N vigator

THE
October 2012Issue no. 01
A free publication by The Nautical Institute in association
with the Royal Institute of Navigation
Inspiring professionalism in marine navigators
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From human life to environmental safety:
its all in the hands of the navigator
NAVIGATING
THE WORLD
| The Navigator | October 2012 2
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Welcome to The Navigator, a brand new
publication from The Nautical Institute.
Shipboard navigators are essential maritime
professionals who hold the delicate balance
of safety and commercial success in their
hands. A navigation offcer of the watch is
responsible not only for the lives of the crew
and passengers aboard the vessel, but also
for millions of dollars of company assets
in the form of the ship itself; hundreds
of millions of dollars in cargo value and
billions of dollars in terms of liabilities and
environmental impact. On top of that, of
course there is also the reputation of their
company and themselves.
A common phrase in the maritime industry
is that a collision at sea can ruin your whole
day! This is, of course, an understatement:
such accidents can cost lives, bankrupt
companies, irreparably damage the
environment and ruin coastal communities.
The professional men and women who
navigate the ships of the world vessels
transporting more than 90% of global
trade must be recognised, valued and
supported in their crucial role at sea.
Navigators are not simply trained in a
classroom and then sent to sea to perform
their task unsupported. They need to
be continually stretched and developed,
both formally and informally. Classrooms,
simulators, and other modern teaching
methods can offer formal support,
while onboard mentoring and personal
development provide highly effective
informal backing.
Navigators must make best use of
traditional, well-proven techniques, such
as visual observations, to navigate, avoid
collisions and monitor weather; as well
as more modern tools, including ECDIS,
GPS, route optimisation software and the
evolving feld of eNavigation. Getting the
balance of these tools and techniques right
all the time, every time, requires investment,
support, training, experience and good
procedures all of which can be achieved
through teamwork between the individual,
onboard crew and company managers.
The Navigator magazine will be
published three times a year and will aim
to explore the evolving role of the modern
navigator and the tools and techniques
they must master, and to provide tips for
continual improvement and development.
Crucially though, our main aim is to
instil a sense of pride and respect in the
role of the navigator, in order to motivate
those carrying it out to recognise their
value to the industry and society. In
addition, we will endeavour to reinforce
this critical value to those who do not have
the privilege of serving at sea.
All aboard for the frst issue of The Navigator
Inside this issue
ALL@SEA
We asked our LinkedIn community what they
thought The Navigator should be all about.
WATCH OUT
Accidents happen: how loss of focus on a
passenger ferrys bridge ended in disaster.
WHOS NAVIGATING?
Second Offcer, Oliver Chasteaneuf goes
under the spotlight.
WAY POINT
The Royal Institute of Navigations Dr Andy
Norris explores differences - and similarities
- between air and marine navigation.
TAKE 10
In this round-up, we highlight ten key
aspects of the navigators crucial role.
03
08
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THE VERY MODEL OF A
MODERN MARINE NAVIGATOR
The Nautical Institutes Training and Quality
Manager, Steven Gosling considers the
role of todays navigator
and looks back at his own
experiences at sea.
MENTORING MAKES
THE NAVIGATOR
Captain Andre L. Le Goubin examines why
mentoring is crucial to navigation; and how it
works best between junior
and senior offcers when the
process works both ways.
04-05
06-07
David Patraiko FNI
Director of Projects, The Nautical Institute
Editorial committee:
Editor Emma Ward
Design Phil McAllister
For The Nautical Institute
Bridget Hogan, Lucy Budd,
David Patraiko FNI, Steven Gosling MNI
For the Royal Institute of Navigation
Dr Andy Norris FNI, FRIN
Published by The Nautical Institute.
Printed in the UK by Newnorth Print
Ltd, Kempston, Bedford, UK.
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202 Lambeth Road, London SE1 7LQ, UK
Tel:+44 (0)20 7928 1351Fax:+44 (0)20 7401 2817
navigator@[Link]
With support from: 1 Kensington Gore, London, SW7 2AT, UK
Tel: +44 (0)20 7591 3134Fax: +44 (0)20 7591 3131
[Link]
October 2012 | The Navigator | 3
All sea
The Navigator is your magazine, dedicated to covering the differing
aspects of the navigators role. As such, we want to hear from you with
your thoughts on our articles, advice for your fellow navigators and your
own experiences at sea. For this frst issue, we asked members of our
LinkedIn community what they hope to see from The Navigator.
