Editing Seamanship (section)

==Ship-handling and pilotage==
[[File:US Navy 060125-N-8907D-105 Line handlers assigned the amphibious transport dock ship USS San Antonio (LPD 17) prepare the mooring lines after pulling into her new homeport of Naval Station Norfolk.jpg|thumb|Sailors aboard {{USS|San Antonio|LPD-17|6}} handle [[Mooring (watercraft)|mooring lines]].]]
A fundamental skill of professional seamanship is being able to manoeuvre a vessel safely with accuracy and precision both at sea and also in port and during [[piloting|pilotage]].<ref name="Williamson">{{cite book |last=Williamson |first=Paul  |date=2013 |title=Ship Manoeuvring Principles and Pilotage |location=Edinburgh |publisher=[[Witherby Publishing Group]] |isbn=9781856095860}}</ref> Unlike land based vehicles, a ship afloat is subject to the forces of the water in which it floats, as well as the resistance and effects of marine weather.<ref name="Williamson"/> A complicating factor is that the mass of a ship that has to be accounted for when stopping and starting, as the inertia of large vessels may take large distances to stop and therefore ship-handlers must be aware of basic [[Hydrodynamics]] and the [[Nautical chart|charted area]], including the depth of water in which their ship is navigating.<ref name="Williamson"/>

Ship-handling in coastal areas may involve arriving and departing a berth, anchorage or [[buoy]], maneuvering in confined channels and [[harbours]] and in proximity to other ships, whilst at all times navigating safely.<ref name="Williamson"/> Seamanship also involves safe navigation in restricted waterways, for example in river and canal transits eg along the [[Suez canal]].<ref name="21stCenturyh">{{cite book |date=2015 |title=21st Century Seamanship |location=Edinburgh |publisher=[[Witherby Publishing Group]] |page=395-416|isbn=9781856096324}}</ref> Crew should be able to keep the vessel from collisions, moor the vessel during canal lockgate operations and also respond to local currents and river conditions while on passage.<ref name="21stCenturyh"/> Two other types of operations, berthing alongside another ship (usually for [[Ship-to-ship cargo transfer]] and replenishment at sea, are occasionally included in ship-handling seamanship for some vessel types. In addition to being fully conversant with the principles of ship-handling, a good shiphandler or pilot will have developed their sense of 'situational awareness' to a point well beyond that of an ordinary member of a ship's crew; their reactions will appear to be instinctive, positive and at all times safe.<ref name="Williamson"/>

A key ability for a ship-handler with good seamanship is to possess an understanding of how [[wind]], [[tide]] and [[Swell (ocean)|swell]] influence vessel movement, along with passing vessels and the shape of the nearby seabed (the interaction effect).<ref name="Williamson"/> These must also be combined with an understanding of a specific vessel's performance, including its propulsion and stopping distance to allow safe handling.<ref name="Williamson"/> Fundamental to low-speed maneuvering of most vessel types is an understanding of the configuration and handedness of the [[propeller]](s). An effect known as [[propeller walk]] will kick the stern of the vessel to port or starboard depending on the configuration and the type of propeller, when large variations on propeller rotation speed or changes of propeller rotation direction take place. (In single-screw vessels where the rotation of the propeller is reversed on an astern bell, a standard was established that the propeller would turn clockwise when viewed from astern. This would mean that the propeller would turn counterclockwise when going astern and the stern would walk to port. This aided in docking operations, where "port side to" was the preferred situation and the vessel would be brought to the dock with a small bow-in angle and backing would flatten the angle, slow or stop the vessel and walk it alongside. An exception to this is vessels which use a controllable-pitch propeller, where the pitch and not the direction of rotation was reversed to go astern. These propellers rotate counterclockwise at all times and so the "walk" is "normal".

Other variations on propulsion include what are known as bucket rudders and [[Ducted propeller|Kort Nozzles]] where instead of a conventional rudder a pair of dish-shaped rudders, one either side of the propeller can be swivelled vertically to direct the propeller thrust through 360 degrees. Thus to put the vessel into astern mode the rudder can be rotated through 180 degrees without altering the speed and direction of the engine. Since with the conventional propeller or rudder configuration the propeller is designed to operate at maximum efficiency when going ahead, it produces far less thrust when going astern. But with the Kort Nozzle, the ahead and astern thrust is the same. Other advantages of the nozzle are the ship can be steered astern which a conventional rudder cannot, and the ship can be steered fully under control to a standstill switching between ahead and astern mode to give complete control over speed. 

===Mooring and anchoring===
Seamanship applies to general [[Mooring]] practices and [[Anchor|anchoring]] (anchors are a device used to secure a vessel to the bed of a body of water to prevent the craft from drifting) and established marine procedures for anchoring (anchorwork).<ref name="21stCenturyd"/> This also includes the use of [[Drogue|drogues]] as applicable.

Anchor work includes an understanding and awareness of types of anchors, marks on anchors and cable and shackles.<ref name="Techniques25">{{cite book |last=House |first=David  |date=1994 |title=Seamanship Techniques |publisher=Butterworth-Heinemann |page=25-57 |isbn=978-0750622035}}</ref> It includes learning established procedures for securing anchors and cable, use of windlasses, how to prepare the anchors/clearing away anchors for letting go, letting-go (dropping) the anchor, keeping an anchor watch, clearing a foul [[Hawsehole|Hawse]], weighing anchor and securing anchors for sea.<ref name="Techniques25"/>

===Pilotage===
[[File:Darryl Brown, commanding officer of USS Robert G. Bradley (FFG 49), talks with a Nigerian pilot while navigating into Lagos.jpg|thumb|right|Navigation on a US naval vessel in Nigerian waters with a local pilot.]]
Most commercial vessels in excess of size limits determined by local authorities are handled in confined areas by a [[Maritime pilot|maritime (or marine) pilot]].<ref name="Williamson"/> Marine pilots are seafarers with extensive seafaring experience and are usually qualified master mariners who have been trained as expert ship-handlers. These pilots should be conversant with all types of vessel in their local waters and possess a good knowledge of the different propulsion systems, as well as handling ships of all sizes in all weather and tidal conditions.<ref name="Williamson"/> They are also experts in the geographical areas they work.<ref name="Williamson"/> In most countries, the pilot takes over the 'conduct' of the navigation from the ship master. This means that the master and crew should adhere to the pilot's orders in respect of the safe navigation of the vessel when in a compulsory pilotage area. However, the master may ''with good cause'' resume 'conduct' of the vessel's navigation but this is not done lightly. In some countries and areas (eg the [[United Kingdom]] and the [[United States of America]]), the pilot's role is as an advisor. However, in practice, they are likely to have the conduct of the vessel, especially on larger ships using tug boats to assist. In some places, specifically in the [[Panama Canal]], a pilot assumes command of a vessel and is not classed as "an advisor". Other instances may be crossing the sill of a [[drydock]], or in any port in Russia (or ex-Soviet States). This distinction is important because when a pilot is in command, the master can not take any action, but is limited to advising the pilot on any circumstance that creates what he considers a dangerous situation.