Ancient Navigation: Viking Navigation

The Norsemen had to have other navigational means at their disposal, for in summer the stars effectively do not appear for months on end in the high latitudes. One method they relied on was watching the behaviour of birds. A sailor wondering which way land lay could do worse than spying an auk flying past. If the beak of this seabird is full, sea dogs know, it's heading towards its rookery; if empty, it's heading out to sea to fill that beak. One of the first Norwegian sailors to hazard the voyage to Iceland was a man known as Raven-Floki for his habit of keeping ravens aboard his vessel. When he thought he was nearing land, Raven-Floki released the ravens, which he had deliberately starved. Often as not, they flew "as the crow flies" directly toward land, which Raven-Floki would reach simply by following their lead.   


'Ancient legends of Viking mariners using mysterious sunstones to reveal the position of the sun on a cloudy day may well be true, according to a new study. While experts have long argued that Vikings knew how to use blocks of light-fracturing crystal to locate the sun through dense clouds, archaeologists have never found solid proof.

Vikings, they argue, used transparent calcite crystal - also known as Iceland spar - to fix the true bearing of the Sun to within a single degree of accuracy.

The recent discovery of an Iceland spar aboard an Elizabethan ship sunk in 1592 - tested by the researchers - bolsters the theory that ancient mariners were aware of the crystal's potential as an aid to navigation.

Even in the era of the compass, crews might have kept such stone on hand as a backup, the study speculates. 'We have verified that even only one of the cannons excavated from the ship is able to perturb a magnetic compass orientation by 90 degrees,' the researchers wrote. 'So, to avoid navigation errors when the Sun is hidden, the use of an optical compass could be crucial even at this epoch, more than four centuries after the Viking time.' 


Ancient Navigation: The Piri-Reis Map

Potentially one of the most significant finds in modern time. The Piri-reis map (c. 1513), shows the coastlines of the American continent. It also includes the outline of the Antarctic continent which has been frozen over since around 4,000 BC. This map alters all previous conceptions of our pre-historic ancestors abilities. The 'Piri-Reis' map (c. 1513). is one of several 'portellano's', which appear to have a geometric basis of unknown provenance.




This map has many interesting features, such as:

The map has  pre-Columbian provenance.

The map shows the coastline of America.

The map shows accurate use of Longitude and Latitude.

The map-builders used 'Spherical geometry'.

The centre of the map is at the junction of the 23.5˚ parallel and the longitude of Alexandria.


Capt Subramaniam, Chief Guest at CMM's Anniversary Celebrations



Extra Master, Maritime Lecturer, Maritime Campus Principal, author of the "Nutshell Series" of Nautical Books for marine students and a well known Indian maritime professional, Captain H. Subramaniam with his wife Prema will visit Sri Lanka at the invitation of the Company of Master Mariners of Sri Lanka (CMM) on the 20th anniversary as the chief guest. 
A talented teacher with friendly outlook, Capt Subramanium was very helpful to the many Sri Lankans who studied at the Lal Bhadhur Shastri Nautical & Engineering College (LBSN &EC) in Mumbai, India, which has been a popular destination for marine studies among Sri Lankans. Capt. Subramaniam is presently the Chief Examiner of Extra Masters in India and a Marine Examinations Consultant for the Marshall Islands Ships Registry. 

ABOUT Capt Harry Subramaniam
 
Author at Vijaya Publications


Experience


Maritime Examinations Adviser at Marshall Islands Ship Register
May 2009 - Present (3 years 6 months)


Author of 8 technical books on the operation of merchant ships

June 1976 - Present (36 years 5 months)

Principal at LBS College of Advanced Maritime Studies & Research, Mumbai
August 1968 - September 2002 (34 years 2 months)


Full time teaching at Maritime Training Institutions for over 45 years. Was Capt Superintendent of Training


Ship Rajendra & Training Ship Chanakya for 4 years & Principal of LBS College for 8 years.


After 2002, was GM Training at Eurasia Ship Management Co for 4 years. Now Maritime 

Training

Consultant in Mumbai.


GM Training at Bernard Schulte Shipmanagement
1994 - 1998 (4 years)


Education


Lawrence School, Lovedale, S India
1951 - 1957


Honors and Awards

 
Prominent awards received


1. ‘Man of the year Award’ in 2001 by Sailor Today magazine for ‘His conception and implementation of the
Indian National Database of Seafarers (INDos)’.


2. ‘Lifetime Achievement Award’ in 2002 by Marine World magazine.


3. ‘Literary Distinction Award’ by Marex Bulletin in 2006.


4. ‘Lifetime contribution to Maritime Training Award’ by GlobalMet in 2007.


