Debut of First Large Passenger
Cruise Ship Built in Japan for
Princess Cruises
YOSHIRO ONOGUCHI* 1
MATSUYUKI IWAMOTO* 1
HIDEUMI SENJU* 1
TATSUAKI KANAGA* 1
SHIN TERADA* 1

The passenger cruise ships "Diamond Princess" and "Sapphire Princess" were completed and delivered to theowner, Princess Cruises, on 26 February and 27 May 2004, respectively, at the Nagasaki Shipyard and Machinery
Works of Mitsubishi Heavy Industries, Ltd. (MHI). These ships are a new generation of large passenger ships thatwill sail as the Grand-series of advanced vessels by Princess Cruises, part of the Carnival Group. New concepts areincorporated in the designs of the ships in which environmentally friendly power generation, propulsion, and waste
treatment systems using advanced technologies have been installed onboard. Both sister ships are now in service
along the west coasts of the U.S. and Mexico.

1. Introduction

2. Outline of the ships

The "Diamond Princess" and "Sapphire Princess"(Fig.1
Fig.1) are large luxury passenger ships with a gross
Fig.1
weight of approximately 116 000 tons each. They are
the first ships of their type to have been ordered andconstructed in Japan for a leading overseas cruise
company.
This report presents an outline of the ships and reviews some of the technical challenges and features ofthe design and construction of these large passenger
ships. These challenges and features include measuresfor environmental protection, measures against smoke
emissions, efforts to reduce vibration and noise, and an
outline of the recovery work undertaken for the ships
after the occurrence of a fire accident during the construction of the first ship on 1 October 2002.

The major specifications of both ships are shown in
Table 1,
1 and a view of the general arrangement of thepassenger accommodation spaces is shown in Fig. 22.
2.1 Passenger cabins
Some 72% of the total 1 339 passenger cabins onboard
are outside cabins that face the sea. In addition, 78% of
these cabins have their own private balcony. Moreover,a total of 29 passenger cabins are equipped with facilities that can accommodate handicapped persons, suchas passengers restricted to wheelchairs.
Table 1 Major specifications of the ship
Lloyd's Register of Shipping

Classification

App. 116000 GT

Gross tonnage(m)App. 290

Length b.p.

(m)

246.0

Breadth (moulded)

(m)

37.5

Height above sea level

(m)

54.0

Design draft

(m)

8.05

Service speed

(kt)

22.1

Overall length

Main power generating engines
Diesel engine(kW)

2 x 9 450

Gas turbine(kW)

1 x 25 000

Propulsion motors(kW)

2 x 8 400

Number of propellers
Number of rudders

2

Number of side thrusters
Fig. 1 Overall view of ships
Sister ships cruising off Victoria, Canada; Left: Sapphire Princess,Right: Diamond Princess.

2 x 20 000
2 fixed pitch propellers
3 x Bow, 3 x stern

Fin stabilizers

One pairTotal number of passenger cabins

1 339

Number of crew cabins

650

Max. capacity of persons onboard

4 160

Mitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)*1 Nagasaki Shipyard & Machinery Works

1

DIAMOND PRINCESS/SAPPHIRE PRINCESS DECK PLANS
Skv 17/18
Spots 16

Sun 15Conservatory (Dk 14)
Lido 14

Aloha 12

Baia 11

Horizon Court (Dk 14)

Caribe 10

Dolphine 9
Princess Theater (Dk 6/7)
Emerald 8

Promenade 7

Grand Casino (Dk 6)
Fiesta 6

Gala 4

Plaza 5International Dining (Dk 6)
Pacific Moon Dining (Dk 6)
Atrium Court (Dk 5/6/7)
Fig. 2 Arrangement of passenger spaces and major public spaces

2.2 Public spaces for passengers
Meals are one of the main pleasures onboard any cruise
ship. Thus, a variety of restaurants are provided under
the Princess Cruises' unique concept of Personal ChoiceDining in which you may dine “when you like, with whom
you like, and wherever you like.” These include one main
restaurant; four specialized "theme" restaurants which
serve a select range of dishes based on Italian, American
steak, Mexican, or Asian menu themes; the Sabatini which
specializes in real Italian cuisine; and the Horizon Court,
which offers a variety menu 24 hours a day.

