The Port of Valencia approved on November 13 the concession for the construction of the new cruise terminal on the land of Unión Naval de Levante.
Article from CruisesNews magazine no. 55 – December 2020
The Port Authority (APV) selected Baleària's offer, the only one submitted, which includes the construction of a new model terminal in ecology, environment, connectivity, port-city integration, etc., also giving an outlet to port areas that have been inactive since 2012.
A Historic Project:
The project to build a dedicated cruise ship terminal in Valencia has been a long time coming. The northern expansion of the Port of Valencia included two cruise ship piers, with the possibility of up to three in a future expansion, located to the north of the existing pier, much like those found in ports such as Civitavecchia, or even Barcelona's Moll Adossat. However, in addition to cruise ships, this northern expansion also accommodated increased container capacity, which is Valencia's flagship traffic. Initially, the new container terminal was planned for the south of the northern expansion.
In 2019, the port of Valencia received 203 cruise ship calls and 435,000 cruise passengers, with a pre-COVID-19 forecast of around 500,000 passengers in 2020.
However, following the construction of the breakwaters, during the process of defining both terminals, MSC Containers (not MSC Cruises), the world's second-largest container operator, announced its intention to bid for the new container terminal concession. They proposed that the container terminal be located north of the northern expansion, with over two kilometers of berthing space—in other words, where the cruise ships would be based in the future. This new terminal, awarded in September 2019, involves a 50-year concession with an investment of €1.021 billion during the period 2020-2026: €320 million for civil works and buildings, €615 million for cargo handling equipment, and €86 million for automation. The new container terminal will be fully electrified, its design and equipment will allow it to handle the largest container ships in service, and it is designed to minimize CO2 emissions2.
Terminal Location Change
Consequently, the Port Authority changed the entire container terminal project of the northern expansion, and decided to look for another location for the cruise ships.
In the fall of 2018, the board of the Port Authority of Valencia initiated the process to reclaim the concession for the former Unión Naval de Valencia shipyards, which culminated in October. This meant that, instead of the cruise terminal being located in the northern expansion, it would be built on the nearly 100,000 m² concession of the historic Boluda Group shipyards, which ceased operations in 2012. Originally, the Port Authority's plan was to locate a ferry-only terminal there, given that Balearia operated from Valencia without such infrastructure. In this situation, the Port Authority decided to change its strategy from two dedicated terminals, one for cruise ships and the other for ferries, to a single mixed-use terminal. The Port Authority also modified the initial design to accommodate both international and domestic cruise and ferry traffic, which required more space to accommodate trucks and other vehicles. The port's intention was to overlap this bailout with the competition for the concession of that new mixed passenger terminal to the operators, who would have to present their own projects.
The new terminal must allow for a perfect coexistence between the tourist arriving in Valencia and the service capacity of the city itself.
The priority behind this decision was not to create a dedicated terminal for whoever won the concession, but rather one with a public service focus. This strategic decision adds greater value for cruise passengers, or tourists arriving in Valencia by ferry, because it will be located at the entrance to the city. They will be able to walk out to explore the city, without needing to use shuttle buses as was the case in the northern expansion.
Operating specifications for the terminal
The specifications for the new passenger terminal in Valencia are an example of the emphasis on the values of effectiveness, efficiency, and environmental rigor that should govern the management of the Administration.
For example, it valued the Corporate Social Responsibility Plan up to five points, in relation to the implementation of a corporate governance strategy and code of conduct, with measures to promote gender equality, stable employment, work-life balance and improved conditions on top of the legally required universal accessibility.
Furthermore, the Port of Valencia has been working on environmental projects for many years, most notably EcoPort, which is funded by the European Union. Thus, among the requirements of the Port Authority of Valencia (APV) for the construction and management of infrastructure, the tender specifications include an environmental plan that encompasses a commitment to the development of EcoPort's Environmental Management Systems (EMAS), an environmental protection program for the construction phase, specific CO2 reduction measures, the use of renewable energy, recycling, and the use of eco-efficient machinery and equipment, among other measures.
The president of Baleària, Adolfo Utor, has emphasized that the new maritime station “will have a green heart, an intelligent spirit and will be a beacon of sustainability in the port of Valencia”.