If you would like to send us your letters, comments or ideas, please contact the editor at navigator@[Link]
Emma Ward
I like the idea. As a
professional second mate
for most of my career, I was
close to the navigational side
of things for a long time. There
is much to discuss: not only
new ideas and technologies,
but the traditions and methods
of terrestrial and astronomical
way fnding around the globe.
Clive Raymond MNI
A very timely initiative from The Nautical
Institute as numbers of incidents continue to
occur, with one notable catastrophe receiving
world-wide publicity, which brings the whole
subject under scrutiny.
Capt. Russ Garbutt FNI
A long overdue initiative.
I am pleased that The
Nautical Institute has once
again taken the helm. A
mariner is so much more
than a display monitoring
technician.
Capt. Mark
Grosshans
MNI
I see many younger
offcers these
days (as well as
much more
experienced
offcers and
Masters) and
there are varied
approaches to navigation
being employed at sea. We
all should be contributing to
assist those that follow us.
Warwick Conlin
It may solve many
problems with things like
recruitment, and setting a
high standard for seafarers,
which really is borne of the
urgent need to recognise the vital
vocation it is, in serving the world economy.
Arthur David
It seems the pendulum has swung too
far towards the tools and aids so that
the modern day navigator is short on the
practical and daily usage of knowledge
of principles. By all means embrace
what the miracle of technology has made
available, but not to the point of blind,
unthinking adherence to the read-outs,
to the exclusion of common sense and
double-check practices.
Fergus
Moran
I would like to see
the Art of Navigation
from a sail boat view point
and the skills that they put into
practice on a daily basis, either
doing their job or just
out there enjoying
themselves.
John Percival
My suggestion is to let the
onboard guys, from all
ranks and ratings to
share views. I would
like to listen to
those who have
something to say.
Shahrokh
Khodayari
Join the debate on LinkedIn [Link] or follow us on Twitter
[Link] A PDF of this publication can be downloaded at [Link]/thenavigator
| The Navigator | October 2012 4
The navigator as
a tactician
dependent on bright, professional mariners
called upon to literally drive it forward.
Modern day navigators skilfully
traverse the globe in all weathers to move
commodities and goods from areas of
supply to areas of demand. In doing so, they
bring opportunity, prosperity, convenience
and comfort to millions of people who,
unlike cruise ship passengers, are unable to
acknowledge, recognise or praise them for
their efforts. Notwithstanding, their work is
equally as worthy and their positions as
highly regarded.
Shipping boasts a long, rich history in which
profound, sometimes perilous change has
challenged the navigator to master new
skills, acquire new knowledge and engage
new practices at sea. The transition from
sail to steam, from paddlewheel to propeller
and from paper to electronic charts are
all examples of the slow evolutionary
change that has taken place in an industry
feature The role of the navigator
Navigator
The Very Model of a Modern Marine
Steven Gosling MNI, Training
and Quality Manager at The
Nautical Institute refects on his
experiences at sea and explains
why the modern navigators role
is pivotal to the smooth running
of a vessel.
October 2012 | The Navigator | 5
W
ith recent media coverage
of the Costa Concordia
tragedy and renewed
interest in the Titanic
disaster earlier this
year, I have been contemplating how my
performance as a former Deck Offcer
might have been infuenced by the adverse
circumstances that besieged these mighty
ships. I am constantly reminded of the
colossal responsibility placed on the ships
navigator an unseen, unsung hero,
tirelessly working to move goods and
passengers between ports and terminals in
the most valued assets of our industry our
merchant ships.
For hundreds of years the marine
navigator has played a pivotal role in
promoting economic development and
the wealth of nations. Today the men
and women of the merchant navy are
instrumental in the running of a lean, highly
effcient multimodal transport network,
in charge of some of the most valuable
cargoes in the world.
They command the largest moving
structures ever built by man in not one, but
two dynamic fuid environments. Many of the
comforts and conveniences of post-modern
living, from the technology in our pockets
to the parts in our cars, have reached
our shores thanks to the skill and
professionalism of a marine
navigator.
