Carnival Horizon: the differing factors compared to Carnival Vista

<i>Carnival Horizon</i>: the differing factors compared to <i>Carnival Vista</i>
The welding of the box with a coin during the launching ceremony of Carnival HorizonFrom it’s hull shape and coating to the lifts, Carnival Horizon has been made as energy efficient as possible. Rebecca Moore spoke to its shipbuilder Fincantieri

The new cruise ship Carnival Horizon shares many of the same features as first-in-class Carnival Vista but it has two key elements that distinguish it from its sister.

Carnival Cruise Lines’ 133,500 gt Vista-class ship, which is being built by Fincantieri, is due for delivery in March this year. The focus on energy efficiency found in sister ship Carnival Vista – delivered in 2016 – has been even further boosted on Carnival Horizon.

An example is how the passenger lifts, manufactured by Schindler, are managed. This is a key distinguishing element from the first-in-class ship, as software is used to decrease energy consumption and increase the lifts’ efficiency. Not only is the system new to the Vista class, but it is the first time that it has been used on a ship.

This is significant, as Fincantieri project manager for the ship, Marco Lunardi, told Passenger Ship Technology. “We paid a lot of attention to the efficiency and environmental aspects of the lifts,” he said. “Passengers will spend less time waiting for the lift and the traffic is managed in a more efficient way to reduce the energy consumption of the lifts.”

This has been achieved by collecting destination information from passengers before they enter the lifts via a touch screen. This advance information is processed by software created especially for the lifts that combines all the passenger selection information and optimise lift availability according to the requests. Mr Lunardi said that this gave an average reduction of 30% waiting time at peak times.

The other main difference between Carnival Horizon and Carnival Vista relates to hull coatings – the former uses Hempel’s silicone hull coating, which uses a combination of hydrogel and silicone technology to combat fouling. A hydro gel microlayer prevents fouling organisms firmly adhering while the silicone polymers facilitate self-cleaning. This allows a longer period between drydock, Mr Lunardi said, because silicone paint can last more than five years.

Carnival Vista uses a “traditional” Hempel self-polishing antifouling tin-free coating. The principle on which the traditional self-polishing antifouling paint works is chemical, while the silicone one is mechanical, which means that it is a more environmentally friendly process.

A new hull

Apart from these aspects, Carnival Horizon shares technical innovations with Carnival Vista. One aspect that Mr Lunardi particularly drew attention to was the Vista-class hull. “It was very challenging to find the right hull lines,” he explained. The main reason for this was the hull had to optimised for two design points: its service speed of 18 knots and a maximum speed of 22.6 knots.

Mr Lunardi continued “This was really challenging in terms of testing and finding the right shape of the bulb and involved an external consultancy to help with knowledge.”

Extensive use of CFD calculations and in-tank model testing were deployed. “We fine-tuned the solution through several adjustments. We had to make sure that the hull lines met both service speed and maximum speed, so we needed to find the right compromise between different configurations.”

This led to a “different” and “new” hull shape compared to the rest of Carnival Cruise Lines’ fleet. In order to optimise it to meet the speed range, the bulb is more narrow than usual, compared with the usual cruise ship bulb.

An engine configuration was chosen to benefit the hull optimisation on Carnival Horizon. It consists of five MAN Diesel & Turbo engines, with two engines providing 16.8 MW of power each plus three smaller engines rated at 9.6 MW each. The two engines are type 14V48/60CR and the three are type 8L48/60CR. They are placed in the aft third of the vessel.

“They are the right size to manage the vessel in different conditions and can be used separately or in combination,” said Mr Lunardi, adding that this arrangement adds redundancy and allows the operator to meet safe return to port requirements.

Boosting energy efficiency

Energy efficiency is boosted by a steam turbine that recovers energy from the exhaust gas boilers, which would otherwise be lost. It is placed between the engines and generates 1.35 MW of power for use wherever needed, such as to boost hotel power. Fincantieri created and built the steam turbine, which has previously only been used on Vista-class ships within Carnival Cruise Lines’ fleet.

Propulsion is diesel-electric and ABB’s Azipod units are used, each absorbing 16.5 MW, bypassing the need for a propeller shaft. “They make it much easier to manoeuvre in bad weather and in windy conditions because using pods means that there is more efficient control,” Mr Lunardi said.

Another benefit is that there is more space inside the ship because the Azipods’ electric motors are not inside the ship.

Three scrubbers are used, with two for the two big engines and one allocated to one of the three smaller engines. They were developed by Ecospray Technologies and there were some challenges to overcome when it came to installing them, Mr Lunardi said. “The design of the scrubber was developed at the same time as the design of the vessel [and] the big challenge was to find a feasible coordination in a very narrow space,” he said.

“The technical solution was fine-tuned but there were a lot of adjustments and we created a dedicated team especially to work with Carnival on the scrubber.”

