada and ourobservations of the development approach. Based on this we recommend the developmentof a single or multi-berth linear or finger pier, plus an additional single linear berth long-termto accommodate port-of-call operations or secondary homeporting activities of small vessels.

We assume that long-term the new cruise facility will need to accommodate two cruise

homeport vessels, post-panamax and Super post-panamax simultaneously, along with a singlepost-panamax cruise port-of-call vessel, or a combination thereof. To highlight therequirements for the facility we have included a typical homeport operational day. Thesequence of events during the typical European homeport operation is as follows:

Prior to Arrival. The cruise line or vessel contacts the port either directly or through theport agent to verify its berthing assignment, arrival and departure schedule, and provisioninformation such as water, gangway location, storing process, medical needs and others. Thevessel manifest is also typically transmitted for review by security agencies.

5:00 to 7:00. The harbour pilot rendezvous with the vessel is navigates it through thechannel to the assigned berth. The port agent, stevedores, security agencies, line handlers,port personnel and cruise line representatives (if any) communicate with shipboardrepresentatives when the vessel it docked. Provisioning trucks and barges located docksideand/or remote location are readied.

7:00. Immediately upon arrival, the gangway(s) is/are moved into position and connectedto the ships passenger doors. The vessel is then inspected by security agencies.

7:30 to 8:00. The ship is cleared by customs and other security agencies. The stevedoresbegin the process of off-loading baggage using fork-lifts, cages and other means as appropriate


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for the vessel and berth configuration. The baggage is placed within the designated sterilelocation and is displayed on the floor or carousel. The area is sealed to prevent access byunauthorized persons. Stevedores proceed to remove from the vessel any other itemsrequested.

8:00 to 9:00. Passengers begin disembarking the vessel. The passenger process is as

follows:

Immigration. In the past, passengers first went through immigration onboard the shipand once the entire ship had been cleared the disembarkation process began. Due toheightened security requirements in many destinations, immigration agencies haveincreasingly requested land-based clearance. Under this approach, passengers exit thevessel once the ship has arrived and then are processed in the terminal similar to thatobserved as part of international arrivals at an airport. Health inspection facilities wouldalso be provided in this area as needed.

Customs. Once passengers clear immigration, they collect their luggage from thebaggage handling area and proceed to the designated customs checkpoint. Customs

operates under a green light/red-light system. Passengers with nothing to declareproceed through a primary check-point consisting of a stand manned by a customsofficer who collects customs declaration form(s); if a passenger has something to declareor the customs officer wishes, they are sent to a secondary check-point, which typicallyconsists of tables allowing for the inspection of luggage.

Transportation. Passengers clear/complete the customs process area and exit theterminal to the GTA or parking area. The passengers using pre-arranged bustransportation will either drop-off luggage with an airline representative (if any) or willcarry luggage directly to the bus and auto area.

Crew. Onboard ships staff and crew disembark through crew doors and exit throughspecially designated locations with security and federal inspection. Crew will typicallydepart the vessel once a majority of passengers have disembarked. Approximately one-third of the crew will disembark during a homeport operation. Crew can be expected toreturn between 15:00 and 16:30.

11:00. Passenger disembarkation ends and the sterile components associated with customsand immigration inside and outside of the terminal can be withdrawn, except for crew check-points. Managed provisioning of the vessel begins to ensure continued flow of stores.Provisioning is generally paced, with a ground logistics person calling for trucks waiting in amarshalling or other area to proceed onto the apron for commencement of the provisioningprocess. Barges are organized in a similar fashion for bunkering if required.

11:00. Embarking passengers typically will begin to arrive to the terminal facility before11:00. Passengers will arrive by any of the following modes:

Cruise line arranged buses. Cruise lines generally bring their passengers in buseseither from the airport for those using an air-sea package, or directly by bus forthose being transported from the region.

Private cars. If the consumer market is suitable, cruise lines will sell cabins tonearby and local residents, which will come to the terminal in their own vehicles.


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Parking is often provided on site or an alternative parking area and a shuttle bustakes the passenger to the terminal.

Taxis and mass transit. Some passengers will use these services if they do nothave cruise line provided pre-arranged transportation.