In this vein, the new Passenger Terminal project presented by Balèaria will have 100% renewable energy, will take advantage of the recycling of waste recovered from ships and the maritime station for the production of biofuels, will have a “cold-ironing” electricity supply network for docked ships, the design of the roofs of the buildings will be prepared for the installation of photovoltaic solar panels, and all this while making it compatible with the protection of the historical-cultural heritage of the buildings.
The Port Authority of Valencia is also working on alternative energy projects, such as photovoltaic panels on the roofs of all buildings; or wind energy, for which it has asked the Valencian Government to transform the current law to be able to install wind turbines on the outer breakwaters.
Furthermore, the Port Authority of Valencia, together with the Valenciaport Foundation, contributes to projects such as the conversion of Baleària ferries to LNG, a reality that now encompasses a large part of its fleet (including 100% of the vessels based in Valencia), and the use of hydrogen in the machinery at the Grimaldi and MSC terminals, among others. In addition, it is working with Baleària on the “Green Ports” project to measure and improve air quality and noise levels in the Port of Valencia. To this end, state-of-the-art measuring equipment is being installed to measure emissions and noise in the dock and along various logistics chains. This data will be used to design predictive models to anticipate peaks in emissions and noise levels and to take appropriate action.
Attracting New Traffic: Global Ports' Role.
The tender also stipulated that the concessionaire had to commit to attracting new traffic, both scheduled and cruise lines, and therefore the business plan was weighted with 45 points. This document had to outline the minimum traffic volume committed to during the terminal's operating years, as well as the discount the concessionaire would be willing to offer on current tariffs. In other words, the Port Authority of Valencia was aiming for a vibrant, bustling terminal that would further enhance the port's already significant role as an economic engine.
Every Euro spent by the cruise community in Valencia has generated an additional €1.21.
In this respect, the partner that joined Balearia in the bidding process is significant. Global Ports Holding Plc is the world's largest cruise port operator, which initially began in the Mediterranean but, after significant expansion, also manages ports in the Caribbean and Asia-Pacific. In Spain, it manages the Málaga cruise terminal, which it has fully owned since the beginning of 2020, and part of the Barcelona terminals through Creuers Del Port de Barcelona SA, a company in which it holds a 62% stake, while the remainder belongs to Royal Caribbean Cruises.
The Port Authority of Valencia was aware of this alliance, and in previous meetings, Global Ports announced a firm commitment to Valencia, taking advantage of the infrastructure that was about to be put into service. The Port Authority of Valencia views this development positively, given that Global Ports can ensure the continuity of cruise traffic, make it feasible to operate within the terminal, and satisfy the social demand for cruises, given the Valencian Community's strong tourism sector.
Global Ports must be able to regulate and manage the supply of cruise ships, rationalizing their arrival at the port so that the city can absorb them, avoiding large crowds that cause complaints from citizens.
The tender also stipulates that the successful bidder must quantify the benefit to the Port Authority of Valencia through the payment of fees. Balearia estimates that, over the life of the operating contract, the Port Authority of Valencia will collect approximately 70 million euros in mandatory fees for vessels, passengers, and ro-ro traffic.
Terminal Description:
The terminal will occupy approximately 100,000 m²and its concession will be granted for a term of 35 years, extendable to a maximum of 50 years. The company's planned investment amounts to 12 million euros. The Unión Naval de Levante shipyard has a significant history in Valencia. When the Port Authority took over the shipyard, it commissioned a report from the Demetrio Rives Chair at the University of Valencia regarding its industrial heritage. The report's authors highlighted the importance of preserving the shipyard's large production halls (sub-hall A of hall 3), as well as part of the slipway, some of the crag cranes located next to the slipway, and a water tank. This entire report was included in the tender specifications.
The 400,000 cruise ship passengers that Valencia receives annually represent less than 20% of total tourists.
Balearia has made a smart move, preserving all these elements as symbols of the industrial past. This gives the buildings a rather modern look, with spacious, bright interiors filled with greenery, where the terminal's operations can coexist with the social life of the city.
Another building is dedicated to offices and passenger transit and arrival. The cruise terminal and the regular passenger terminal are separate. The cruise ship piers will be built by the Port Authority. The APV is finalizing the project on the Turia Norte breakwater, and also on the northern part of the basin, as an extension of the slipway. The terminal will thus have three permanent cruise ship berths on the Turia Norte breakwater, and on a new cruise pier to be built on the northern part of the Levante Basin. Balearia will build a transverse pier between the two cruise ship piers, between the old northern and southern sections of the shipyard, as well as a 215-meter-long floating dock parallel to the Turia Norte pier, which will allow two ferries to berth in the center of the basin. All piers will be equipped to accommodate roll-on/roll-off cargo ships if needed, and will have jet bridges for safe passenger access on board. Only if a fourth cruise ship happens to dock would it arrive at the Trasmediterránea terminal.
