February 2018 

     Issue no. 17

N vigator
THE
Inspiring professionalism in marine navigators

FR
EE

Shiphandling Letting the vessel do the work

NSTITU
LI
A free publication by The Nautical Institute in association
TE
ROYA

OF

with the Royal Institute of Navigation

N

VI
A

G ATI
O
NAV
David Patraiko FNI
Director of Projects, The Nautical Institute

Poetry in motion
You may have your certificate of Probably the best way to enhance all of shiphandling skills and encourages
competency, but how confident do you these training methods is to reflect upon individuals to continually develop their
feel to actually handle a ship in confined your experiences with someone with more abilities. Of all the skills a navigator
waters or heavy weather? Could you knowledge than you, to identity what went must have, being able to handle a ship
challenge a Master or Pilot if things well and where improvements can be made. well enough to manage its massive
didn’t look quite right? For many years, To aid this formal practice of reflecting on momentum with limited power and
members of The Nautical Institute have your experiences handling a ship, The to control its movement in crowded
listed ‘improving shiphandling skills’ Nautical Institute has produced an individual waterways with continually changing
as a top priority for their professional logbook that you might like to consider using. environmental influences could be the
development. The problem is, it’s not that Recording your experiences on paper will aid most important.
easy to get experience – and experience your professional development, identify gaps Few people in the world will have the
is the best way to improve. in your knowledge and help justify the need opportunity to handle a massive object like
In this edition of The Navigator for further mentoring and training. a ship in such a dynamic environment with
we explore some basic principles of On page 4 of this issue, Captain Nigel such inherent risks. Good shiphandling
shiphandling and how, as an individual, you Allen uses his considerable experience as is a skill that navigators can be proud
can gain experience and make the most a Master, Pilot and instructor to explore an to achieve. It should be cherished and
of any opportunities to learn. The three understanding of ‘all the forces’ affecting continually refined. If you have good
best ways of learning are: onboard a ship a ship. Question: what turns a ship? The shiphandling skills, please pass these on
in active service, using a simulator or in a rudder? Answer: No, it’s a culmination through mentoring your fellow mariners.
manned model. Of course, learning can of all the forces, internal and external Never stop developing your own abilities
also be achieved by reading books, joining around the pivot point, including the wash and reflecting upon your success. After all,
discussions, undergoing computer-based directed by the rudder. good shiphandling might be the closest
training or even by moving ship-shaped In the article on page 6, Captain we mariners will ever get to achieving
wooden blocks around a table top. George Sangil explains how he values poetry in motion.

Inside this issue A Nautical Institute

project sponsored by &

03 ALL AT SEA 06 – 07 08 WATCH OUT 10 WAY POINT

GETTING
Contributions and comments IT RIGHT Accident report: how failure to Dr Andy Norris discusses
from readers of The Navigator account for strong winds sent a the importance of continually
Captain George ro-ro ferry off course checking and taking firm
04 – 05 THE Sangil looks
COMPLEX ART OF control of a manoeuvring ship
at how the right 09 WHO’S NAVIGATING?
SHIPHANDLING mentoring and 11 TAKE TEN
Captain Nigel Allen training can make all Chevron’s Chris Lamperts
goes back to basics the difference when it talks about shiphandling and Ten top tips to help improve
to explore the art of comes to shiphandling why he finds the process both your shiphandling skills and
shiphandling prowess rewarding and challenging enhance your understanding

202 Lambeth Road, London SE1 7LQ, UK Editorial committee: Published by

Tel:+44 (0)20 7928 1351  Fax:+44 (0)20 7401 2817 Editor Emma Ward The Nautical Institute
navigator@nautinst.org  www.nautinst.org Design Phil McAllister The Navigator (Print) – ISSN 2058-6043
NSTITU
For The Nautical Institute The Navigator (Online) – ISSN 2058-6051
LI With support from: 1 Kensington Gore, London, SW7 2AT, UK Bridget Hogan, Lucy Budd, Printed in the UK by
TE
ROYA

Tel: +44 (0)20 7591 3134  Fax: +44 (0)20 7591 3131 Laura Nicholls, David Patraiko FNI
OF

Stephens & George,

www.rin.org.uk
N

VI For the RIN Dr Andy Norris FRIN FNI Merthyr Tydfil, UK

A

G ATI
O

NSTITU
LI
TE
ROYA

OF
N

VI
A

G ATI
O

Are you inspired?