Drop-offs. Many passengers will be dropped off by friends and relatives.Typically, cruise passengers drop-off their luggage at the GTA where they are met bydesignated luggage handlers. Some passengers may select to keep smaller items and selfassisted luggage with them as they move through the check-in process. Passengers thenproceed into the terminal embarkations area to go through cruise line check-in formalities.Luggage is collected at curbside in metal cages which are then taken via forklift through theground floor of the terminal to an area for explosives detection scanning. Luggage is thenbrought alongside the vessel for loading.

12:00. The cruise line opens the vessel for boarding once a second round of clearance isissued by security agencies. The terminal needs to accommodate the following functions:

Waiting. Since passenger arrivals have already been underway from earlier in themorning, passengers need a place to wait until the embarkation process can begin. Ina mixed-use terminal scenario, some passengers could be directed to nearbyattractions or other parts of the complex. However, there will be a certain numberof passengers that will not want to leave the area or there might be inclementweather preventing other outdoor activities. As a result an area capable of holding20% to 40% of the ships passenger compliment is usually needed.

Security. Once boarding begins, passengers proceed through a security check-point. Typically two options are available: The entire terminal is secured by placingthe check-point at the entrance or the check-point is placed immediately before the

boarding area. A security check-point after the check-in and waiting area is generallypreferred.

Immigration / Customs. Some ports require passengers to be processedthrough an immigration and customs area prior to boarding.

Bon-voyage activities. Dependent upon the cruise line, a photo is taken of eachpassenger at the gangway entrance for the lines Sea-Card Identification system.

17:00 22:00. Vessel departs for the cruise. Cruise line personnel, stevedores and all otherdock personnel leave. Terminal operations staff secures the facility.

For The Hague / Scheveningen, some variants of this process may occur. Due to the qualityof the Netherlands as a destination as well as the range of flight arrivals into the area,international cruise lines may accommodate a homeport turn over the course of two days.Under this scenario, disembarkation activities would likely occur on Day 1 followed byembarkation activities on Day 2. For very short cruisestwo days in duration or lesspassengers will primarily only have self assisted luggage, and as such, the embarkation anddisembarkation process will be both easier and shorter. For planning purposes, however, wemust assume that the critical terminal space program parameters are accommodation oflonger and more luggage intensive cruises of 8-days and greater.


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1.7 Space Requirements for Terminal Operations

A vessel of todays passenger capacity of more than 3,000-passengers would require aminimum of a 14,000-sq. meter terminal facility to accommodate all of the essentialoperations. Furthermore, since from a homeport terminal perspective there is actually

double the amount of passengers using the facility during the day as a cruise vessel homeport,as passengers both depart from and arrive to the cruise vessel.

A terminal must be highly efficient, moving people quickly from the land-side groundtransportation area (GTA) to the vessel. A terminal is also a reflection of the destinationsimage, affording an important opportunity to make a favorable impression on arriving anddeparting tourists, as well as land-based tourists and the local community as well do to itslocation on the waters edge.

Cruise terminal requirements are significant for facilities accommodating cruise homeportoperations. The cruise homeport terminal reflects the following operational needs:Passenger ticketing and processing; passenger luggage off-loading; requirements of inspection

services (customs, immigration, agriculture, and health); security screening points; waitinglounges; support office spaces and circulation.

Basic cruise terminal functions (steps) for cruise embarkation and disembarkation are verysimilar for most terminals worldwide. For embarkations, these steps include moving thepassenger from a GTA to check-in, security, immigration, customs (in some cases) andboarding. The vessel is being provisioned while these processes are underway. Fordisembarkation activities, luggage is unloaded and placed in a baggage area; passengersdisembark and get their bags, proceed through customs and move to the GTA and/orparking area.

As vessels have grown the complexity of moving large amounts of passengers and baggage;

increased security procedures; and facilities for Customs & Immigration also needed toexpand in order to accommodate the needs of the cruise line. Technology and operationalinnovations have helped keep space demands down to some extent. However, with thedeployment of cruise vessels of more than 3,000-passengers, terminals still must haveadequate space for the necessary functions of the facility to meet the needs and expectationsof the cruise line and passengers. By example, Freedom of the Seas delivered in spring 2006utilizes terminals of more than 5,500-sq. meters minimum to adequately meet the vesselsdemands unless technology and new operational standards are developed to assist indefraying the space requirements posed by these vessels.