The Port Authority will also construct the two access points to the terminal: Access “A”, for cruise ships, to the north, facing the city of Valencia; and Access “B”, for trucks and roll-on/roll-off cargo, to the south, facing the ring road through the customs area, via the port's own roads. The cargo and cruise ship access points will never intersect. This new infrastructure at the Port of Valencia will include two pre-boarding areas of approximately 15,000 and 6,000 m²for passengers from the south and west access points, respectively. The project also includes an Innovation and Eco-efficiency Center and a space for cultural activities.
The Port Authority of Valencia is under pressure to prepare the cruise ship docks at the new terminal as soon as possible to ensure the continuity of cruise traffic following the disruption caused by Covid-19. To begin construction of the new container terminal in the northern expansion, the Port Authority must dismantle the existing cruise ship docks. This means that cruise ships will need to be accommodated at the new terminal.
The new passenger terminal at the Port of Valencia will welcome cruise passengers in facilities of high historical value, accessible, smart and committed to the environment.
Furthermore, in order to build the cruise ship terminal, the Port Authority must first complete the Turia North breakwater terminal so that Balearia can begin using that berth. There must be a very precise sequence between the construction projects to ensure that current traffic, including cruise ships, regular passenger services, and Balearia's roll-on/roll-off cargo, can be maintained.
The dock projects are well advanced, and the works will be put out to tender as soon as possible. The Port Authority of Valencia's (APV) works will also be carried out concurrently with those of the terminal, making coordination between the two vital. The APV must demolish all buildings, structures, etc., not listed as requiring preservation in the Demetrio Rives Chair's report. Once demolished, the APV will hand over the site to Balearia so that construction can begin. Meanwhile, the docks and dredging will proceed in parallel. This complex undertaking will require a minimum of three years to complete.
It will be a multipurpose terminal, given that cruise ship calls are during the day, while ferry traffic in Valencia is destined for the Balearic Islands, arriving in the afternoon, around 7:00 or 8:00 PM, and departing at 10:00 or 11:00 PM. These are therefore complementary traffic flows that do not overlap, allowing for easy coexistence. In any case, the cruise ship docks can accommodate the largest vessels currently in service and even those planned for future construction. And the maneuvering capacity is ample, a fact confirmed by the Valencia harbor pilots.
To this end, the new terminal must have at least four berths, at least one of which must accommodate a cruise ship of 360 meters in length and another of at least 250 meters in length. All berths must be equipped with a power supply network for vessels. The terminal must be able to accommodate two cruise ships on the same day, one as a home port and the other in transit, and two ferry or ro-pax vessels.
New Green Infrastructure in Valencia:
The Port Authority of Valencia has been working for several years on supplying electricity to ships while they are docked in the port. The electrical substation project is complete and only awaits approval from the Regional Ministry of Industry. In other words, the port currently lacks the capacity, but the project is finished, the location of the substation is reserved, and in the future, the new passenger terminal will be able to offer this service to ships that dock there.
The Port Authority is the official supplier for all port operators because, although there is freedom for each one to connect with the supplier they wish, the price of electricity obtained by the APV due to the scale of the port is unbeatable.
During the pandemic lockdown, the Valencia City Council measured noise levels while the city was at a standstill, but the port was operating at almost full capacity. Interestingly, noise levels decreased significantly, suggesting that the port's contribution to this indicator is not as substantial as initially thought.
Regarding LNG bunkering at the Port of Valencia, it is currently delivered daily by truck to Balearia ferries, as well as other clients. The port expects sufficient demand in the coming years to offer bunkering via barge, which would also utilize the Sagunto regasification plant, located 20 kilometers north of Valencia, for bunkering purposes. The plant would need to be modified for this use. The use of LNG in container ships (such as the new CMA CGM vessels), the port's main users, as well as the new cruise ships from Costa, MSC, Aida, etc., equipped for this fuel, could generate the necessary demand to offer this service.