NSTITU
LI
TE
ROYA

#NavInspire
OF
N

VI
A

G ATI
O

Visit The Navigator blog at www.nautinst.org/NavInspire

2 | The Navigator | February 2018

 All sea
We welcome your news, comments and opinions on the topics covered in The Navigator
Emma Ward

If you would like to get in touch with us, I am a long-term fan of The Navigator, since I would like to congratulate you on this
please contact the editor, Emma Ward I was a deck cadet. Whenever I receive excellent edition of The Navigator, especially
copies of your magazine, I discuss them with the article An Insider’s Guide to Piloting by Ed
at navigator@nautinst.org, or look out my fellow officers and colleagues onboard. Verbeek. Nothing could be more useful for
for the LinkedIn discussion. We look Your issue about ship’s Masters and officers
forward to hearing from you. piloting (issue 16) was than this insight into the way
special because when a Pilot thinks. It should be
I talked about it with compulsory reading for all
my deck officers, navigating officers.
everybody said that the John Simpson, AFNI
magazine improved their
knowledge and gave I am a 22-year-old deck
them more confidence cadet in my last year
to perform their tasks of maritime navigation
during pilotage. We all studies at the Lithuanian
enjoyed reading about Maritime Academy. I am
individual personal writing from Crude Oil M/T
experiences from Pilots. Cape Bellavista, where
Dante Addug, PMMA I am gaining experience
Get the app 2007, Vroon-Fil Ship working with officers and
Management collecting sea-going practice
months for my diploma. This is my second
l am second mate with an ocean-going contract after practice on a ro-ro vessel in
Join the debate on LinkedIn bulk carrier, and enjoy reading what the Black Sea.
http://www.linkedin.com/groups/ The Navigator publishes to promote I hope to continue in a tanker fleet
Nautical-Institute-1107227 knowledge about safety at sea. For some because an officer’s job here is both
reason, however, I don’t always get the interesting and challenging. I can’t wait
Follow us on Twitter paper version and Internet restrictions to become a third officer and have more
https://twitter.com/NauticalInst mean that we cannot reach your website. responsibilities on my shoulders.
Please could you send me a digital Povilas Lubninas, M/T Cape Bellavista
We are active on Facebook version of The Navigator?
https://www.facebook.com/ Yin Benkuan, Second Mate For beginners like me, The Navigator is
very helpful to understand more about the
thenauticalinstitute Editor’s note: We would be delighted to maritime world. I believe that work at sea
Watch our videos on You Tube send a digital version of The Navigator has good prospects. You can meet and
and are setting up an email distribution list work with all kinds of people around the
http://www.youtube.com/
for anyone else unable to access it in any world. Very nice. I am trying to study hard
TheNauticalInstitute other way. If you would like to be included in order to improve my career.
on this list, please email us your details. Yayan, Junior Officer, M/T Verity
You can read a digital version of The
Navigator, or download it in PDF format at
http://www.nautinst.org/publications
Putting The Navigator in
the picture
We appreciate all the pictures
we receive from readers for our
competitions – please keep them
coming! – but this one really stood
out. Carlos Mauer writes "Starting my
LNG contract on the right foot!"

We welcome your news, comments and opinions on the topics

covered in The Navigator. We reserve the right to edit letters for
space reasons if necessary. Views expressed by letter contributors
do not necessarily reflect those held by The Nautical Institute Find us on social media and let us know what you think #NautInst
February 2018 | The Navigator | 3
 SHIPHANDLING EXPLAINED

Let the ship do the work

Captain Nigel Allen FNI is a Master, Pilot and instructor with years of shiphandling
experience around the world. He shares a few thoughts on the basic principles behind what
is a deceptively complex art to master