Terminal space programs can vary from port to port. Review of general planning parametersfor cruise terminals observed in Europe call for development of passenger areas of between

1.0m2

and 2.1m2

per passenger, a rate that accounts for passenger check-in, waiting, security,baggage, cruise line offices and back-of-house functions.2 North American standards aregenerally higher due to more involved baggage, security, and Immigration and Customs.

2 Flexibility may exist in the design of terminal disembarkation spaces, especially related to how the cruise line and customsplan to conduct baggage lay down operations. Terminal spaces should be designed around the largest vessel(s) anticipated tooperate regular homeport operations from the terminal facility.


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Table 7: General Cruise Terminal Program by Region

Source: B&A, 2008

Terminal Area North America Europe / Asia

Check-In

Security

Baggage

Inspection Services (Customs,

Immigration, Health and Agriculture)

Lounge

Lobby

Circulation

1.4 m2 to 2.1 m2 per Design

Vessel Passenger

1.0 m2 to 2.1 m2 per Design

Vessel Passenger

Note: Squ. m. estimated at 1.67 per passenger for all years. European average is between 1.0 and 2.1-per passenger.

Terminal Space Requirements

Terminal space programs can vary from port to port. Review of general planning parametersfor cruise terminals observed in Europe as a guide and building from the informationcollected as part of stakeholder interviews, case study analysis and B&A experience, weoutline general space allocations for prototypical terminals in Table 8. These terminals havebeen customized for anticipated needs in The Hague / Scheveningen in future space planning

efforts. Space allocations were generated for both a terminal supporting single or dual cruisehomeport operations by a post-Panamax vessel and a super post-Panamax vessel.


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Table 8: Suggested Terminal Size Programs for Post-Panamax Homeport Vessel,Individual and Twin Terminals (m2)*

Source: B&A, 2008

Individual Terminal for Design

Vessel 2 (post -Panamax)

Twin Terminal for Design Vessel

2 (post -Panamax)

Use

Minimum (m2) Suggested (m2) Minimum (m2) Suggested(m2)

Check-In /

Lounge /Waiting Area

2,500 2,500 4,000 4,000

Security Within severalareas

Within severalareas

Within severalareas

Within severalareas

Baggage 2,650 2,650 5,000 5,000

Customs

Processing /Exit (LL)

400 600 800 1,000

CustomsOffices (LL)

200 400 400 800

Immigration /

Health /Customs

(UL)

500 500 1,000 1,000

Immigration /

Health /Customs

Offices /Other (UL)

400 600 800 1,000

Lobby 200 500 400 900

Support /Loading

Dock

300 400 600 800

Totals 7,145 8,225 13,000 14,850

Note: *Circulation and structure included in area allocations; LL = Lower Level; UL = Upper Level


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Table 9: Suggested Terminal Size Programs for Super Post-Panamax Homeport

Vessel, Individual and Twin Terminals (m

2

)*Source: B&A, 2008

Individual Terminal for Design

Vessel 3 (super post -Panamax)

Twin Terminal for Design Vessel

3 (super post -Panamax)

Use

Minimum (m2) Suggested (m2) Minimum (m2)Suggested

(m2)

Check-In /Lounge /

Waiting Area

3,500 3,500 6,000 6,000

Security Within several

areas

Within several

areas

Within several

areas

Within several

areas

Baggage 3,500 3,500 7,000 7,000

CustomsProcessing /

Exit (LL)400 600 800 1,000

CustomsOffices (LL)

200 400 400 800

Immigration /

Health /Customs(UL)

700 700 1,200 1,200

Immigration /Health /

CustomsOffices /

Other (UL)

600 800 1,200 1,500

Lobby 200 400 400 800

Support /

LoadingDock

350 500 600 910

Totals 9,450 10,645 17,600 19,700

Note: *Circulation and structure included in area allocations; LL = Lower Level; UL = Upper Level


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Terminal layouts depict stand alone facilities. Mixed-uses can, and given the dynamic natureof The Hague / Scheveningen development is a likely candidate site for mixed-usedevelopment integrated into the area surrounding the terminal. The retail area depicted inthe terminal is considered the minimum demanded for cruise passenger convenience andduty free goods prior to boarding the ship. For duty free purchases, we assume thepassenger shows a cruise ticket and/or other documentation to purchase duty free goods.