Impact study of cruise ships
Although cruise traffic is not the star business of the Port of Valencia, an infrastructure such as the passenger terminal cannot be considered without a prior analysis of its future impact, which allows decisions to be made based on objective data.
Between 2017 and 2019, Valencia participated, through the Valencia Port Foundation, in the Co-Evolve project. Its primary objective was to identify and measure the socio-economic and environmental impact of cruise tourism in Valencia, thereby increasing transparency. The secondary objective was to define short-, medium-, and long-term goals and measures to achieve the sustainable development of cruise tourism in Valencia. Other Mediterranean ports also participated in the project.
It was a participatory project, with a monitoring committee in which the Port Authority, the Valencia Port Foundation, and Valencia Tourism played a key role. All stakeholders related to the cruise industry also participated: shipping agents, suppliers, environmental managers, destination management companies, transport companies, etc.
This project had two outcomes: an economic impact study of cruise tourism in Valencia, and a characterization of the environmental aspects linked to cruise tourism in Valencia.
Data from daily measurements taken at the Port of Valencia's monitoring station show excellent air quality and very low pollution levels. This station, part of the Valencian Regional Government's Air Quality Monitoring Network, collects data on various air pollutants and PM10 particles to monitor atmospheric conditions in the port area.
In the first area, the methodology used by the Polytechnic University of Valencia, which was entrusted with the fieldwork, involved consulting the accounts of companies involved in the cruise industry, as well as regional government accounting records, both supplemented by on-site surveys. The initial, direct, indirect, and induced effects were quantified.
The Environmental Impact of Cruise Ships in Valencia
Regarding the environmental impact of cruise ships in the Port of Valencia, its Port Authority has been conducting annual greenhouse gas inventories since 2008. This document covers not only its own activity but also the overall operation within the port (trucks, terminals, ships), from the moment they enter the harbor until they leave. The results of this document are striking, showing that cruise ship emissions represent only 1.3% of the total, given that they are not Valencia's primary traffic and that their average stay in port is much shorter. If this traffic is limited to ships, they account for 2% (for example, in 2016, out of a total of 7,702 ships, 3,264 were container ships, and only 183 were cruise ships).
Globally, the data is equally striking. It is estimated that the world's shipping fleet emitted approximately 816 million tons of CO2in 2012, representing just 2.1% of the planet's total emissions. However, the cruise sector alone emitted around 35 million tons of CO2 (2014 data), accounting for only 4.3% of emissions from all cargo and passenger ships, or 0.2% of total global CO2 emissions. Furthermore, the percentage of cruise ships equipped with scrubber or SCR systems is steadily increasing, significantly exceeding the average for other merchant vessels. In addition, there are currently 29 cruise ships powered by Liquefied Natural Gas (LNG) in operation or under construction. These ships will emit no SOx or PM, and will reduce NOx emissions by 90% and CO2 emissions by 20%. Container ships are also joining this trend.
With the new self-sufficient terminal, zero-emission buildings will become a reality in the port of Valencia.
Most cruise ships that call at Valencia, and 100% of those that do so regularly, every week in summer, belonging to cruise lines such as Costa Cruises or MSC Cruises, are certified according to ISO 14001 and have an Environmental Management System (EMS) that defines procedures, practices, and rules for dealing with environmental impacts in every area on board. Certification is carried out by external auditing bodies.
For these clients, whose vessels possess Certificates issued by the Maritime Administration stating that, due to the vessel's environmental management, design, available equipment, or operating conditions, reduced quantities of the corresponding waste are generated, the Port Authority can grant discounts on port fees. Thus, 65% of the cruise ships that called at the port in 2017 held this certificate.
Regarding MARPOL I (wastewater discharge), the volume generated by cruise ships is not significant. However, the construction of a treatment plant is planned. The MARPOL Convention permits the discharge of wastewater starting 12 nautical miles from the coast. Nevertheless, CLIA member companies have a policy of not discharging untreated wastewater anywhere.
Another aspect is water consumption. Cruise ships have onboard systems that allow them to desalinate seawater. A few years ago, they could only produce water while at sea, but with the arrival of reverse osmosis systems on ships, they can do so in port as well. However, cruise ships, especially older ones, still require a supply of potable water to meet certain onboard needs. In Valencia, around 50% of the ships that call at the port consume water. One statistic: the water consumed by cruise ships is half the amount consumed by the Port Authority itself in its own buildings and roads.