S
ome of the best shiphandlers I at their last order to figure out the reason ships and, whilst they got there safely, it was
have seen and worked with are for the problem. However, almost always, apparent that they didn’t fully understand
the ones who appear to do the things had been going wrong for some time the principles of shiphandling and so were
least. They let the ship do the beforehand, manifesting itself in the vessel making hard work of it.
work for them and only intervene hitting the jetty. Invariably, too much speed
when the ship departs from their ‘planned or a poor approach will be to blame. Going Principles of shiphandling
track’. In other words, if the ship has some slowly and methodically tends to ensure So, what makes a ship turn? Sounds like
way and you do nothing, it will continue to better results. A calm, measured approach it should be an easy question: the rudder!
travel under its own inertia, sometimes quite will instill confidence in the bridge team and However, it is not that simple. What actually
some distance, before eventually coming get you in the correct position more quickly causes the hull to turn is the water pressure
to a stop. So, by controlling the speed and and with far less drama. around the hull and the difference between
having enough inertia the ship can get to the pressure to port and starboard. By
the berth without too much interference. Knowledge is power using the rudder, we can control this
Having a plan is crucial to success. STCW makes the presumption that you pressure differential and steer the ship. We
Anticipating how the ship will behave will learn from others. However, this means can see that effect in practice by looking
will help you to carry out that plan. It is that you are limited to the extent of their at a directionally unstable ship. A ship is
important to remember that, when berthing knowledge. Many shiphandlers who appear considered directionally unstable if, when 20°
a ship, the faster you go, the longer the to know what they are doing cannot explain per minute RoT is achieved with starboard
manoeuvre will take. the procedure to others often due to their rudder, and the rudder is put amidships, the
When a manoeuvre goes wrong, it is own lack of formal shiphandling training. I RoT continues to increase. That’s not just the
common for shiphandlers to look back have seen many Masters berthing their own rudder! Something else is going on.
4 | The Navigator | February 2018
 SHIPHANDLING EXPLAINED

The rudder is a very efficient Shiphandling or water handling?

device that acts like a servo As a ship displaces water, which is
system, controlling a large and not compressible, we need to think
heavy ship at relatively slow about how the water will shift as
speeds. We often take the rudder the ship passes through it, bearing in
for granted, but it is remarkable that mind that water will be squirted out by the
such a small flap can control such a large propeller, thrusters and tug wash. Instead
object at slow speeds. Fortunately, a ship of thinking about how I can move the ship,
only needs a small force to develop rotational I prefer to think about how I can shift the
inertia in water. However, in very shallow water to make the ship go where I want it
water this effect can be severely restricted. to. This aspect of the task could be called
‘waterhandling’ and is an important part
Forces management of the considerations when planning and
Some control forces can be manipulated, executing a manoeuvre.
such as the rudder, engines, thrusters, For aspiring junior officers, watching
anchors and tugs, while other control forces THERE IS ALWAYS the Pilot is a great first step in gaining
and unseen forces, such as wind, current, SOMETHING NEW TO confidence in your ability to call the correct
cannot be controlled. Still others – squat and orders. Go one step further and in your head
interaction – can be managed if their effects LEARN ABOUT THE pretend that you are issuing the orders and
are properly understood. COMPLEX ART OF see if what you are thinking reflects what the
The effect of wind on a ship can be Pilot is actually doing - I remember doing
calculated if we know the lateral area and SHIPHANDLING this and it gave me confidence to follow a
check that the control forces we have career in shiphandling.
under our control are adequate for the From talking to many Pilots and
circumstances. As wind speed doubles, its shiphandlers around the world, it generally
force quadruples, so a strong gust of wind takes around ten years for them to feel fully
can easily overwhelm your control forces. confident to travel anywhere in their district
Unstable wind conditions associated with low with any ship. Even then, it is healthy to
pressure can easily double the geostrophic have an open mind to learning more. With
wind speed. Generally, a maximum practical twenty years experience, I’m still learning
wind speed for tugs is around 33 knots about shiphandling!
(17m/s). Beyond this limit it won’t take
much to lose control of the ship.

