By
Rebecca Gibson |
To most people the nautical demands of a cruise ship are a secret world that stays firmly behind a locked door marked ‘private’. Passengers are rarely concerned with such technical details; that is, unless something goes wrong.
In recent years there have been a number of events which have shone a light on a world which is usually strictly off-limits. However, whenever there is such an incident it’s only natural that processes and technology are scrutinised, the problem identified and a resolution arrived at. The industry is built on the collaboration between human and technical resources, which is an engineering feat in itself – especially as lines continue building bigger vessels, while ports are constrained by their natural parameters. Navigational technologies like Electronic Chart Display and Information Systems (ECDIS) have become crucial to ensuring the safety of both a vessel and its contents. However, until recently such technologies haven’t had standardised practices put in place – so what’s next for an industry which is constantly on the move?
“There are vast differences in terms of missing knowledge between those who have been at sea for 30 years and those who have always known ECDIS,” explains Natalie Robson, an instructor at ECDIS Ltd, a firm which provides nautical training specifically designed for the systems. “The IMO has now set a baseline which says that all officers who hold either a navigational watch or who have navigational responsibilities must comply with certain levels. It’s a standardisation for the industry which will certainly improve procedures onboard vessels. Now all of those specific officers must hold an ECDIS qualification.”
The technology behind ECDIS isn’t necessarily new; however, it has revolutionised a market which was previously at odds with the highly sophisticated industry shipping is renowned to be. Before the installation of ECDIS, navigation was mainly reliant on paper-based nautical charts, which left responsibility for the safety of both lives and hardware in the hands of a select few. ECDIS is representative of both the shift in equilibrium between human and technical resources and a doctrine of standardisation which is being adopted by the industry.
“The sector is led by innovation and creativity,” argues John Egil Gilje, vice president of sales and marketing for L-3 Valmarine, a firm which specialises in the engineering of marine navigational and automation systems. “And while the technology is fantastic, it’s the people who operate it that make the difference.”
Standing on top of 30 years of heritage, L-3 Valmarine has seen its fair share of industry developments. It now boasts market leader status within its specialised field – a place cemented by the recently released Platinum program, a technology which allows for a standardised solution across a line’s entire fleet.
“Platinum is the industry’s first truly integrated solution,” says Gilje. “It is built around a multifunctional screen system where an operator can toggle between different operations on the same screen. There is also a common hardware platform – so we’re talking about significant benefits when it comes to installation.”
As most will know, standardisation can bring economic gains but as well as the potential cost savings there can be green benefits too – a major plus for many cruise lines.
“The technology certainly introduces cost savings,” explains Gilje. “Many companies these days talk about optimisation but Platinum allows the operator to have a more efficient cost aspect. There are environmental benefits which need to be taken into account too – for instance, the new system allows for a better monitoring of fuel economy and emissions, which is a huge benefit.
“However it’s important to stress that you need a healthy balance. We have the right capability platform, which serves as the best in class, but without our team installing it and helping to train our clients, it can’t perform. It’s the same with the operator – it’s the people, on both sides of the equation, which make the difference.”
The idea that it’s personnel who matter over all else is a philosophy which seems at odds with an industry which is so reliant on technology. Yet shipping is one of the oldest industries in the world – and while the skill set needed to manage a vessel has undoubtedly changed over the years, there is little argument that it is still highly complex. This is especially evident when looking at the demands of companies such as Royal Caribbean, which has one of the largest fleets in the world.
“There are two aspects to navigating a vessel,” explains Captain Zini, fleet captain of Royal Caribbean Cruise Lines. “These are the transit in and out of port and what happens on open seas. The most important thing is to have the right people in the right place. Talent is the most important factor.”
Captain Zini’s responsibilities lie in assisting those in charge of the nautical activities of 20 Royal Caribbean International and two Azamara vessels. Within that capacity he is responsible for all of the nautical operations of the ships under his command. This includes marine operations, port logistics and navigation. When it comes to understanding the technicalities necessary to command a huge vessel, there are few better qualified people working in the industry today.
“I would say that we have industry-leading procedures on our ships,” he says. “The implementation of those procedures is absolutely crucial. We do 5,000 departures a year so we cannot afford to be 99 per cent right because that 1 per cent represents 50 incidents. That’s not good enough.
“We have the right technology involved – which monitors everything – but we rely on manual operations. We don’t have an autopilot for complex manoeuvres like an aircraft would. Navigation is a mixture of art and science. It’s what the captains do every day. They use all of their experience and combine it with science. They know the ship’s limitations, the port constraints, power available and the wind and current. There is a finesse that comes with knowing your ship inside and out.”
Zini says today’s navigation challenges are different than those faced in the past. “The ports have not grown at the same rate as the ship. The margins for manoeuvring have become smaller. The new ships have far better systems and while they’re bigger they can work against the elements better. The older ships are smaller and easier to manoeuvre in that respect but their systems aren’t as sophisticated – and I’d take a bigger ship any day of the week.”
Having looked at the navigational machine from all angles, it’s clear that there is a consensus running throughout the industry. Technology is a fundamental part of the process. Put simply: the job could not be done without it. And, while technology continues to improve and make the job easier and more efficient for a ship’s captain, the crew is the most important component of the entire operation. Without them, the ship wouldn’t even leave port. It is, as Captain Zini argued, a combination of art and science – and that’s something which is unlikely to ever change.