Cruise control
At the ripe age of 29, equipped with a crisp
Masters ticket and an aspiration for fresh
milk on the table, I decided to swap my
seafaring shirt and stripes for a suit and tie
ashore in London: the maritime capital of the
world. Having accrued 10 years experience
deep sea in the cruise sector, the lure of
carrying business cards over passengers
took hold and in March 2011, I joined the
secretariat of The Nautical Institute, the
worlds international representative body for
maritime professionals.
As the honeymoon period of my new
role slowly begins to fade, I fnd myself
recalling the purpose, pride and privilege I
felt not so long ago as a watch offcer on
a 113,000 grt cruise ship, fully laden with
all the trimmings needed for a two-week
voyage. Deck Offcers in any trade will be
well versed in navigating a ship, passage
planning, watch-keeping, mooring and
anchoring, ballasting, storing and bunkering.
For the cruise ship navigator this means:
considerable forward planning courtesy
of known future itineraries
comprehensive operating procedures to
enhance safe practice and assure quality
continuous refresher training to update
knowledge and competence
extensive drills onboard for incident
and emergency preparedness
a strong shipboard safety culture to
reduce exposure to hazards and danger
a smart personal appearance to respect
the cruise product that is being paid for.
And so, beneath the pressed uniform
and neatly aligned name badge of a cruise
ship Deck Offcer stands a specialist
navigator, same as any other in the
merchant navy; qualifed to complement the
bridge team of any ship, of any tonnage,
anywhere in the world. This is no small
responsibility and I was frequently reminded
of this when meeting passengers at sea
who would take great pleasure in talking
to or being photographed with one of the
navigators. This was not an admiration for
the uniform but the position one flled
in wearing it.
For hundreds of years, shipping has
been fercely competitive. Costs are heavily
scrutinised and commercial pressure
readily applied. No longer is the navigator
insensitive to the wishes of the charterer,
and no longer is the charterer out of touch
with the Master once the ship sails. The
navigator is thus something of a tactician,
juggling commercial risk with the obligations
of primacy, that is, to get the ship from A to
B safely, effciently and securely with minimal
impact to the marine environment.
Todays bridges would make navigators
of the last century quiver. Complex
technologies, legal frameworks, evolving
practices and service provisions demand
that todays navigators are consummate
professionals, savvy of the business they
serve and attuned to the need to keep up,
both on and off ship.
Modern integrated bridge systems have
placed a new emphasis on the monitoring
role of the navigator, who spends much
of the watch facing fat-panel displays
exhibiting every conceivable piece of
information with staggering degrees of
accuracy. Technical skills are as important
as non-technical and the technology that
supports the navigator as vital as more
traditional practices of seamanship, perhaps
most prominent in the Titanic era.
As a young boy at school, I remember
one teacher decreeing: Youll get nowhere
in life looking out of the window. Some
20 years later I fnd myself serving an
organisation that exists to support and
promote the standing of professional
navigators; people who spend their careers
at sea doing just that!
feature The role of the navigator
| The Navigator | October 2012 6
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7 October 2012 | The Navigator |
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I
often think about whether the role of the
navigator has changed over the years.
Equipment on the modern bridge of
todays merchant feet is certainly a far
cry from what existed when I frst went
to sea; but has the actual role changed?
Certainly, the basic principles of navigational
watch keeping have not. As the Masters
representative, the navigator must keep a
safe watch to ensure the safety of the crew,
vessel and environment and to help get
from A to B safely and effciently.
To undertake this phenomenal task
onboard todays ship, navigators have
access to a wealth of technically advanced
equipment. They also have their own
experience to call upon and, if necessary,
that of the Master. But where does this
experience come from? I want to talk about
mentoring: a system as old as seafaring
itself. I believe, without wisdom gained from
experiential knowledge and transferred by
mentoring, navigators cannot perform their
task effectively; no matter how advanced
their equipment.
Experiential knowledge
Experiential knowledge is knowledge gained
from experience that has been refected
upon. I sometimes describe it as where the
feel for seamanship comes from;
when you do something
because it feels right.
