The anchor in the ocean: a tale of murky waters.
Author: Charlotte Homer
2 Commentries
The anchor in the ocean: a tale of murky waters
Author: Charlotte Homer University: University of Wolverhampton
Abstract: This paper discusses the notion of the cruise industry being depicted as one of the safest of holiday experiences and suggests why uncertainty should be present.
Key Words: Cruise, Safety, Natural, Human.
Discussion paper: The anchor in the ocean: a tale of murky waters.
Fancy a cruise? The industry has developed vastly since its origins of existing merely as a form of transportation. I am sure the prospect of a home from home self-contained action packed super resort, with all you can eat buffet restaurants, Ben and Jerry's ice cream with rock climbing walls, ice rinks, spas and your very own Central Park; ultimately more facilities than you could possibly use, whilst having the added bonus of unpacking once, sounds alluring. This value for money experience and self-contained environment provides a safe holiday haven with patrolling staff, limited access via a gangway and suitcase and passenger scanners, it is no wonder that safety is said to be one of the key motivators for cruise passengers (Gibson, 2006).
The Cruise industry could be idealised as a safer holiday experience, after all fatalities in 2010 due to safety related incidents or accidents on board only amounted to 0.001%, approximately 250 out of a possible 20 or so million (Cruise Maritime Organisation, 2013).
On closer inspection there are just a few incidents that question this notion of safety. Petrick et al (2008) highlight the vulnerability of the industry with regards to both natural and human induced incidents; Faulkner (2001) suggested that there are an increased amount of incidents affecting the industry as a result of both natural and human impacts. Negative natural impacts that affect the consumer (minus the disappointment) can be avoided due to technology. Incidents such as the Japanese 2011 Tsunami, and New York's Hurricane Sandy, 2012 have seen cancellations occur as a precaution, but these are at impact to the cruise corporations rather than passengers (Cruise Critic.com 2012).
Human incidents of both an internal and external nature are however of a bigger concern:
These range from noro-viruses which can thrive in that safe secure cruise ship environment. Figures are not huge only 16 cases were reported to the US centres for disease control in 2012, this is up from 12 in 2011, however cruise ships are only required to disclose this information if 20% of their passengers fall ill, which means that regular cases could be going unrecorded in order to portray a safe environment.
There are also cases of child abuse: a child supervisor for Cunard admitted 24 offences between 2007-2011 of child abuse whilst on board the Queen Mary 2, Queen Elizabeth and the Queen Victoria (The Daily Telegraph, 2012). This joins further alleged incidents on-board Royal Caribbean and Disney Cruise lines.
External incidents include political instability, this is said to already cause concern, particularly for the 69% of the total cruise market who are American (CLIA, 2013), after the atrocities of September 11 2001(Douglas and Douglas 2004). The Arab Springs crisis is a perfect example and the apparent domino effect means huge uncertainty to tourists. Cruise companies have pulled out of Egypt, Libya and Israel of late (Cruise Critic.com 2013).
The Cruise Maritime organisation (2012) also points out the issue of piracy, overall attacks on ships totalled 266 in the first 6 months of 2011. 60% of these attacks were by Somali pirates a majority of which were in the Arabian Sea. A luxury cruise liner (Seabourn) carrying 302 passengers was attacked by pirates off the coast of Africa using rocket fired grenades and machine guns (The Daily Telegraph, 2012).
The Mexican Riviera have seen ship visits decrease from 200 in 2010 to just 10 in 2012, and visitors to certain Caribbean ports have been subject to armed robberies (22 Carnival cruise passengers in Mexico, 2 P&O cruise passengers in Barbados and 55 Celebrity cruise passengers in St Lucia) (Cruisecritic.com, 2013). Whether these are the result of host community resentment towards tourists and likened to that of the antagonism stage of Doxey's Irridex model (1975 in Hall and Lew, 2009) or an act of an opportunist in light of those flash Rolex wearing tourists is open to suggestion. The prospect however causes uncertainty.
Perhaps the most significant cruise story: apart from the Titanic of course, is that of the Costa Concordia which raises the question of safety on-board irrespective of a show off for a cruise captain. All life boats were not deployed which is not an issue of course, Maritime law only requires lifeboat capacity for 75% of passengers on board a ship, which means 25% of passengers may not make it in a huge disaster, but there is regular testing that takes place, as is evident with the recent fatalities on board the Thomson Majesty (BBC News, 2013). Regulation is also open for question as ship, crew and captain are regulated by their flag country, which is generally chosen where costs are lowest and oversights are highest (Klein, BBC News, 2012).
A combination of political socio cultural and human error portray that perhaps the cruise industry is no safer than any other, and if the risk of being robbed, held hostage, catching gastroenteritis, stranded at sea, or sinking does not appeal than a cruise may not be an option.
Gibson, P. (2006) Cruise Operations Management Butterworth-Heinemann Oxford
International Maritime Organisation (2013) International Shipping Facts and Figures -
Information Resources on Trade, Safety, Security, Environment [Online] Accessed 2 May 2013 available at http://international maritime.org
Petrick, J.F and Hung, K (2011) Developing a measurement scale for constraints to cruising. Annals of Tourism Research. 37(1) 206-228
Author: Charlotte Homer University: University of Wolverhampton
Abstract: This paper discusses the notion of the cruise industry being depicted as one of the safest of holiday experiences and suggests why uncertainty should be present.