According to Annex V of MARPOL, it is prohibited to dump any type of solid waste into the sea except for food scraps, which are ground up and dehydrated before a decision is made as to whether they are incinerated on board or discharged at sea under certain restrictions: never within 3 nautical miles of land. Cruise lines have implemented significant food waste reduction programs in recent years, including donating prepared but uneaten food to charities. In Valencia, this solid waste generated by cruise ships accounts for 23% of the total.
The port of Valencia is promoting calls by eco-friendly cruise ships by reducing the fees they have to pay due to their reduced environmental impact.
However, it's important to note that cruise ships recycle 60% more waste per person than the average person on land. While cruise ship passengers are estimated to generate 680 grams of waste per person per day, the average in the US is 1.9 kg, and studies attribute 2 kg to hotel guests on land.
Another controversial aspect of cruise ships is the noise generated by their auxiliary engines in port. The Port Authority of Valencia (APV) conducted on-site measurements at the two existing cruise ship piers: North Extension and West. At the North Extension pier, six measurement points were taken, and only one exceeded 60 decibels, and even then, only during the time when coaches were picking up passengers for optional excursions and shuttle buses were running to the terminal. The noise from the cruise ship and the existing background noise were practically indistinguishable. In the case of the West pier (which will be adjacent to the new terminal), the noise level never exceeded 60 decibels at any of the ten measurement points. Furthermore, the contribution of a cruise ship to the overall noise level does not represent a significant increase over the existing background noise.
Furthermore, the Port Authority of Valencia conducted acoustic quality simulations to assess noise levels in neighboring residential areas. Analysis of the isophone map reveals that sound propagation is greater at the Cruise Terminal in the northern expansion area due to the absence of obstacles, while at the western terminal, buildings influence noise propagation, shielding it and reducing its acoustic impact. The noise propagation range from 100 to 600 meters, a range provided by the 45-50 dBA isophone.
These simulations conclude that the acoustic quality objectives for the nearest residential areas are met, not exceeding 45 dBA for the night period, even in the worst scenario with two cruise ships docked simultaneously.
Award of the concession to Baleària-Global Ports.
On November 13, 2020, the Board of Directors of the Port Authority of Valencia selected the bid submitted by Baleària/Global Ports for the construction and management of the new public passenger terminal at the Port of Valencia. No other bids were received. The selected proposal received a score of 93 out of 100. The president of the Port Authority of Valencia, Aurelio Martínez, emphasized that the proposal “will be an accessible, sustainable, and smart infrastructure, serving the city, as outlined in the requirements published in the tender specifications.” Furthermore, he indicated that “it guarantees that 100% of the electricity needed for the operation of the terminal will be produced on the premises and will be of renewable origin, that the facility will operate with zero polluting emissions and will be committed to the circular economy, that the terminal will recycle 100% of the waste it generates in a biomethane plant that will be built specifically for this purpose, and that it will treat the waste from ships and the building itself to obtain biogas.”
The port of Valencia is promoting calls by eco-friendly cruise ships by reducing the fees they have to pay due to their reduced environmental impact.
The shipping company Baleària was the only company to submit a bid to build and operate the new passenger terminal. Its bid includes an investment of €37.5 million.
The project developed by Balearia and GPH anticipates annual passenger traffic of 370,000 in the first five years of operation, beginning in 2023. Traffic is projected to reach around half a million passengers in subsequent years, with a planned annual growth rate of 2%, according to the shipping company's "conservative" estimate. The project also includes a training center for the Balearia Business School, offering courses in various areas of the maritime sector. This center will be specifically geared towards the nearby Nazaret neighborhood, as part of an action plan to engage all stakeholders. Balearia aims to bring to Valencia a concept that has already proven successful in Denia, transforming the maritime station into more than just a passenger transit hub. The goal is to foster integration between the port and the city through cultural activities, training programs, and a wide range of dining options within the building.
The concessionaire must implement, within a period not exceeding three years from the start of operations, an environmental management system based on UNE-EN-ISO-14001 or EMAS, and whose scope coincides with that included in the concession agreement. Furthermore, the tender specifications included the possibility for the concessionaire to voluntarily agree to establish an Environmental Best Practices Agreement with the Port Authority, relating to the application of a discount on the activity fee to incentivize good environmental practices, as well as the establishment of annual environmental improvement targets.