Navigational
equipment
cannot feel and
therefore we rely on
the navigator interpreting the
information received, based on their
experiential knowledge.
Let me give you a simple example you
are the navigator on a vessel, plotting a
target approximately 40 on your starboard
bow at a distance of eight miles. It is a
clear night with good visibility and you can
see the other vessel. The Automatic Radar
Plotting Aid (ARPA) says the target is going
to pass ahead of you at seven cables (0.7
miles) standing orders say to keep at least a
mile distance from all other ships.
The computer system has suggested a
small course alteration to starboard that will
give you that one mile passing.
Stop for a minute and put yourself in the
same navigational position on the other
ship. Now you have a ship on your port side
which you are plotting. It is going to pass
astern of you at a distance of 0.7 miles. Far
too close, and a little bit scary!
What would I do in this situation? I would
look over my shoulder on the starboard
side to ensure nothing is overtaking me
(experiential knowledge!) and then alter
my course to starboard, suffcient to
put the other vessel on my port bow (an
alteration of about 45). I would then follow
them back, passing under their stern at a
distance of one mile, in accordance with my
Masters standing orders.
A simple solution. Yet I have seen
accidents and near misses occurring in just
those circumstances. Why? In my opinion,
it is due to a lack of experiential knowledge
on the part of the navigator, particularly
in their ability to put themselves
mentally on the other vessel
to consider what
the other
navigator is
seeing. In essence,
they need to take a holistic
view, rather than concentrate
on the immediate solution provided by
computers. This can be diffcult: navigators
are bombarded with ever increasing
amounts of technical information, but they
need to develop the ability to assimilate it
all and then make a rational decision.
So how can the navigator gain
experiential knowledge and from whom?
When I went to sea in 1980, a cadet had
to secure 24 months sea time before
they could hold their frst certifcate of
competency. A signifcant amount of that
time had to be spent on navigational watch
with a certifcated watch keeper, learning
the job and gaining that all-important
experiential knowledge. Today, sea time
requirement is much less: many nations
now ask only for 12 months.
Working both ways
The best way for a navigator to learn is
through mentoring. An experienced senior
offcer taking time to help junior personnel
sift through the information, break it down
and determine what is important before
deciding what to do.
Mentoring works both ways.
Junior offcers often have a far better
understanding of modern navigational
equipment than their superiors and they
can, in turn, pass their knowledge on.
For example, when I am navigating, I like
the radar set in relative motion, North up,
range rings on and relative trails. This is an
unusual setting but one I learnt from some
highly experienced hovercraft navigators.
Regularly, I am
faced with
unfamiliar radar
and must
call on the
navigator
to show me the
settings. It is usually a junior
offcer who knows and is
invariably willing to show me. If time permits
and the offcer is interested, I try to take the
time in return to show them how I use the
relative trails to perform my job.
I love technology and am in no doubt
that it has helped prevent numerous
accidents. However, I also believe its use
must be combined with a frm foundation of
experiential knowledge. Whilst some of this
originates from college, the majority must
come from senior colleagues through the art
of mentoring.
So, to those of you who are experienced
navigators I urge you to share that
experience via the traditional manner of
mentoring. As navigators, we have a duty
to pass on what we know to those following
after us. After all, they too have every right
to our invaluable experiential knowledge:
something that will stand them in good
stead for the rest of their navigational career.
feature the navigator and mentoring
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| The Navigator | October 2012 8
Never is the navigating offcer more crucial than in ensuring the safety of a ship and
its crew at sea. Responsible primarily for human lives, they also safeguard valuable
cargo, plus the ship itself and environmental safety. In this series, we take a look at
maritime accident reports and the lessons that can be learned.
Abandon ship!