THE RUDDER CAN BE TAKEN FOR GRANTED

BUT, WHEN YOU STOP TO THINK ABOUT IT, IT IS
REMARKABLE THAT SUCH A SMALL FLAP CAN
CONTROL SUCH A LARGE OBJECT AT SLOW SPEEDS

February 2018 | The Navigator | 5

 SHIPHANDLING COMPETENCE

Learning how to
get it right
Captain George Sangil, a Master Mariner from the Philippine Center for Advanced
Maritime Simulation And Training, Inc. explains how the right experience, mentoring
and training are crucial to success in shiphandling

6 | The Navigator | February 2018

 SHIPHANDLING COMPETENCE

I
n seafaring, competency is the foundation Competence in action employing and absorb the ones you would
of everything we achieve in terms of safety, The very first time an officer swings the ship be comfortable with as a Master. I have
security and efficient shipping operations. to pick up a Pilot can be one of the most always promoted the concept of ‘Challenge
One of the most essential skills for terrifying situations one can encounter. and Response’ during my command and
achieving competency as a ship’s officer is I see to it that the officer is supervised, have consistently encouraged the crew
establishing proficiency in ship manoeuvring either directly or indirectly. One time, I put to be comfortable in challenging anything
and handling. This is a skill seen by many my Second Mate to the test and had him unusual or unsafe.
as not only the most important, but also the bring the vessel to the pilot station without It is crucial to understand that anyone
most difficult to attain. me on the bridge. Initially, he called me can be challenged, including the Captain
Exceptional seafarers know that factual on the radio to ask for suggestions on and Pilot, both of whom are effectively
knowledge and an understanding of the what he should do. I told him to use his part of the bridge team. Officers should
conceptual requirements of shiphandling common sense in dealing with the situation be trained to voice whatever challenges
is not enough. There is no substitute for (without him knowing that I was all the time they may see, never forgetting to be polite,
experience. Fortunately, the chance to observing how he was handling the vessel respectful and diplomatic.
practise shiphandling skills is now more When dealing with a difficult situation,
accessible than ever before, thanks to good practice is to make a logbook entry
the advent of shipboard-like training EACH AND EVERY and call the Master immediately. If a
environments. A great way to translate factual
knowledge into practical applications is to use
SHIP'S OFFICER ship is approaching a dock too quickly,
the Master should immediately intervene
simulators; even while onboard an actual ship! DESERVES TO by verbalising take-over of the conn
Learning by doing is how I train people (for the VDR to capture on record),
in shiphandling. Allowing them to mimic
POSSESS THE SKILL immediately countermanding the Pilot’s
the techniques that I have demonstrated, OF SHIPHANDLING. IT order and executing the appropriate
whenever it is safe to do so, is how they engine and helm orders to bring the vessel
get to experience multiple tasks under my IS ONE OF THE MOST to a stop.
responsibility. These can vary from picking
up a Pilot and manoeuvring in an anchorage
IMPORTANT SKILLS Masters can only do this with confidence
if they have trained for such scenarios via
to docking and un-docking and handling the THERE IS - AND THERE a simulated environment, manned model
vessel in heavy weather, to name just a few. or in-service training. Only through these
If the tasks at hand are not suitable for
IS NO SUBSTITUTE FOR type of training exercises can the Master
officers to do on the spot, it is important EXPERIENCE. recognise a dangerous manoeuvre from
to take time wherever possible to teach a safe manoeuvre. Otherwise, they might
them about the art of shiphandling through hesitate to intervene until it is too late to
mentoring, including the deck cadets. from my porthole.) He did pretty well making reverse an avoidable situation.
I believe each and every one of my the right decisions by himself, although if he
officers deserves to possess this skill. had taken the wrong actions, I would have Seeking excellence
Also, if I am ever indisposed, I will have taken over. He really felt proud about what Most importantly, teachers and students
the peace of mind of knowing that I have he was able to do and appreciative of the should appreciate that learning is a
ample numbers of deck officers to back confidence that he gained under me. dialogue. Only through efficient teaching,
me up. By training and putting my trust in There was also an instance when proper application of skills and sincere
these officers, they can develop the kind of I allowed the deck cadet to manoeuvre mentoring can growth be attained. Admiral
confidence that will take them to the highest the vessel (under my supervision) inside Grace Hopper couldn’t have been more
levels of their chosen profession. the anchorage to drop anchor. He was correct in saying, ‘A ship in port is safe,
Whenever a ship’s safe navigation is able to do it safely and in accordance with but that’s not what ships are built for.’ Like
threatened, e.g. when needing to avoid my expectations. the ship, you are built to be more than who
other watercraft, it is important to be A critical manoeuvring situation can arise you are today.
resourceful by using all available means at if a ship approaches a dock too quickly. You should seek consistently for
your disposal (such as the ship’s whistle, Masters can intervene effectively with the excellence in everything you do and
fog horn, helm, Aldis lamp and main engine Pilot in this case, using the appropriate skills never settle for mediocrity. With this as
as necessary). When in doubt, it is never and maintaining confidence. your mindset, you will have a sense of
harmful to call a colleague to assist, even if Observe the practices used by the ownership of the great responsibility
you have been given full autonomy during a different Pilots you have worked with that you have to fulfil as global maritime
watchkeeping shift. onboard, learn from the techniques they are professionals moving the world.