An extensive range of public facilities are also provided onboard including various types of lounges thatoffer passengers many opportunities to relax in an pleasant environment, a large 700-seat theater in whichmusical and other shows are performed twice a day, acasino where passengers can enjoy an atmosphere similar to that of Las Vegas, an entrance hall with athree-story atrium, one of the largest Internet cafes
onboard any ship, a spa with a gym and massage rooms,
an indoor pool with sliding roof and large and small outdoor pools, and mini-golf courses.
Mitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)2

3.2 Waste and sewage treatment system
Given the increase in the size of cruise ships in recent years, the number of passengers carried onboard
can now easily reach several thousand persons in total.
As a result, the treatment of waste and sewage largely
produced in the course of life onboard the ship is closed
up for environmental protection.
3.2.1 Waste treatment system
Two advanced incinerators (1 600 kW x 2) with fluegas treatment systems are installed onboard to incinerate the waste produced in the ship. The flue gas
treatment system is manufactured based on the values specified in German Ordinance BIMSCHV 17,
which is one of the most strict discharge standards inthe world.
The treatment system consists of a cooling tower, areactor, and filters, and removes HCl, NOx, SOx, dioxin,
heavy metals, and dust from the flue gas of the incinerator and discharges the gas in the form of clean flue gas
into the atmosphere.
3.2.2 Sewage treatment system
Sewage produced onboard the ship is treated and purified to a dischargeable condition by a sewage treatment
system and discharged outside the ship.
Advanced sewage treatment systems have been installed onboard both these ships in order to remove
impurities and reduce BODs, the presence of colon bacillus, the degree of pollution, and solid matter to levels
that are about 1/10 those of conventional systems.
A comparison between the IMO and USCG sewage
discharge standards is shown in Table 2
2. As can be seenin the table, the discharge standards have been enhancedin the Alaska sea area. Consequently, the treatment systems used onboard both vessels can fully meet therequirements of these stricter standards.

3. Efforts for environmental protection
In recent years, regulations concerned with environmental protection have become increasingly stringent
year by year in cruise sea areas with respect to passenger ships. There have been cases in Alaska, for example,
where embargoes and penalties have been imposed on
cruise ships for causing environmental pollution of any
kind.
As part of measures to implement the environmental
policy of Princess Cruises in which the keywords are zero
emissions/clean discharge, power generation, propulsion,
and waste treatment systems have been adopted onboard
the ships described in this report that take advantage ofthe very latest advances in technology.
3.1 Integrated electric propulsion system
The ship has adopted an integrated electric propulsion system in order to remarkably reduce NOx
emissions and to eliminate smoke. The power generating system servicing both hotels and propulsion system
consists of four new-generation smokeless middle speed
diesel engines and one aero derivative model gas turbine. The electric propulsion system has two propulsion
motors and conventional shafting with fixed pitch propellers.
The diesel engines are sitting in the engine room near
the bottom of the ship, whereas the gas turbine is located on deck 16 inside the funnel since it is compact insize and light in weight and generates less vibration and
Fig. 3noise (Fig.
3). This has made it possible to increase theamount of space available for use as passenger spaces.
The generators can be operated with two unequal load
sharing modes, i.e. DG priority mode for fuel cost saving
and GT priority mode for low smoke emission, as well as
an equal load sharing mode in all sailing situation.

Table 2 Sewage Discharge Criteria

Gas turbine
USCG
33 CFR
159PT-1-300

IMO
MEPC. 2 (VI)

USCG/
Alaska40 CFR 136

Test period

10 days

10 days

10 days

Suspended solids (mg/l)

150 or less50 or less(100 at sea)

30 or less

(mg/l) Not specified

50 or less30 or less

Item

Forward/After main
distribution panels

BOD

Diesel engine

Fig. 3 Arrangement of generators
The diesel engine is located on Deck 1, while the gas turbine has been
installed inside the funnel on Deck 16.

Number of coprophil
coliform groups(pcs/100 ml)

200 or less

250 or less20 or less

PH valueNot specified

Not specified

6.0-9.0

Chlorine ions

(mg/l) Not specified Less in practicalrange

100 or less

Mitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)

3

Key points in optimizing the shape of the funnel included reducing the size of the gas turbine room,
promoting the rise of smoke emissions upwards out of
the ship through a collective arrangement of multiple
exhaust gas pipes, and the opening ratio (including harmony with the appearance design) of the decorative
structures around the funnel.
Figur
e 4 shows one example of the wind tunnel test
Figureresults for the shape of the funnel adopted onboard thesetwo vessels. The figure shows that the absence of any
entrainment and falling of smoke emissions to the open
deck and that exhaust emission concentration requirements are also satisfied.

