Most marine officers and naval architects will tell you that the righting-lever curve, GZ is a better measure of the ship’s stability than the metacentric-height (GM) value. I agree, and will narrate a personal experience which illustrates the point beautifully.
Through the Captain's window
Stories on Maritime Leadership
“A man must be big enough to admit his mistakes, smart enough to profit from them, and strong enough to correct them” John C. Maxwell
Accidents are a result of mistakes- we all know that. I share the insights from my years as a DPA, carrying out on-hands investigations and this article is about how to be smart enough to learn the right lessons, and how to correct them, which is not always that simple.
My first visit to the navigation centre of the ship, also called the Wheelhouse or the Bridge was when I was about eighteen months old.
My formative years were spent in Port Blair, the capital town of the Andaman and Nicobar Islands. My father, originally from Tamil Nadu, a state in India, was a banker on the islands for nearly 36 years. My mother was a home maker and also from Tamil Nadu.
I was sixteen when I grounded my first ship. It was a rowboat actually but I learnt my lesson so well that I never had to go through the same experience for the rest of my career.
During my final year in high school, a group of friends and I went on a boating trip. The water sports complex was at the end of a lagoon, one of many in the Andaman Islands. The lagoon is lined with mangroves and has several ‘mangrove islands’ inside the backwaters.
It was during my first voyage as a ship captain in 2004 when I was approaching the port of Cristobal in Panama, I faced an emergency any ship could face- a main-engine failure! This was a container ship about 211 metres long, equipped with cargo cranes and built in 1977 in Denmark. The ship was since demolished and the aneroid barometer from that ship is now mounted in my living room bulkhead (oops, wall)!