February 2018 | The Navigator | 7

 watch out
In this series, we take a look at maritime accident reports and the lessons that can be learned

Thrown off course by strong winds

and poor planning
What happened? Why did it happen? What changes have been made?
A ro-ro passenger ferry was  he Master’s briefing to his team was
T  he ferry company has since put
T
approaching a busy port in good inadequate, meaning that he was actions into place to avoid similar
visibility. A strong north-easterly wind unable to take full advantage of their incidents in the future and improve
was blowing and there was a southerly support and monitoring of the situation. passage planning and communication
flowing tidal stream across the entrance The passage planning was poor and amongst its bridge officers.
to the port. Despite the Master having the Master became disoriented as the Port control procedures and
the con on the bridge, along with a full vessel entered port. infrastructure have been increased and
team of officers and ratings, the vessel The Master failed to take into account improved to assist Masters of vessels
collided with the breakwater at the port the strong winds and tidal stream approaching the port entrance.
entrance, making heavy contact and when planning his manoeuvre.
sustaining significant damage.
The cause of the collision was
established to be the result of
poor communication and passage THE MASTER FAILED TO TAKE INTO ACCOUNT
planning, as well as the disorientation
of the Master, who did not plan the
THE STRONG WINDS AND TIDAL STREAM WHEN
manoeuvre thoroughly, nor brief his PLANNING HIS MANOEUVRE
team in enough detail. He also failed
to allow sufficiently for the effects
of the strong wind and tidal stream.
As the vessel turned into the port
entrance, her stern made contact
with the breakwater, causing furniture
and fittings to overturn, while some
passengers and crew members were
thrown to the floor.

This is a summary of the main points. Want to know more? You can download the complete report from the UK MAIB at https://tinyurl.com/navigator17

If you find our accident reports useful, check out The Nautical Institute’s Mariners’ Alerting and Reporting Scheme (MARS). A fully
searchable database of incident reports and lessons, updated every month. Seen a problem yourself? Email the editor at
Mariners’ Alerting and Reporting Scheme mars@nautinst.org and help others learn from your experience. All reports are confidential – we will never identify you or your ship.

8 | The Navigator | February 2018

 Navigating?
WHO’S

Shiphandling in action
Chief Officer Chris Lamperts describes his career path so far and gives his thoughts on the skills
needed for safe and effective shiphandling