5. ‘Individual Innovation Award 2007’ by Sailor Today Magazine for the manner in which he conducted India’s first Maritime Quiz for Seafarers.

The Legend is Gone; The Legacy Lives On



The Life and Work of Capt. S.S.S.Rewari


 Capt. S.S.S. Rewari dedicated his life to the Indian seafarer from large maritime forums to simple, individual interactions. From sweeping changes in marine education to a single phone call to help a student in distress, for him the task was one and the same thing. To be a guru, guide and guardian to his students was of utmost importance and any pain on the face of a student reflected with pain in his own heart. He touched everyone in the most personal way.

Capt. S.S.S. Rewari was born on 14th February, 1937. His association with the marine community began with the completion of his pre-sea training from T.S. 'Dufferin' in the ’53 – 54’ batch, where he secured an Extraordinary First Class. He received numerous academic honours including, in 1958, the highest marks in the Radar Observations Course examination. Capt. Rewari was awarded the President’s Gold Medal in 1962 standing first in the country in the Master Mariners Examination. He completed his Extra Master’s from Sir John Cass College, U.K. in 1968.   

In addition to gaining the highest marine professional qualifications, throughout his career Capt. Rewari was dedicated to continuous learning. Professional development courses which he attended include: Trainer of Trainers Course, Jamnalal Bajaj Institute of Management, University of Mumbai; Training Methodology, Indian Institute of Public Administration; Diploma in Personal Counselling, St. Xavier’s Institute of Counselling, Mumbai.

Capt. Rewari began his career, spanning nearly five decades, as an active seafarer and progressed through a series of remarkable academic roles that have changed the face of marine education in India.

Captain Rewari’s sparkling career as an educationalist began in 1962 at LBS CAMSAR (Lal Bahadur Shastri College of Advanced Maritime Studies and Research, formerly LBS Nautical & Engineering College) in Mumbai, as a Nautical Officer. Students recount how his lectures during that period were 'standing room only' as he made even the most dry subjects interesting and full of life. His classes were open to all, each lecture different from the one before, each packed with as many lessons on life as on magnetism or ship stability.

During his 8 year tenure as Vice-Principal, LBS College he was instrumental in the commencement of some key courses for the first time in India: STCW tanker course, Extra First Class and Extra Masters.

In 1987 Capt. Rewari took the helm as Captain Superintendent of T.S. Rajendra (Now T.S. Chanakya).  His years there will be best remembered for pioneering a full fledged degree program (BSc. Nautical Sciences), affiliated to Mumbai University. From that moment no graduate from this college would be denied access to higher education for want of a recognized degree.

Capt. Rewari returned to LBS in mid 1991 as Principal where he revolutionized the institution through sweeping changes such as modernizing the curriculum; completely renovating the campus; installing a Full Mission Bridge Simulator and Cargo Simulator, and arranging procurement of a Full Mission Engine Room Simulator. With these landmark installations of the first marine training simulators in India, Capt. Rewari is credited with ushering in a new era in marine education in this country.

Capt Rewari’s energy and dedication drove him to continue an active professional life after retiring from LBS, when he assumed the post of Director, Marine Education and Training, FOSMA and moved to New Delhi.  During his stint with FOSMA, during which period, as with all institutions with which he has been associated, he sprang new life into the institute and fulfilled his desire of bringing education to the doorstep of seafarers.

Capt Rewari then embarked on what was to become the final stroke in a glorious professional innings – the establishing of Applied Research International (ARI). Under his guidance, and benefiting from his immense experience, knowledge and goodwill, ARI has grown to become one of the largest maritime institutes in India, offering a complete range of training solutions to companies around the globe.

At ARI, his greatest success was in building an organization capable of delivering enduring quality which will stand the test of time. To enable this he put to use a remarkable knack for assessing people, building on their strengths, thereby creating an excellent team with each faculty member carefully chosen and groomed by him.  The ARI family today is more than 300 people and Capt. Rewari enjoys the love and loyalty of each one of them. He was affectionately known as ‘Uncle’ to a large and talented team of mariners, HR professionals, trainers, technologists and managers.

The team that he groomed during his time heading ARI is a strong and dedicated force. They have learnt from him his ideals and have shared his dreams. As the future unfolds, they aim to move marine education to yet a further plane. Capt. Rewari always welcomed change, and as ARI builds on the strong foundation of solid maritime education, with ARI's expertise in technology and HR, new developments and changes will continue. The platform for growth that he established will be of immense value for years to come, and his legacy will be carried forward.