All luggage, other than passenger self-assisted bags, is handled on the ground floor to reducethe number of move(s) and amount of labor required for embarkation and disembarkationprocesses. We assume luggage scanning occurs within a designated zone in the baggage areapresented. We have not included a baggage carousel system as part of these schemes.These systems have shown some promise in highly active homeport terminals (MiamisTerminals 3/5) and can reduce space allocations associated with the baggage area. Thedifficulty with these systems is the high fixed and operational costs and the elimination offlexible use of space.

The immigration area is reversible to allow for processing of disembarking passengers (asneeded) in the morning and embarking passengers in the afternoon. The actual mode of

operation and requirements for customs, immigration health facilities overall would need tobe further refined as part of a specific site development scheme.

We have assumed for the individual terminal program a minimum Customs Processing andExit area of 400m2 under both design vessels and a recommended area of 600m2. Actualmode of operation and requirements for customs and immigration would need to be furtherrefined as part of a specific site development scheme. While not fully detailed in theschemes, we have included a space allocation of approximately 100m2 for installation ofCustoms counters, controlled passages and screening facilities for performing Customsclearance. Secondary screening areas are provided in the Customs Offices Area. It isexpected that all disembarking (incoming) passengers and their baggage shall be subject toCustoms clearance.

The loading dock is intended for movement of baggage held in-bond from the airport(s) aswell as other functional needs of the terminal.

For a port-of-call operation, disembarking passenger flows could occur either through thesecond floor or the baggage area. Both routes should lead to the GTA. Dependent upon afinal selection of route, additional areas for visitors should be provided that present tourisminformation, shore excursion activities and provide other information.

Other Mixed-Uses

Retail and other mixed-use are increasingly important components of cruise terminal

facilities. At a small scale, retail is generally offered as part of a homeport to allow forpassengers to purchase duty free items or other goods prior to embarking on a cruise. Dueto the timing (generally morning) of disembarkation activities under a homeport scenario,retail demand is low; passengers are often more concerned with getting off of the vessel,clearing immigration and customs and finding transport to the airport or other venue. Retailareas as part of a port-of-callespecially those close to the terminal or disembarkationareasare typically larger and can add a significant amenity to cruise passengers and generateadditional income for the port and/or terminal operator. Retail developed for the crewsundries areas, telephone and computer facilities and othersare also worthwhile for


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development into a terminal space and can provide a substantial source of income, especiallyif a port becomes known as a crew friendly location with good value for money.

Retail per square meter demanded can vary substantially for homeport and port-of-callfacilities. Through professional experience with several cruise facilities around the world, wegenerally consider programming 1,000 m2 of retail space per 100,000 annual port-of-call

derived passengers. For homeport purposes, retail demand is generally 300 to 500 m2 per100,000 passengers. By example, Barcelonas new homeport terminal design is calling foronly 500 m2 of retail to support a single terminal accommodating a 3,600 passenger cruisevessel. The above retail figures do not include the potential demand associated with otherretail designed to appeal to the local community and land-based sourced visitors.

Other mixed uses for consideration in terminal and mixed-use waterfront developmentmany of which likely have high market viability in The Hague / Scheveningnen developmentare summarized in Table 10:


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Table 10: Suitable Uses in Concert with Cruise Facilities

Source: B&A, 2008

Mixed-Use Type Most DesirableSomewhat

DesirableLess Desirable

Retail

Mid-to upper level

shopping (geared tolocals and cruise

passengers); luxury

goods; duty free; high-end prepared foods;

some kiosk and

specialty retailers;others

Marketplace / bazaar;

crafts market

Big box retail; low-end

discount shopping

Entertainment

Live theatre; specialty /

Theme entertainment;Nightclub

Standard cinemaplex;

Sports facilities;

Ben a Final Tar if and Cruise Terminal Program

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