4. Measures against smoke emissions
The shapes of the funnel used onboard passenger
ships are formed in characteristic shapes depending on
the operators and the series of the ships. Although theships covered in this report are positioned as part of
the Grand-series, they have elements that differ fromthose of last Grand-series vessels. These include thegas turbine being located inside the funnel, a large discotheque is located at the rear of the funnel, andpod-shaped ornaments (GRP-make) in the characteristic metallic silver color of these ships are located on
both sides of the funnel. Accordingly, the shape of thefunnel was developed to be specific to the design needsof these ships.
The shape of the funnel and discotheque and thedecorative structures around them had to be designed
so that exhaust gas from the funnel does not come into
contact with the open deck, discotheque, decorative
tube, or the air intake while making the most use of
the appearance design intended by the shipowner. MHI
made every effort to optimize the shape of the funnel
by wind tunnel tests carried out in cooperation with
the MHI Nagasaki Research & Development Centerfrom the basic stages of design.

5. Efforts to reduce vibration and noise
One of the most important factors in determining thecommercial value of passenger ships is how quiet andvibration free they are. Hence, reduction of vibrationand noise onboard is the most critical technical problem in the successful design of any passenger vessels.
In order to reduce vibration and noise as much as possible on these two vessels, MHI has made every effort
to develop a low vibration propeller and optimum hull
design, and to predict vibration and noise level at thedesigning stage.
MHI has also carried out exciter tests during the construction stage, conducted investigation and feedback
based on measurement of vibration, noise levels andother characteristics during preliminary sea trials at the
shipyard. As a result of these efforts, it was possible toconfirm that quiet accommodation spaces satisfying thespecified requirements could be obtained at the official
sea trial.
5.1 Development of low vibration propeller
In developing the propeller for these ships, the propeller design was optimized in order to resolve conflicting
requirements such as the need to suppress cavitation
while at the same time increase propeller efficiency. Specifically, various types of propeller profiles wereprepared, and their performance was evaluated and examined by numerical simulations to narrow down
candidate propeller profiles. Then model tests were carried out in order to determine the most suitable propeller
to be adopted for these ships.
In addition to the model tests performed at the MHI
Nagasaki Research & Development Center, at the request of the shipowner, comparison model tests werealso conducted at a large European model basin, in
which the propeller developed by MHI and those developed by a third party (European basin) wereexperimented in the state of the model ship having thepropeller at its stern. As a result of the tests, the MHIdesigned propeller (inward rotating type) was found tohave the best performance in general and hence wasadopted for the ships.

Entrainment cleared

Reference value of concentration cleared

Maximum
concentration

1/25 (reference value)

1/235

1/277
1/ 1 097

Open deck

Passenger
cabin deck

Pool

(Wind tunnel tests: Model scale factor 1/150)
Fig. 4 Results of wind tunnel tests
This figure shows results of wind tunnel tests of the funnel design
adopted when the stack is facing against wind in a straight forward
direction. The entrainment and trail of the smoke emissions to theopen deck are not observed.

Mitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)45.1.1 Results of full-scale measurement
The results of cavitation observation and measurement of pressure fluctuation made during thepreliminary sea trial are shown in Figs. 5 and 6 . They
indicate that, at the maximum outputs of the ships, only
chip vortex cavitation and thin sheet cavitation occurredand it was verified that cavitation performance of theactual ships were generally identical to that indicatedin the model tests.
In addition, the pressure fluctuation was approximately half of the results in the model tests. Thus, theactual propeller was identified as a low vibration typefully meeting or surpassing the specified requirements.
5.2 Structural design preventing hull vibration
Since these ships adopted an electric propulsion system which is driven by main generators via diesel engines
and a gas turbine, the major source of hull vibration waspropeller excitation forces. On the other hand, since theupper part of the ship forms the living quarters throughits entire length, the hull structures there are formed of
combination of low rigidity members with the result thatthe rigidity of the structures is lower than that of general merchant ships. Therefore detailed investigation on
vibration was performed during the designing stage on
the basis of prediction of vibration response against propeller excitation at each hull section.
5.2.1 Detailed response calculation of the whole ship
Propeller excitation inputted into the stern part of thehull is transmitted in the longitudinal direction throughnodal vibration of hull girder, which in turn generates