What interested you in a How did you learn your

career at sea? shiphandling skills?
Before being accepted into the US I've benefitted from multiple methods of
Merchant Marine Academy, I had my learning throughout my time at sea. These
sights set on an apprenticeship with a include studying industry standard guidance,
local machinist and eventually taking over professional reference publications and
his shop and clientele. During my first independent online resources, as well
year at the academy, however, my career as using full mission bridge simulation
aspirations shifted from engineering to equipment and receiving one-on-one
logistics and intermodal transportation. coaching and mentoring from experienced
I was still interested in engineering, but and accomplished shiphandlers. Add to that
what attracted me to a career in the good old hands-on practice in conning the
deck department was the dynamic vessel in open ocean and pilotage waters
nature of managing oil tanker and Name: Chris Lamperts under the supervision of the ship's Master or
terminal operations. I can't think of any licensed Pilots.
conventional career path that would keep Current position: Chief Offi
cer, Chevron
my interest in a similar way. Training: US Merchant Ma What do you think is the most important
rine Academy
shiphandling skill to get right?
What career path has led to your There are many elements to shiphandling
current position? that are high on the list of importance. The
As well as my time as a cadet at the one that stands out to me, however, is
academy, I've served on various turning. Knowing how your vessel turns and
vessels with Chevron since 2005. My
KNOWING HOW YOUR understanding the hydrodynamic forces that
continuous service has been rewarded VESSEL TURNS… CAN embody WHY your vessel handles the way
with some unique and valuable it does can mean the difference between
opportunities, including operational
MEAN THE DIFFERENCE saving the day or having a bad experience.
experience on product/chemical tankers BETWEEN SAVING THE Knowing your stopping distances also goes
and our crude oil lightering trade. I hand-in-hand with turning. Together, these
also undertook a shore-based
DAY OR HAVING A BAD skills define how effectively the vessel can
assignment at Chevron's global EXPERIENCE be handled during normal, abnormal and
headquarters, where I helped develop emergency circumstances.
a robust competency assurance and
assessment system and training courses What have you found most difficult
that are in use today. about it and why?
During my time in the industry, I don't
What are the greatest rewards from think I've met two professional mariners
your life at sea? who share the same philosophy or
The variability of day-to-day life at sea ‘style’ of shiphandling. While they may
definitely keeps things from getting all share the same broad objectives,
stagnant. The rigour (and occasional each individual has a different speciality,
frustration) of having so many different subject matter awareness or zeal for one
roles and managing such a diverse aspect or another of their craft. This is to
range of operations, challenges, be expected, but when different facets
resources and changing environments of each style don't mesh well, or flat out
has continued to better equip me for conflict with each other, putting the puzzle
each evolution of my career. together can get very challenging!

February 2018 | The Navigator | 9

 waypoint Dr Andy Norris FRIN FNI

Taking control of the ship

Dr Andy Norris, an active Fellow of The Nautical Institute and the Royal Institute of Navigation,
discusses the importance of continual checks and control when handling a ship

Fundamentally, shiphandling is all about Check, check and check again radio communications is also key, as well as
making safe and effective navigational To ensure your own reaction is as good ‘stored’ digital and paper-based data, such
decisions. Since a ship’s manoeuvres as it possibly can be, it is vitally important as charted and tidal information.
are affected and limited by the vessel’s to keep checking the correlation of all the We have to be cautious about relying
capabilities within the immediate available information. Critical information on data from any single source. However,
environment (including wind, currents and is received from many sources, including if data from multiple sources is well
sea-state), navigational decisions must what everyone on the bridge can see, hear correlated, your perception of the situation
take into account how the ship will actually and feel in terms of ‘body-acceleration’. is far more likely to reflect reality. This will
handle in the particular circumstances. Of course, onboard electronic sensors are improve the validity of any manoeuvring
Making the best navigational decisions very important, not least those detecting decisions and make a successful outcome
requires increasingly expert shiphandling changes in movement, such as rate-of-turn far more likely, even in the tightest
knowledge as the situation intensifies. indicators. Information from digital and voice conditions. Our safety at sea is dominated
Scientists and naval architects fully by the immediate position and movement
understand the detailed physics and of the vessel we are on, even if the degree
mathematics needed to work out how a of control that we have is limited by external
specific vessel would behave in a given set conditions and the vessel’s specific design.
of circumstances. However, it is not practical Of course, any adjustments made to
to try and make accurate calculations of a ship’s controls affecting its speed and
this kind during a real-life shiphandling detailed rotation must be continuously
situation. Therefore, we rely on a monitored against the external situation.
well-trained shiphandler to make This allows you to refine the
good judgements about what actions manoeuvring action, but it also
are needed to keep the ship safe. adds to and reinforces your own
These decisions must be based on knowledge as a shiphandler, and will
a mixture of experience and the expert help you when you encounter similar
use of proven concepts. For example, the situations in the future.
concept of the pivot point is very important,
and the handler must have a good To err is human…
understanding of this, including its effective Although we have our own expectations
position under differing circumstances. about how other vessels involved in a
In close situations, primary navigational manoeuvre will react, what they will actually
concerns are the relative position of hazards do is a major unknown. It is not that the
and the speed and acceleration of your other vessels are being navigated badly
own ship relative to those hazards. Close – just that everybody occasionally makes
situations are particularly complex because mistakes. Even if the close-by vessel is
these relative values can vary significantly being navigated with equal competence
along both the length and beam of own to your own, remember that with two
vessel. Ships are too large to be considered ships, there is now double the possibility
a ‘single point’ in such situations – as is true of human and machine errors that could
of many hazards at sea. The question, ‘What affect your safety. Never assume that your
is your location?’ is not as easy to answer as own immediate response is the end of the
simply giving a lat/long coordinate. situation. Keep alert…