Throughout his distinguished career, Captain Rewari's greatest pride and joy remained the incredible relationships he enjoyed with his students. He was deeply committed to moulding his students into better professionals and better human beings. His departure leaves a void for his students that will be difficult to fill, but it also leaves them, and the entire marine community, with a responsibility to carry forward the values and the respect for knowledge that were so close to his heart.

During his career, Capt. Rewari co-authored with Capt. T.K. Joseph benchmark academic publications including “Principles of Navigation”, “Ship’s Magnetic Compass”, and most recently, an updated edition of “Stability, Trim and Cargo Calculations on M.V. ‘Hindship’ and Oil Tankers”.

In 2001 Capt. Rewari was presented with the Fellowship of the Nautical Institute in honour of his lifelong contribution to marine education. He was Chairman, Northern and Eastern Branch of the Nautical Institute and had served many times as a member of the UPSC Selection Board.

Perhaps his greatest achievement is that he not only guided his students professionally, but by his example he also taught them how to love, share and forgive. It is these lessons of life which shall be with his students forever.


    

BEYOND THE SUNSET by Red Foley



In remembrance of my Dad. 
To us he was everything! But God called him in April , 1989 and he was just 68 +

He liked the Tony Brent version of this beautiful song.





Beyond the sunset oh blisful morning
When with our Saviour heaven is begun
Earth stroll is ending oh glorious dawning
Beyond the sunset when day is done

Should you go first and I remain to walk the road alone
I'll live in memory's garden dear with happy days we've known
In spring I'll watch for roses red when fades of lilac's blue
In early fall when the brown leaves call I'll catch a glimpse of you

Should you go first and I remain to finish with the scroll
No lenghtening shadows shall creep in to make this life seem droll
We've known so much of happiness yes we've had our cup of joy
And memory is one gift of God that death cannot destroy

Should you go first and I remain one thing I'd have you do
Walk slowly down that long path for soon I'll follow you
I want to know each step you take that I may walk the same
For someday down that lonely road you'll hear me call
Yes you'll hear me call your name

Beyond the sunset oh glad reunion
With our dear loved ones who've gone before
In that fair homeland we'll know no parting
Beyond the sunset for evermore
(For evermore)

In Remembrance of My Dad

Sun Rise and Sun Set is Part  Every ones Life in General, and Very Special in the Life of Seafarer.







Sun-set on East Pacific on a very calm day.  Photographs by Captain John DeSilva

New Zealand Charges Owner of Grounded Ship Rena








Greek owner of NZ oil spill ship to pay up to USD 31mln The Greek owners of the ship at the centre of New Zealand's worst maritime environmental disaster agreed to pay up to USD 31 million towards the cost of the clean-up.

Although damage from the toxic oil spill and recovery of shipping containers has so far cost New Zealand nearly NZD 50 million, Transport Minister Gerry Brownlee said the offer from Daina Shipping was "the best possible outcome".

The ship Rena, carrying 1,368 containers, ploughed into an offshore reef 12 months ago spewing more than 300 tonnes of toxic fuel oil that killed thousands of sea birds and fouled beaches in the North Island's pristine Bay of Plenty.

Daina Shipping is to pay NZD 27.6 million to settle the claims of the government and several public bodies, and will pay a further NZD 10.4 million if it decides to leave part of the wreck on the reef.

"These agreements allow both New Zealand as a whole, and the Bay of Plenty region, to move on from what was, from an environmental standpoint, the worst maritime disaster in our history," Brownlee said.

Konstantinos Zacharatos, a director of Daina Shipping which is part of Costamare Inc., said the company wanted to "address all aspects of this serious incident. (AFP)



Legacy of Titanic's Captain

Commodore Edward J Smith  © The popular press expected men to die like heroes in 1912. After all Captain Smith had done just that, or had he? In a strange quirk of history the man directly responsible for the loss of Titanic is remembered as a hero, whilst the man who tried to save lives is labelled a coward.

Smith failed the passengers and crew of Titanic. He failed to heed ice warnings, did not slow his ship when ice was reported directly in his path and allowed lifeboats to leave the sinking ship partially filled, unnecessarily adding at least 500 names to the list of the dead.

But what organization or individual was ultimately to blame? The British government's Board of Trade allowed Titanic to sail with insufficient lifeboat accommodation. The government simply had not kept abreast of advances in marine engineering and based all life-saving regulations on ships up to 10,000 grt (gross registered tons) which were required to carry 16 lifeboats. Titanic was 46,329 grt. A ship designed to accommodate 3,511 passengers and crew was only required to provide lifeboat accommodation for 962. In fact, White Star provided her with four extra collapsible boats, increasing capacity to 1,178.