Sheet cavitation

P (kPa)Hub vortex and face cavitation
are not produced

Pressure fluctuation

Chip vortex cavitation

local vibration of the deck through the pillars and steel
walls. In order to quantitatively evaluate this propagation of the vibration, it is usual that the whole ship finite
element model is requested.
In general, however, there are limitations in preciseness of the analysis model because of limitations incomputer capacity and difficulties in handling the output, when the ship is calculated with an whole-ship
model. In the design of these ships, modal propagation
analysis technique developed by MHI Nagasaki Research& Development Center was introduced, and detailed vibration characteristics through the entire ship could bestudied by coupling the vibration characteristics obtained
from each detailed model, which was divided in the longitudinal direction of the ship. A view of the analysis
model is shown in Fig.7
Fig.7.
The effect of equipment and furniture specific to thepassenger ship on the damping effect of vibration was
taken into account in the response calculation by predicting them through hammering tests with mock-up
cabins.
Against vibration properties of each hull section obtained from these analyses, suitable measures such as
reinforcements of structures or additional weight, etc.
were taken and incorporated in the structural drawingsof the ships according to the degree of avoidance of resonance or the levels of vibration response.
2.0:

P1 (kPa):P2 (kPa):P3 (kPa)

1.5
50 % L (116 rpm)

86 % L (138 rpm)

100 % L (145 rpm)

Model

Model

Model

1.0

0.5

0.0
Back face

Front surface

Ship

Ship

Ship

Fig. 6 Results of full-scale measurements of pressure fluctuation
The results of these measurements showed that pressure fluctuationof the ship was about half of those obtained by the model test, and thepropeller was confirmed to be low in vibration.

Fig. 5 Results of observation of propeller cavitation
Excellent cavitation perttern could be confirmed similarly
to the model tests.

Fig. 7 View of detailed analysis model

Mitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)

55.2.2 Vibration tests on the actual ships and resultsof hull vibration measurement
The characteristics of vibration propagation from theexcitation were investigated during the construction
stage by vibration tests of the actual ship using an exciter mounted at the stern part of the ship. Countermeasures such as the reinforcement of structures weretaken for those portions where excessive vibration response was expected in this test.
As an example of the results of hull vibration measurements during the official sea trial, the distributionof the vibration levels in the longitudinal direction of
the ship is shown in Fig
Fig.. 8 together with the predictedvalues by the analysis at the designing stage. It could be
confirmed that the required allowable values were satisfied at all measurement points. Moreover, it could also
be confirmed that the detailed response analysis adopted
this time is sufficiently practical in terms of accuracy.
5.3 Low noise design
Specific noise limits include (1) noise level limits, (2)sound attenuation between accommodation spaces, (3)noise break-in from machinery/systems, and (4) impact
noise. MHI has taken the following steps to keep the
specified noise limits. As a result, these passenger ships
were confirmed to be low noise and comfort cruise vessels.
(1) Control noise level limits
Noise prediction analysis was carried out at theinitial design stage for the entire ship. In addition,
calculations to predict propeller vibratory force andnoise pressure levels at the stern were requested of
DNV (the Norwegian classification society), which has
an established track record in this field, and the noise
prediction analysis were verified.
Plans for noise protection and countermeasure
analysis were established based on these prediction
calculations, and noise measurements were made at
as many as two thousand points during sea trials.

These measurements and their feedback were repeated to increase the degree of completeness to theextent possible. An example of the noise protection forstern cabins (accommodation space) is shown in Fig. 99.
(2) Sound attenuation between cabins (accommodation
spaces)
The sound attenuation between the lounge and theater where entertainment is playing and thepassenger cabins is regulated. In particular, the places
where heavy acoustic insulation, floating floor andvisco-elastic floor were applied, were focused our attention to check the noise levels.
(3) Noise break-in from machinery and systems
Differences in the noise levels between equipmentin the running or fluctuating condition and in the
stopped condition are required to be within a certain
noise level (2 to 3 dBA). This is specified in order toprevent passengers from feeling discomfort while
sleeping. Detailed anti-vibrating measures for equipment and pipes as well as acoustic insulation
measures for surrounding areas were also required,
which posed a major challenge for MHI in its efforts
to develop suitably effective measures.
(4) Impact noiseThis specifies a noise limit in a compartment justbelow the deck against noise generated by dancing,
sports, and the running of working vehicles on the
deck. Some noise reducing measures were adopted,
such as visco-elastic layer on deck based on test results at a mock-up

Noise level dB(A): Before taking measures: After taking measures

Vibration velocity (mm/s): Analysis at design stage: Results of vibration measurements

70

Specified limit: 58 dB(A)

65
60
55
50

OF
OF OF OFOF
5 726 5 730 5 731 5 734 5 735

Area where visco-elastic
layer has been installed

2.0

5 726

Viscoelastic
layer

Allowable values of vibration 1.5 mm/s

5 730
5 734

1.0

5 735
5 731
0.0

-0.1 A.P 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 F.P
Location in longitudinal direction of ship

3 Dk

5 Dk

Fig. 9 Example of measures taken against noise at sterncompartment
The noise levels in the officer cabins of stern compartment on
Deck 5 were reduced to the specified limits or less by installingvisco-elastic layers on the walls of the lower decks just above
the propeller.