Key facts
The working environment on the
ferrys bridge was not formal. Offcers
were allowed to become distracted
by personal issues, resulting in
catastrophic navigational mistakes
The First Quartermaster was unfamiliar
with the ships navigational equipment
and did not have a valid bridge
watchman certifcate
The navigational offcer did not
reduce speed when visibility grew
poor due to adverse weather
conditions, nor when a fshing vessel
ahead changed course, vanishing
from the ferrys radar
The ferrys course was not altered as
required causing her to head straight
for an island
Navigational system alarms had been
switched off and the ECS screen
dimmed, preventing prior warning of
the erroneous course
Action taken when the mistake was
spotted was deemed too little, too late
Passenger evacuation was chaotic
Defciencies in passenger registration:
not all names had been recorded on
the passenger manifest
A passenger and vehicle ferry carrying
more than 100 passengers and crew set
sail for a short scheduled voyage. At 00.21
hours the following morning, the vessel
struck the north-east side of an island,
drifting for over an hour before sinking,
causing substantial damage and the tragic
loss of two human lives.
What happened?
The eight-deck passenger roll-on/roll-off
vehicle ferry departed port at 20.00 hours.
She was equipped with fully functioning
navigational equipment, and her bridge team
was made up of the Master, Second Offcer,
two Quartermasters and a Fourth Offcer.
At 23.50 hours, the steering was set to
auto-pilot. The Master had already retired
for the night, and the Second Offcer left
for his break at midnight after reporting a
small southbound fshing vessel ahead.
The First Quartermaster, who was at
the helm, talked intermittently with the
Fourth Offcer: it had been reported that
the pair were in a relationship which was
experiencing problems.
Two minutes after midnight, a squall
of heavy winds and rain reduced visibility.
The fshing vessel was heading east to
seek shelter from the weather and was
no longer visible on the ferrys radar. No
attempt was made to communicate with
it; instead, conversation resumed between
the bridge offcers.
At seven minutes past midnight, the
ferry passed the point where she needed
to make a course-alteration to avoid
collision with an island a little way ahead.
This change was never set, although the
Fourth Offcer somehow believed it had
been. It took 13 minutes to spot the error,
due to various distractions. In addition, the
ECS screen had been dimmed and audible
alarms deactivated.
As the First Quartermaster stood to
make the change at 00.20 hours, she saw
trees on an island off the starboard bow.
The Fourth Offcer ordered her to switch
from auto-pilot to hand-steering. She
was, however, unfamiliar with the forward
steering station and did not know how to
comply. DGPS data analysis revealed little
or no aggressive action taken to right the
ships course as it headed inexorably for the
island, striking at 00.21 hours.
The ferry struck along the island before
drifting north. The Second Quartermaster
tried to reverse her progress, while the
Master ordered the watertight doors
some of which had remained open to be
closed. One door was blocked by debris
and could not be shut, causing rapid water
ingress to the hull. Listing severely, the
ferry sank by the stern, coming to rest on
its keel.
Passenger evacuation was chaotic,
hampered by inexperienced crew members
and no established evacuation plan. Head
counts revealed differing fgures, with
the tragic result of two unaccounted for
passengers being declared dead.
What changes have been made since?
Since the incident, the passenger
reservation system includes all names
and boarding numbers. Enhanced
training ensures all bridge offcers and
quartermasters are familiar with both
onboard equipment and effective passenger
safety management.
How navigational complacency sank a passenger ferry
watch out
In this series, The Navigator speaks to current navigational personnel about their
motivations, careers to date and thoughts for the future. First under the spotlight
is cruise ship Second Offcer, Oliver Chasteauneuf MNI a graduate of Plymouth
University and lifelong sailing enthusiast.
Navigating?
Name: Oliver Chasteauneuf MNI
Current position:
Second Offcer, Holland America Line
Commenced Cadetship: 2004
Length of Time at Sea: Eight years
Life on the
ocean wave
W
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S
October 2012 | The Navigator | 9
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If you are a serving navigator, or are studying with a view to joining a crew, we would love to hear from you.
Contact the editor at navigator@[Link]
What interested you in a career at sea?
As a child I lived inland, nowhere near
the sea, yet by the age of 10, I had
discovered an interest in sailing. I used
to visit Navy Days at Portsmouth and
Plymouth regularly with my parents. By
the age of 12, I had decided that I wanted
to go to sea as a career.
What career path has led to your
current position?
As my interest in sailing developed I
enjoyed teaching others. I discovered the
graduate training scheme at Plymouth
University, where I could combine my
interests in ships and sailing with a
professional qualifcation and degree in
nautical studies.