Smith failed the passengers and crew of Titanic.

If Smith had not failed in his duty, all these lifeboats could have been loaded to their stated capacity in time, or even with many more, for the numbers reflected shipyard workers, not women and children. In the flat calm conditions that night, the first boat to leave Titanic's side, with a capacity of 40, contained just 12 people.


Titanic, famous for that terrible disaster, today stands as a memorial to mankind's over-confidence in technology and a reminder of how weak we are compared with the forces of nature. But Titanic should also stand as a reminder of an era when millions of emigrants made the voyage across the Atlantic seeking a new life, in a new world - a memorial to a unique event in history.

In a second, more serious allegation, it was claimed he ordered Captain Edward J Smith, Titanic's commander, to 'make a record crossing' thus indirectly causing the collision with the iceberg. It is unlikely that an experienced shipmaster like Smith, on his last voyage before retirement and the highest paid commander in the mercantile marine, would defer to Ismay on matters of navigation. No firm evidence has ever come to light to suggest that Ismay in any way interfered with the navigation of Titanic and, other than talking with the various heads of departments on the ship, conducted himself like many other passengers. Yet the opposite image of him exists today.


All of the negative stereotypes can be tracked back to the American press...
But where did all these stories come from? All of the negative stereotypes can be tracked back to the American press and in particular to those newspapers owned by William Randolph Hearst, one of the most powerful and influential men in America. Hearst and Ismay had met years before in New York when Ismay was an agent for his company. The shy and private Ismay disliked press attention and the two men fell out as a consequence of his refusal to cooperate.


Hearst never forgot, and in April 1912 his syndicated press prosecuted a vicious campaign against Ismay, who was defenceless in the eye of the hurricane. Stories were invented and witnesses, wishing to strengthen exorbitant insurance claims for lost baggage against the company, declared he had in fact ordered Smith to make a record crossing.



Questions – Titanic.

J. Bruce Ismay
J. Bruce Ismay was an English businessman who served as chairman and managing director of the White Star Line of steamshipsIsmay occasionally accompanied his ships on their maiden voyages, and the Titanic was one of them.

During the voyage, Ismay talked with chief engineer Joseph Bell about a possible test of speed if time permitted. When the ship hit an iceberg 400 miles south of the Grand Banks of Newfoundland and started sinking on the night of 14 April 1912, Ismay was rescued in Collapsible Lifeboat C. He testified that as the ship was in her final moments, he turned away, unable to watch his creation sink beneath the waters of the North Atlantic.

After being picked up by the Carpathia, Ismay was led to the cabin belonging to the ship's doctor, which he reportedly did not leave for the entire journey. He ate nothing solid, received only a single visitor, and was kept under the influence of opiates.


After the disaster, Ismay was savaged by both the American and the British press for deserting the ship while women and children were still on board. Some papers called him the "Coward of the Titanic" or "J. Brute Ismay" and suggested that the White Star flag be changed to a white liver.

Can anyone find the correct answers to following:

1. Did  Mr. Bruce Ismay while having breakfast with Captain E.J.Smith suggested to  him that the remaining two boilers should be fired and speed increased in order to reach New York twelve hours early to make head lines in the New York Times?
 
The Titanic did make headlines.  Not only in the New York Times but all over the world.


2. Did the Captain tell Mr. Ismay, that the ship was making good speed and an increase of the same was not necessary?

3. As Mr.Ismay did not get a proper response from the Captain, did he go down to the Engine Room and advise the Chief Engineer to fire remaining boilers and increase the speed? 


4. If he did so, then the Chief Engineer did something against the ship’s command!

Ice warning: The presence of ice in the vicinity had been received by the ship by this time.  JUST BEFORE THE ACCIDENT

5. Was there a delay from the Lookouts in the Crows Nest informing the bridge of the presence of Iceberg in the vicinity?  In this case right ahead?

6. Was there a delay in OOW taking action? He called the First Officer. Why did he not  alert  the Master?


William Murdoch
First Officer William Murdoch appeared on the bridge sighted the ice, and ordered the ship to be steered around the obstacle and the engines to be put in reverse. The Vessel was cruising at full speed at approximately 21 kts.  It would have definitely taken a few minutes before stopping and reversing itself.  

The Master was called and came in after the ship struck the iceberg. Naturally, the Master who may have been sleeping needs few minutes depending on the circumstances of the case. In this case, I guess at least five to six minutes to come on the bridge.


7. Why didn’t First Officer Murdoch alter course to Port? He would have had the entire Atlantic ocean to himself.  The reduced speed would have given him time to call the Master. The Master would have had an opportunity to  assess the situation and take appropriate action.