Particular attention was paid to the advanced wastewater treatment system (supplied by Scanship), which collects and treats grey and black water.

Fancoils and LED lighting are used throughout Carnival Horizon in order to save energy.

Like its sister ship, there is an emphasis on entertainment. To this end, features include an Imax 3D cinema and a brewery with onboard craft beer production. An impressive 63% of cabins are fitted with balconies.

Carnival Horizon particulars

Gross register: 133,500 gt

Length: 323 m

Moulded Breath: 37.20 m

Design draught: 8.25 m

Maximum air draught: 61.75 m

Passenger cabins: 1,987

Crew cabins: 761

Class society: Lloyd’s Register


Main equipment suppliers

Ship coatings


Water fog system


Lifeboats and technical boats




Lifts and escalators


Window washing system

Navalimpianti – Cofri

Public areas – carpet turnkey sub-contractor


Public areas – stairs turnkey sub-contractor


Public areas – atrium and stores turnkey sub-contractor


Public areas – theatre, Lanai deck turnkey sub-contractor

Spencer Contract

Public areas – restaurants and spa turnkey sub-contractor


Public areas – casinos turnkey sub-contractor

Marine Interiors

Public areas – IMAX cinema turnkey sub-contractor

Tino Sana

Cabins and corridors turnkey sub-contractor

Marine Interiors



Fin stabilisers

Fincantieri DSC

Main diesel engines

MAN Diesel & Turbo

Emergency generator engine

Compagnia Generale Trattori (Caterpillar)

Reverse osmosis desalinator

Case Marine

Propulsion system pod


Storage batteries technical specification


Ship digital communication network


Automation system and TLV

Wärtsilä A.P.S.S.

Radio systems

Telemar (equipment Sailor)

Navigation systems

Wärtsilä A.P.S.S.

Snapshot CV Marco Lunardi

Fincantieri Merchant Ships Business Unit vice president project manager Marco Lunardi is currently managing the construction of Carnival Horizon and Carnival Panorama that are currently being built in Marghera shipyard.

As the project manager, he also worked on the construction and delivery of Carnival Vista, flagship of Carnival Cruise Line, which was built in Monfalcone shipyard. Previously he has worked on Carnival Breeze and on Le Boreal and L’Austral, luxury ships for Ponant, a French cruise ship operator.

He joined Fincantieri in 2000 and, previous to being appointed project manager, he worked as the planner and financial controller and deputy project manager for the building of Carnival Group ships.

Mr Lunardi holds a degree in management engineering from the University of Padova, Italy.



Passenger Ship Safety Miami: Key Industry Topics In Focus

Passenger Ship Safety Miami

Passenger Ship Safety Miami 2018 kicked off this week with cruise line executives, major suppliers, class societies, public agencies and regulatory bodies coming together for a two-day conference event.

With an expanding global cruise fleet, the human factor and crew training were key topics when it comes to all aspects of cruise ship safety. Technology is racing ahead onboard, from video detection to passenger tracking. There are also new LNG-powered cruise ships coming, which bring with them their own set of new challenges.


Carnival Cruise Line has recently launched a new firefighting training program in partnership with Marioff, the provider of the HI-FOG firefighting system that deploys a water mist.

“We felt the need to have specific, detailed training on the full functionality of the systems,” said Martina Gallus, director deck and safety assets, Carnival Cruise Line.

A training team is going ship by ship, with training taking anywhere from five to seven days. The crew then take an exam and are awarded a certificate if they pass.

The training is scheduled twice annually per ship and a crew member’s certificate must be renewed every three years, said Gallus.

“Our focus is to develop strong, robust and reliable training firefighting,” she added.

Joska Taipale, manager, training and technical support for Marioff, said the program consists of both classroom and hands-on training.

Carnival Vista

“The fire protection system is not a system the crew normally uses,” Taipale said.

With an installation base counting thousands of ships, Taipale said the training is specific to each ship’s HI-FOG system and each crew member’s role in the firefighting operation.

Up to 200 crew have been trained per ship, according to Taipale.

Big R&D

Gerry Ellis, director of safety and OHS policy at Carnival Corporation, said the company not only shares safety information and data between its own brands but with other cruise companies.

With a fleet of 104 ships, Carnival has ample opportunity to test new technology, which is backed up by a strong corporate safety culture.

“Within the last five years we have spent the price of a new ship on systems being installed on our fleet that go well above compliance,” Ellis said. “It’s about being open and honest, and also being fortunate enough to test these systems. We have leadership that’s willing to spend the money on research and development.”


With equipment on some 400 commercial LNG ships, GTT is involved in every aspect of LNG in the maritime world, including design, construction, operations, maintenance and upgrades, said Aziz Bamik, general manager, GTT North America.