Contact RIN at: www.rin.org.uk | 1 Kensington Gore, London, SW7 2AT | Tel: +44 (0)20 7591 3134
10 | The Navigator | February 2018
 10
take 5
What turns a ship?
It’s not just the rudder, all forces must be used and balanced,
including propulsion, environment and dynamic forces.

This issue of The Navigator explores the key

skills and knowledge needed to become an
6
Let the ship do the work
effective shiphandler The best shiphandlers are the ones who appear to do the least.
They let the ship do the work for them.

1
Number one skill
7
Plan
Shiphandling skills are probably the navigator’s greatest skills – Having a plan is crucial to success. Anticipating how the ship
both in terms of professional pride and consequences should will behave will help you to carry out that plan.
things go wrong.

2 8
No need for speed
Practice When berthing a ship, the faster you go, the longer it will take.
Shiphandling is probably one of the most difficult skills to master

9
as it comes from practice – which is hard to find time for, or
specialist training – which is costly.

3
Keep calm
A calm, measured approach will instil confidence in the bridge
team and get you in the correct position more quickly and with
Mentoring far less drama.
Be a mentor if you can and get a mentor if you can; learning on

10
the job is the best way of learning to handle a ship.

4
Watch and reflect
Logbook
Keeping a logbook of your practice manoeuvres is invaluable.
It allows you and your mentor to reflect on your success,
Even if you can’t handle a ship yourself, watch others, such as demonstrates to others your capability, identifies gaps in your
the Master or Pilot, to learn what to do – or not to do… Taking experience that may require extra training, and is a document
time to reflect on what went right and what could be improved is to take professional pride in. The Nautical Institute provides
a powerful learning tool. specialist logbooks for shiphandling.

Like our top 10 tips? #NavInspire

Read them in your own language at www.nautinst.org/NavInspire

February 2018 | The Navigator | 11

 W I N A N i PA D at or on Tw itt er, in clu ding the hashtag #N
AVsnap,
you with your Navig o attached (www.fa
cebook.com/
Just post a picture of ok wi th yo ur ph ot have one. Let us
ge on Facebo your college, if you
or send us a messa m e of yo ur sh ip or
in the draw,
and tell us the na ryone gets entered
thenauticalinstitute) l In st itu te , to o (e ve
ber of The Nautica e information in an
email!
know if you’re a mem no t!) Or se nd us th
ember or
whether you are a m

AND the winner

Congratulations to Ta
this issue is…
pan Bachchan, winn
er of our Issue 17 Na
Hello everyone, my vSnap competition!
name is Tapan Bach
each and every editio ch an an d I am 40, sailing as
n as it enlightens me Chief Officer on tanke
The quality of maga with various aspects rs. I have been enjoy
zine and the printing of shipping in general ing
is excellent. and navigation in pa
rticular.

Tapan Bachch
an
N vi gator CHAM
PION

UPGR ADE
YOUR
FUTURE
The Nautical Institute Shiphandling Logbook is aimed at helping you to record and
improve your shiphandling experience (but not at teaching you how to do it!) It
identifies the manoeuvres that you need to master, and helps you logically deconstruct
and reflect on what happened and why. This is where the best learning takes place.

tions?
technology & new regula
Can you keep up with new pro spe cts?
rov e you r job
Want to network & imp
decision making?
Want a direct line to IMO
ition?
Want professional recogn
def ence insu ran ce?
Want legal
tions?
Want 30% off NI publica Available for £35 from
tin st .o rg www.nautinst.org/shop
jo in to da y at w w w .n au
WE’LL GE T YOU THERE
10% discount for The Navigator readers.
Email pubs.admin@nautinst.org with code NAV10