Fig. 8 Distribution of vibration levels in longitudinal directionof ship
The vibration response levels were found to meet the requirements
for allowable values at all measurement points, and well matchedthe values estimated at the design stage.

Mitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)

6

6. Safety and fire protection equipment
A tremendously large volume of information on the various safety and fire protection equipment is required forthese ships, which have a total boarding capacity of 4 000
persons or more. These include such things as fire detection system, sprinkler system, fixed type carbon dioxide
gas fire fighting equipment, local water fog system, fire
doors, water tight doors, and fire dampers in the ventilation duct, and so forth.
In order to properly manage with a tremendously large
volume of information at accidental fires and flooding,Princess Cruises has developed a Safety Management
System (SMS) to systematically monitor and operate thesafety and fire fighting equipment used onboard theseships, and its latest version is also installed onboard theseships.
According to the nature and the location of accident,
SMS can present the essential information in an easy-toobserve form with the procedures selected from a large
number of predetermined ones to assist the crew in implementing suitable procedures. For example, when a fire is
detected, SMS gives the location of the fire with the recommendations to control the relevant ventilation fans, firedampers and fire doors.

At the same time, consultations were held between MHI
and concerned parties to prevent such an accident from reoccurring, and the fire protection and fire fighting procedures
underwent a drastic review and revamping, and the revamped procedures were rapidly applied to both ships.
As a result of these efforts, MHI could complete the recovery construction in September 2003 thanks to thecooperation, reliability, and teamwork of all those concerned
including the owner and Lloyd's Register of Shipping, andcould safely realize the launching of the ship newly named
Fig. 10the "Sapphire Princess" (Fig.
10).

7. Recovery from fire accident during construction

8. Conclusion

On 1 October 2002, a fire occurred in the passenger cabinof Deck 5 in the first ship which was waiting to go on its
first sea trials at the shipyard. As a result of the fire accident, approximately 40% of the hull was burned out, thoughfortunately, there was no damage or harm to anyone on ornear the ship. It was also fortunate that there was no damage to the engine compartment, and the owner and MHI
agreed upon on the recovery and continuous constructionof the burnt ship.
The names of the two ships were switched. The ship
which was being constructed after the first ship that wasburned was designated as the "Diamond Princess," and thefired ship was designated as the "Sapphire Princess". The
delivery dates of both ships were changed to the end of
February 2004 and the end of May 2004, respectively.
This meant that two large passenger ships were for themost part constructed simultaneously at one shipyard,
which was the first challenge of its type in the world. The"Diamond Princess" was constructed in this yard in thesame manner as before, and the "Sapphire Princess" wasmoved to the Koyagi repair dock where the damaged portions were completely removed, overhauled, refurbished,
and re-constructed.

Although the construction of passenger ships has mainly
been a specialized task performed by four leading European shipyards, MHI has demonstrated through theconstruction of these ship that it can also claim a place as
one of the world's leading builder of passenger ships andthat the Japanese shipbuilding industry is superb.
On the other hand, the cruise market has already recovered from a recession that hit the market since the terrorist
attacks in the U.S. on 11 September 2001. The remarkable
growth seen in recent years in the cruise market, whichmainly consists of the US market and European markets, is
expected to be maintained for some time to come and is expected to result in a sustainable demand for about eightlarge passenger ships per year in the foreseeable future.
Drawing upon the experiences gained in the construction of these two ships, MHI will make every effort tofurther improve and construct passenger ships continuously
as a major Japanese shipyard for passenger ships.
Lastly, MHI would like to express its sincere appreciation to Princess Cruises and to Lloyd's Register of Shipping
who greatly guided and extended cooperation to us during
construction of both ships, as well as to everyone involved
with the construction of these two ships.

YoshiroOnoguchiFig. 10 Launching ceremony of the Sapphire Princess
Repair work and construction of the ship was successfullycompleted, after which it was safely launched as the
Sapphire Princess.

HideumiSenju

Matsuyuki
IwamotoTatsuakiKanagaShin
TeradaMitsubishi Heavy Industries, Ltd.
Technical Review Vol. 41 No. 6 (Dec. 2004)

7