In 2004 I applied to Plymouth
University, securing sponsorship from
Small Ships Training Group (SSTG). The
SSTG gave me sea experience on the
general cargo ships of Scot Line and
cruise ships of Holland America. With
Scot Line I acquired basic seamanship
skills, including ship handling; while on
the cruise ships of Holland America I saw
the world whilst developing my passage
planning and ocean navigation skills.
Where do you see your career going
from here?
I am intent on achieving a Certifcate of
Competency as a Master Mariner, to have
the opportunity of command. My longer-
term ambition is to become a marine pilot,
where I can combine a stable home life
with my professional skills.
How do you feel when you are in
charge of a navigation watch?
In my present position as Second Offcer
on the MV Eurodam I feel a great sense of
responsibility. On a cruise ship,
the bridge is the central hub. It is
associated not only with safe passage
making, but other concerns such as ship
security, fre control, weather routeing and
medical emergencies.
I am always conscious of the 3,000
people on board and that, during my
watch, their safe enjoyment rests with
my abilities and skills. There is also the
constant pressure of maintaining the
ships schedule whilst optimising fuel
usage, satisfying passenger needs and
accommodating the unexpected.
What are the greatest rewards from
your life at sea?
Financially, the rewards are good, compared
to positions ashore and employment in the
cruise ship sector is stable. There is also
great satisfaction in working with the ships
crew to achieve the standards demanded of
the company. And yes, future prospects are
bright, with the possibility of command at a
reasonably early age.
What do you think are the greatest
challenges for future navigators?
I think the greatest challenges for the future
navigator lie in job changes as technology
advances. I dont fear technological
takeover though despite advances in
technology, I cannot ever see a time when
cruise ship passengers will accept an
unmanned, totally automated bridge.
Cruise ships meet exacting navigational
standards, however we do not sail the
seas alone. Interaction with other ships
operating at lower standards causes me
concern. This remains a challenge for the
whole industry.
I am always conscious of the 3,000
people on board and that, during my
watch, their safe enjoyment rests
with my abilities and skills
| The Navigator | October 2012 10
waypointDr Andy Norris FNI FRIN
Dr Andy Norris, an active Fellow of
The Nautical Institute and the Royal
Institute of Navigation, looks at marine
navigation in the broader world of
navigational practice and technology
Drawing parallels between air and sea navigation
AIR
The use of the third
dimension altitude is
the most obvious difference.
Naturally, this has led to particular navigational
practices that enable the effcient use of
airspace with complete safety.
Increasingly, airline pilots do not see
themselves as navigators. They use the FMS as
a navigational tool: it is reliable and very safe.
In an emergency away from ocean waters they
would depend on air traffc controllers to guide
them to safety. The airline pilot can be seen as
a monitoring navigator.
Airborne navigational errors are much more
likely to lead to signifcant loss of life. Pilots
must follow pre-defned airways with closely
governed and monitored altitude and airspeed.
They have little choice on how to get from the
destination to the arrival airport.
MARINE
Depth and air draft issues
also involve essential
three-dimensional thinking,
but this is very different from
aircraft navigation.
At sea, bridge offcers spend their watches
primarily as navigators. The Offcer of the
Watch (OOW) must continuously assess the
positional accuracy of the vessel, based on
Global Navigation Satellite Systems (GNSS)
such as GPS, as well as visual, radar and
charted information.
If GNSS fails or becomes inaccurate, the OOW
has to maintain his or her best estimate of
position, including using dead reckoning and
estimated position techniques. Most ships do
not have the equivalent of an FMS, although an
Integrated Navigation System (INS) does have
some of its functionality.
The airline industry is often mentioned
when marine navigation is under scrutiny. I
was recently fortunate to have had a long
discussion with Paul Hickley: a Fellow
of the RIN and former senior instructor
for airline pilots. Although fundamental
navigational principles apply equally to both
sectors, it is remarkable how different the
detailed practice of navigation can be in
each. Perhaps surprisingly, however, as
technology evolves further, these differences
could well become less marked.
Compare and contrast
An aircrafts onboard fight management
system (FMS) automates much of the
in-fight navigation. In addition, the fight
plan is often determined by a specialist
professional dispatcher, although pilots are
trained to be able to do this themselves.
