By
David Mott |
This article first appeared in the Spring/Summer 2015 issue of International Cruise & Ferry Review. To read other articles, you can subscribe to the magazine in printed or digital formats
As P&O Ferries sailed into the New Year it had to attend to the operation of two thirds of its fleet to meet the tighter new sulphur emissions limits imposed on the shipping industry by the European Union, says John Garner.
“This has required a concerted effort by our technical team as there is no ‘one size fits all’ solution for the 15 ships involved, which vary considerably,” he adds. The fleet ranges from single-engine freight ships to large cruise ferries which can have as many as four main engines.
“In some cases the installation of sulphur scrubbing equipment may be appropriate. In others it is not and switching from heavy fuel oil to much more expensive marine gas oil may be the preferred option in spite of all it entails,” says Garner.
Given the fact that gas oil can be up to 70% more expensive, P&O’s technical staff has had to concentrate on fuel efficiency measures as never before. “We are leaving no stone unturned to reduce our fuel consumption. We’ve reviewed our hull maintenance schedules and the paint coatings we use,” he says. Propeller polishing, design and efficiency and the software to optimise passage planning have also been looked at.
“In terms of exercising our technical skills and experience we’ve been exceptionally busy. But by its very nature the department I head is staffed by marine and technical people who thrive on applying their specialist knowledge and experience,” says Garner.
At the same time in the midst of all this technical endeavour, he is keen to point out that in terms of non-technical accomplishment, P&O Ferries has just passed a significant milestone by putting its 400th staff member through its Marine Resources Management (MRM) training. “It is well established that human error is the most common contributing factor to incidents at sea and at P&O Ferries we are passionate about addressing the reasons for this. A high proportion of our masters, deck and technical officers and fleet managers have now undergone MRM training in house.”
In addition, training is also given to outside companies, for example Port of Dover pilots. Garner says the course inevitably reaches people with a high degree of technical competence. “But the first thing we stress is that the focus of the training is on human factor issues and not specific technical tasks.”
The aim, he says, is to foster a willingness to change attitudes and behaviours and, as such, the training is ideal for all disciplines and levels of deck, engine and shore functions as the company works to break down barriers between the bridge and engine-room teams and between ship and shore. “So we have engineers and shore-based fleet personnel being trained alongside deck officers and captains to develop improved coordination, communication and teamwork,” he explains.
As well as the obvious goals of safer shipping and a reduced number of accidents, MRM training develops skills and knowledge in a way that enhances professional standards, says Garner.