Moving the masses

Following a visit to the new cruise facilities at Southampton, Christopher Blackstone considers the movement of human cargo as an example of logistics and distribution management The term "logistics" originated from the French word "logis" meaning "to quarter", so logistics became the function of moving and quartering troops, and it was first used in the 19th century for the supply of an army in the field.

"Logistics" are simply the supply functions in the movement of goods from a source point to a defined "customer".

Conversely, "distribution" is the means of delivering goods to a number of distinct customers in different locations, thus embracing storage and sorting activities.

An important aspect of the conjunction of logistics and distribution is enacted in the cruise industry. The logistics apply to the embarking and disembarking of passengers in increasingly large numbers in minimal time, and distribution to delivering them to and from a selection of ports from the store, the ship.

It therefore seemed a good opportunity to investigate the true logistics issues of cruising when I was invited by the Business Southampton group to tour and lunch upon one of the largest cruise ships afloat, Independence of the Seas.

This behemoth displaces over 154,000 tonnes and can accommodate some 4,300 passengers, but will shortly be overtaken by Oasis of the Seas, from the same Royal Caribbean stable, at 220,000 tonnes and 6,400 passengers.

In giving the flavour of the ambience of these vessels, it would be fair to note that the product is aimed at the mass market – essentially the US – and families with children. There are four separate enclaves, set by age from three to 17, to liberate parents from their little darlings.

However, if one is of the disposition to not spend a free moment away from the enchanting atmosphere of the high atrium shopping mall, and is thrilled by loud music in every public area, the lure of the slotmachine, the intoxication of neon lights, faux Egyptian decoration, and the obesity-Moving the masses enhancing prospect of large quantities of mass catering quality food, one will not be disappointed.

There is even the prospect of the "signature" Schooner bar, with its bits of imitation rigging, where the air is injected with a supposed aroma of sails and wooden spars in case such brings back nostalgic memories to the drinkers.

But as for encountering the seas, that seems to be a secondary consideration. The recreation decks are so high above the water one might as well be on Beachy Head.

Nevertheless, the product offered is clearly attractive to many, as there are increasing numbers of similar-sized cruise ships, so the logistics of passenger handling has become a very serious issue.

On the positive side for Southampton, the premier cruising port in Europe, the recently announced decision to make the port the year-round home for Independence of the Seas is estimated to bring up to £50m a year into the city.

In order to cope with the anticipated growth in cruise passengers, which, in the 10 years from 1998, increased from 250,000 to nigh on a million, ABP has recently commissioned the brand new – as distinct from shed conversion – Ocean Terminal, at a cost of £19m.

It is a very fine and well-planned development, sited just across the old Ocean Dock from the site of the late lamented terminal of the same name, from where the old Cunard Queens used to sail. The key feature in the design of a modern cruise terminal is flow, rather than a holding area.

With the cruise lines’ requirement to turn round a ship in less than 12 hours, passenger embarkation and disembarkation has to be steady at peak design rates, a requirement rarely encountered in other distribution and logistics operations.

The situation has been mitigated to some extent by the cruise lines encouraging earlier boarding, to extend the time to relieve passengers of their discretionary cash, but planning cannot surely relax for this move since all passengers may decide to arrive earlier.

There are two separate flows in the process: passenger transport interface with the terminal and cabin baggage handling; and passenger flow through the terminal with hand baggage.

I understand from ABP that for a UKbased cruise – as distinct from cruise/fly – a rule of thumb is that one-third of passengers will come by car and leave it at the port, with 2.2 passengers per car. So Ocean Terminal has 3.2ha for car parking in the vicinity, with an overflow option of moving cars to other areas of the port.

All cabin baggage is scanned prior to being conveyed to the individual cabins.

There are no traditional bars or refreshment facilities in the terminal, other than a small kiosk, so apart from the checkin process itself, usually by cabin grade, the only impediment in the flow from terminal entry to ship is the passenger and hand luggage security procedure.

This, laid down by the DfT organisation, TRANSEC, strangely seems to be a precise replication of airport security systems, to the extent that a pair of nail scissors will be confiscated, in spite of the fact that passengers will shortly be reunited with their cabin baggage, wherein such items are allowed.

The internal layout of the Ocean Terminal is very much determined by Carnival Cruise Lines, which has a long-term priority usage agreement with ABP. Carnival now has such agreements on three of the four cruise terminals at Southampton.

Efficient flow in the terminals is one thing, but those who enjoy the lively big ship ambiance must surely be patient and wait in line with thousands of others to be decanted into the resorts at which the ships call.