In particular, pilots enter information
relevant to the specifc fight, such as
loading weights including fuel
which can signifcantly change the fight
characteristics of the aircraft. During fight,
the FMS determines the aircrafts position
and the accuracy of that position and alerts
the pilot to any potential problems.
While the most obvious difference
between air and sea navigation is the
importance of altitude in aviation, three-
dimensional navigation remains important
on a ship because of (charted) underwater
hazards and low structures, such as
bridges. In particular, the tidal height is a
highly important aspect of some coastal
navigation. In common with aircraft, the
loading of the vessel must be controlled so
that it remains stable under all conditions
and the safe under-keel clearance is
always known.
Currently, sea-going vessels do not
have mandatorily carried equipment, or
anything that reliably detects non-charted
surface hazards like foating debris or large
endangered species, such as whales. This
therefore needs constant visual awareness
and the correct resultant action by the
navigating offcer.
Whats next for navigation?
In the future there will be greater emphasis
on the use of defned seaways and even
shore-based instructions for maintaining
a passage within the seaway; much
like current airways. This is likely to be
one consequence of IMOs eNavigation
programme. Ironically, in the air there will be
some move away from airways, mainly to
give more airspace, as many current airways
are getting highly congested. This will still be
tightly regulated but with a lot of automation.
Inevitably, there will be more automated
navigation on ships too, again as a result
of eNavigation, but it will be many years
before OOWs are allowed to concentrate
on tasks that are not navigationally
centred. They will remain, for the
foreseeable future, navigating offcers, not
monitoring navigators.
Contact RIN at: [Link] | 1 Kensington Gore, London, SW7 2AT | Tel: +44 (0)20 7591 3134
OOWs will
remain navigating
officers, not
monitoring
officers
11 Otober 2012 | The Navigator |
1
The importance of being human
Navigation equipment is increasingly becoming automated;
however critical decisions must still be made by competent
human navigators.
2
A whole world of trade
Ships transport over 90% of global trade. The world depends on
those ships navigational offcers for safe and effcient transport.
3
Motivation, motivation, motivation
Professional navigators must be motivated in order to
be competent. Training alone is not enough to ensure that
individuals remain motivated and have self-confdence in
their abilities.
4
Shifting goalposts
We are currently in an era of unprecedented rapid change in
the maritime industry. Changes in technology, regulation, public
scrutiny and demand for ocean space mean that it is essential
for navigators to continually learn and update themselves. In
other words, to sign up to the process known as continuing
professional development (CPD).
10 t
a
k
e
This frst issue of The Navigator has looked at the
navigators role in detail, from the importance of mentoring
and support to the consequences of allowing attention
to wander on the bridge. Here are ten reasons why we
should celebrate navigators the world over, and ways in
which we can work to ensure they remain supported,
motivated and encouraged while at sea.
5
The human factor
Seamanship skills and experiential knowledge are essential.
Navigational equipment cannot feel, therefore we rely on
human navigators to interpret information, based upon their
instinct, knowledge and experience.
6
Carry on mentoring
While the basic principles of seamanship can be taught in the
classroom, seamanship can only be mastered through years of
experience at sea. Onboard mentoring, or sharing knowledge
from one individual to another, is crucial for developing
navigational skills, as well as creating an environment where
individuals are valued.
7
Something old; something new
Traditional skills and new techniques are both necessary for safe
and effcient navigation. It is important to know both and apply
the correct balance.
8
Common sense
Maintaining situational awareness is the essence of safe
navigation. This is not only done visually, but via all the senses
feeling a ships motion and being aware of sounds and smells.
Fundamentally, the most important thing is to keep a holistic
view based on judgement and common sense.
9
Stay alert
Many accidents at sea happen due to complacency. One report
estimated that 60% of collisions happened when either one or
both vessels failed to detect each other until it was too late.
There are many distractions on a bridge and it can be tempting
to let automation take over. Find ways to manage alertness; a
collision at sea can ruin your whole day!
10
Other peoples shoes
When avoiding collisions and applying the Collision Regulations
(COLREGS), it is always useful to imagine your actions from the
perspective of other vessels. What are they seeing right now?
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