Among the challenges, he pointed to tank space requirements, which can take up around two more times the space than traditional fuel tanks to store the same volume.

The AIDAnova will be the first cruise ship to sail on LNG.

“You have to balance the fact you need more volume and will lose cabins,” said Bamik. “(Cruise lines) will need to come up with the right solution to minimize the loss of cabins while having the best, most efficient fuel system. Space is really the main challenge.”

The company is involved in a number of self-propelled LNG bunkering barge projects, in addition to cruise ship newbuilds that will run on LNG.

Crew training is another key area for GTT.

“We purpose-built a training simulator for a specific LNG barge,” noted Bamik. The company can also offer a 24/7 hotline for emergencies

Human Factor

Captain John W. Mauger, the commanding officer of the United States Coast Guard’s Marine Safety Center, said the agency visits each cruise ship newbuild two times.

The first visit is between six and 12 months before delivery, while a second visit is more comprehensive and scheduled around final certifications.

Mauger noted newbuild cruise ships were increasing in complexity. Regulations like a safe return to port have made the ship its own lifeboat, but have also introduced new technologies.

“We know that complex systems fail in complex ways,” Mauger said. “It’s not sufficient for us to put the technology aboard and then not drive those lessons and understandings into the crew members.”


Joep Bollerman, operations manager, passenger ship support centre, Lloyd’s Register, said that almost all engine room fires could be traced back to oil or fuel spray on hot surfaces.

Among the factors to mitigate that, beyond crew training and detection, he said many companies were putting in additional fuel cut-off valves to give crew more options to isolate the fuel supply.

Firefighting Training

“Training and drills need to be more than a check in a box,” he added. “There needs to be a more formal evaluation. The drill needs to be as realistic as possible.”

Michael O’Donnell, executive director, FAA, office of accident investigation and prevention, pointed to the agency’s partnership with airlines and suppliers, working together to solve operational and safety issues. With many parallels to the maritime world, O’Donnell presented Aviation Safety Infoshare, which aims to improve aviation safety.

Attendance at Passenger Ship Safety Miami was up year-over-year, with the second annual Passenger Ship Safety Miami conference seeing a notable increased in attendees.

The next Passenger Ship Safety Miami event is scheduled for January 29-31, 2019.

P&O Cruises confirms order for second new ship

Image result for p&o cruises new ship 2020

A second large next-generation cruise ship for P&O Cruises was confirmed tonight as the line seeks to attract more first time cruisers.

The vessel will be powered by Liquefied Natural Gas (LNG) and is due to join the fleet in 2022 – two years after a similar sister ship enters service.

The latest order will be 180,000 gross tons and have a capacity of 5,200 passengers.

Both new ships will be registered in the UK and built by leading German shipbuilder Meyer Werft in Papenburg.

The ship will feature the Carnival Corporation’s exclusive “green cruising” design as one of the first generation of cruise ships to be powered by both while in port and at sea.

This will “significantly reduce” air emissions with the shipping industry’s most advanced fuel technology, the company claims.

The new ship is part of a fleet enhancement strategy with 19 new vessels set for delivery across Carnival Corporation brands between 2018 and 2022.

Carnival UK president Josh Weinstein said: “We are seeing the momentum in awareness of cruising both across the media and in our national psyche as ever-increasing numbers of people see first-hand the value for money, unrivalled service and extraordinary onboard experience.

“These two next-generation ships for delivery in the next four years are real and tangible evidence of our absolute optimism for future growth.”

P&O Cruises senior vice president Paul Ludlow added: “We have a bold and ambitious vision for P&O Cruises to become Britain’s number one holiday choice and we can only do that by increasing our fleet.

“The build for our 2020 ship begins this spring and it will offer all generations of British guests the holiday of a lifetime on the next generation of P&O Cruises ships.

“In four years’ time when her sister ship is launched, adding an additional 22% capacity, we will see an even greater rise in the popularity of cruising across all demographics and all age ranges including both Millennials and Generation Xers.

“Many of them have already learned to appreciate cruising by going on cruises with their families while growing up. Additionally, there are millions more we will attract in the future by retaining the amazing onboard and on-shore experiences and itinerary choices P&O Cruises is known for, while reflecting forward-thinking trends and tastes of British holidaymakers.

“This evolution of the guest experience will be evident over the next few years but will be underpinned throughout with in-depth market insight and feedback we receive from the best source: our current, past and prospective guests.

“The first of our new ships will go on sale in September and we will be announcing key elements of the design and build this year.

“Our P&O Cruises signature features in dining and entertainment will be across all our ships, but the space and build of the two new ships allow us to have innovative new experiences to create the most memorable holidays.”

Thomas Weigend, managing director of Meyer Werft, said: “We are very happy to continue our excellent partnership with Carnival Corporation and P&O Cruises.”