Key Words: Cruise, Safety, Natural, Human.
Discussion paper: The anchor in the ocean: a tale of murky waters.
Fancy a cruise? The industry has developed vastly since its origins of existing merely as a form of transportation. I am sure the prospect of a home from home self-contained action packed super resort, with all you can eat buffet restaurants, Ben and Jerry's ice cream with rock climbing walls, ice rinks, spas and your very own Central Park; ultimately more facilities than you could possibly use, whilst having the added bonus of unpacking once, sounds alluring. This value for money experience and self-contained environment provides a safe holiday haven with patrolling staff, limited access via a gangway and suitcase and passenger scanners, it is no wonder that safety is said to be one of the key motivators for cruise passengers (Gibson, 2006).
The Cruise industry could be idealised as a safer holiday experience, after all fatalities in 2010 due to safety related incidents or accidents on board only amounted to 0.001%, approximately 250 out of a possible 20 or so million (Cruise Maritime Organisation, 2013).
On closer inspection there are just a few incidents that question this notion of safety. Petrick et al (2008) highlight the vulnerability of the industry with regards to both natural and human induced incidents; Faulkner (2001) suggested that there are an increased amount of incidents affecting the industry as a result of both natural and human impacts. Negative natural impacts that affect the consumer (minus the disappointment) can be avoided due to technology. Incidents such as the Japanese 2011 Tsunami, and New York's Hurricane Sandy, 2012 have seen cancellations occur as a precaution, but these are at impact to the cruise corporations rather than passengers (Cruise Critic.com 2012).
Human incidents of both an internal and external nature are however of a bigger concern:
These range from noro-viruses which can thrive in that safe secure cruise ship environment. Figures are not huge only 16 cases were reported to the US centres for disease control in 2012, this is up from 12 in 2011, however cruise ships are only required to disclose this information if 20% of their passengers fall ill, which means that regular cases could be going unrecorded in order to portray a safe environment.
There are also cases of child abuse: a child supervisor for Cunard admitted 24 offences between 2007-2011 of child abuse whilst on board the Queen Mary 2, Queen Elizabeth and the Queen Victoria (The Daily Telegraph, 2012). This joins further alleged incidents on-board Royal Caribbean and Disney Cruise lines.
External incidents include political instability, this is said to already cause concern, particularly for the 69% of the total cruise market who are American (CLIA, 2013), after the atrocities of September 11 2001(Douglas and Douglas 2004). The Arab Springs crisis is a perfect example and the apparent domino effect means huge uncertainty to tourists. Cruise companies have pulled out of Egypt, Libya and Israel of late (Cruise Critic.com 2013).
The Cruise Maritime organisation (2012) also points out the issue of piracy, overall attacks on ships totalled 266 in the first 6 months of 2011. 60% of these attacks were by Somali pirates a majority of which were in the Arabian Sea. A luxury cruise liner (Seabourn) carrying 302 passengers was attacked by pirates off the coast of Africa using rocket fired grenades and machine guns (The Daily Telegraph, 2012).
The Mexican Riviera have seen ship visits decrease from 200 in 2010 to just 10 in 2012, and visitors to certain Caribbean ports have been subject to armed robberies (22 Carnival cruise passengers in Mexico, 2 P&O cruise passengers in Barbados and 55 Celebrity cruise passengers in St Lucia) (Cruisecritic.com, 2013). Whether these are the result of host community resentment towards tourists and likened to that of the antagonism stage of Doxey's Irridex model (1975 in Hall and Lew, 2009) or an act of an opportunist in light of those flash Rolex wearing tourists is open to suggestion. The prospect however causes uncertainty.
Perhaps the most significant cruise story: apart from the Titanic of course, is that of the Costa Concordia which raises the question of safety on-board irrespective of a show off for a cruise captain. All life boats were not deployed which is not an issue of course, Maritime law only requires lifeboat capacity for 75% of passengers on board a ship, which means 25% of passengers may not make it in a huge disaster, but there is regular testing that takes place, as is evident with the recent fatalities on board the Thomson Majesty (BBC News, 2013). Regulation is also open for question as ship, crew and captain are regulated by their flag country, which is generally chosen where costs are lowest and oversights are highest (Klein, BBC News, 2012).
A combination of political socio cultural and human error portray that perhaps the cruise industry is no safer than any other, and if the risk of being robbed, held hostage, catching gastroenteritis, stranded at sea, or sinking does not appeal than a cruise may not be an option.
Gibson, P. (2006) Cruise Operations Management Butterworth-Heinemann Oxford
International Maritime Organisation (2013) International Shipping Facts and Figures -
Information Resources on Trade, Safety, Security, Environment [Online] Accessed 2 May 2013 available at http://international maritime.org
Petrick, J.F and Hung, K (2011) Developing a measurement scale for constraints to cruising. Annals of Tourism Research. 37(1) 206-228