The concessionaire commits to active participation in the Ecoport III project, or any future replacement thereof, and in other environmental R&D initiatives in which the Port Authority participates.
Study of the Economic Impact of Cruise Ships:
The same methodology used to calculate the economic impact of the port itself was applied. Two types of impact were recorded: the impact of cruise passengers directly; and the impact of all the activity generated by cruise ships and the companies that manage this activity. Cruise passenger activity was characterized in all its forms: in transit, whether they were embarking, their country of origin, etc. For example, the average age of a cruise passenger in Valencia is approximately 52 years, there is a balance between men and women, etc. Their direct spending in 2017 amounted to €17.5 million, while the spending of the cruise community exceeded €25 million.
The study also characterized the length of stay of the ships, the excursion options available, and the activity of cruise passengers, concluding that cruise ships remain in Valencia for an average of 10.94 hours. It also determined the percentage of ships embarking in Valencia and those in transit. This data, essential for defining an optional excursion offering, has helped, for example, to determine the viability of the passenger terminal's multipurpose design. The Port Authority updates this data annually to determine the cruise passenger profile. A similar study is also conducted, segmented specifically for luxury cruise lines.
In Valencia, the economic impact of the cruise industry amounts to €36,000,000, which can be broken down into almost €20 million in direct spending (cruise passengers and crew), €3.5 million in indirect spending, and €12.5 million in induced spending. In other words, every euro spent has generated an additional €1.22.
The cruise industry in Valencia generates a total of 637 jobs (393 of them direct), in sectors as diverse as hospitality, retail, transportation, and more. Considering the number of cruise ship calls Valencia receives, the economic impact is quite significant, especially given that it is primarily a transit port, unlike its neighbors Barcelona and Palma de Mallorca, for example.
Another key finding of the economic impact study is that passengers whose ships dock in Valencia remain in Valencia. Only 20% leave the city for optional excursions. Therefore, the economic benefits of cruises stay primarily in Valencia.
Currently, the Valencia Port Foundation is working with the Provincial Council on a project to preserve Valencia's cultural heritage by installing sensors, both in the port and the city, to monitor cruise passenger traffic. Once again, the Port of Valencia is positioning itself at the forefront of port activity by using big data to prevent situations that could lead to overcrowding.
The average expenditure per cruise passenger in Valencia is 146.5 euros, which means that, in this indicator, it is closer to the standard of a home port (between 150-200 Euros), than to that of a pure transit port (always less than 100 Euros).
Valencia during Covid-19:
During the current year, in which cruise activity has been paralyzed, the Port Authority of Valencia has not remained idle, but rather has redoubled its commercial activity in source markets, contacting cruise lines and tour operators. It has also assessed the key factors for recovery, strengthening its image as a safe port in terms of health and safety, within an Autonomous Community that is also safe and equipped with extensive healthcare infrastructure. Following this analysis, the Port Authority and the cruise-related Port Community have a reasonably clear understanding of the measures that must be taken to promote themselves as cruise destinations in all areas: port, city, optional excursions, independent travelers, testing, positive cases, crew members, etc.
The Port of Valencia has been at the forefront of the port community's response to Covid-19. In the first weeks after the declaration of the state of emergency, Valencia was prepared, at the request of the Port Health Authority, to receive ships with passengers or crew members exhibiting Covid-19 symptoms. The Port Authority of Valencia (APV) established a series of protocols and prepared passenger facilities for screening passengers who might arrive with a fever, including segregation areas, etc. These facilities were ultimately not needed.
The Port Authority participated in the working groups established with the Valencian Health Service, and later with State Ports, to draft a common procedure that would subsequently be approved by the Ministry of Health. The Port of Valencia has led the drafting of the Ministry of Public Works' recommendations for ports/terminals and their practical implementation, in coordination with the Valencian Health Service and the Autonomous Communities.
Despite having requested permission to dock two cruise ships, the Spanish Government did not authorize it, so the procedures have not been tested at a practical level.
Valencia has held several meetings with the Port Community. Among them was a digital seminar held on July 17th, focused on "How to prepare the port and the destination in a coordinated manner for the arrival of cruise ships in the new normal scenario," presented by the Cruise Knowledge Club. The seminar addressed the measures that cruise lines will implement on board their vessels, as well as the requirements that a destination will have for post-COVID cruises.
