Wavelength #33

W

Volume 4, Issue 33, May 2009

avelength The CENTROFIN Newsletter

ATSB TRANSPORT SAFETY REPORT Marine occurrence investigation No. 246 Final

In this issue

Man overboard fatality from the research survey ship Geosounder

pg 4

25 August 2007

To Err Is Human

ABSTRACT - 1 At about 0310 on 25 August 2007, while the research ship Geosounder was about 185 miles northeast of Cairns, Australia, en route from New Zealand to Singapore, an off-duty integrated rating (IR) fell overboard. The crew immediately threw lifebuoys into the water, stopped the ship and launched the fast rescue craft (FRC) but the IR could not be located. While launching the FRC to search for the missing man, another IR broke his ankle. This work is copyright of the Commonwealth of Australia, reproduced by permission. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this material in unaltered form (retaining this notice). Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau.

FACTUAL INFORMATION Geosounder (IMO: 7208455) is a Norwegian registered research survey ship. Originally named Anne Bravo, the ship was built in Germany in 1972 and was renamed Geosounder in November 2006. The ship is owned and managed by Geoshipping,

Thirty-Six Stratagems

pg 6

Thirty-Six Stratagems Norway, and operated by DOF Subsea, Australia. It is registered on the Norwegian International Register (NIS) and classed with Det Norske Veritas (DNV). Geosounder has an overall length of 59.5 m, a beam of 10.2 m and a deadweight of 1008 tonnes at its maximum draught of 4.05 m. The ship's propulsion is provided by a single ten cylinder B&W Alpha 10V23HU medium speed diesel engine that delivers 920 kW to the single controllable pitch propeller (CPP). This gives the ship a service speed of about 10 knots. Geosounder is equipped with a Norsafe Merlin 5.8 m FRC, fitted with a 90 horsepower Yamaha outboard motor. At the time of the incident, Geosounder had a crew of 13. The master was Norwegian, the mates were Australian, the second and third engineer were Filipino and the chief engineer, electrician and remaining crew were New Zealand nationals.

The Thirty-Six Stratagems (traditional Chinese: 三十 六計; simplified Chinese: 三十六计; pinyin: Sānshíliù Jì) was originally a Chinese essay used to illustrate a series of stratagems used in politics, war, as well as in civil interaction and business. They were first published in the western world by Harro von Senger from Switzerland after he heard the Chinese proverb "If all else fails, retreat" at Taipei University. The Stratagems are often misnamed as strategies; however, stratagem (synonymous with ruse) has nothing to do with strategy (being a long-term plan or outline).

The term "Stratagem" "Stratagem" is a rather ancient word for a ruse. Harro von Senger used the word "stratagem" in his translation of the 36 stratagems to differentiate them (From Wikipedia, the free encyclopaedia) from the negative connotation of "ruse". As "ruse" is normally associated with deception, damage and harm,

TO THE MASTER: Please circulate copies of this Bulletin to the CREW.

To reach our Seafarers

pg 8-9

Safety First !! pg 11

ISF and ITF in liability agreement pg 12

Anima and Animus pg 14

Carrots and sticks

cont'd on pg 2 Senger used "stratagem" as a more neutral word to clarify that the intended meaning is to reach a goal in an unorthodox way, mostly by hiding one's intent and doing the unexpected.

Stratagem categories Cungen GE, a Chinese researcher of 36 Stratagems from the perspective of modern business competition, supports the traditional six groups of classification of these stratagems in the book of Thirty-six Stratagems (The Secret of War): 1. The Stratagems of Winning; 2. The Stratagems of Defending; 3. The Stratagems of Attacking; 4. The Stratagems of Scuffling; 5. The Stratagems of Merging; 6. The Stratagems of Losing.

cont'd on pg 6

Man overboard fatality from the research survey ship Geosounder from pg 1

The master had been at sea since 1977. After starting his career as a deck boy and sailing on a variety of ships at different ranks, he gained his certificate of competency as a master for vessels less than 3000 gross tons in 1989. He had been master of Geosounder since 2002. On 5 August 2007, he rejoined the ship after a period of leave. The chief mate first went to sea in 1988. He gained an Australian certificate of competency as master class 1 about three weeks before the accident. At the time of the accident, he was on his third four-week assignment on board the ship as chief mate. Like the master, he had rejoined it on 5 August. The second mate had been at sea since 1974. After starting his career in the fishing industry, he had worked on a variety of small vessels as master and mate. He held a master class 3 certificate of competency, issued in Victoria, Australia. It was his second four-week assignment on board Geosounder. The boatswain had been at sea since 1976 and had worked on a variety of vessels. He held a New Zealand certificate as Able Seaman and a New Zealand coastal fishing skipper's ticket. He had been on board Geosounder for about six months and this was his first assignment on board the ship as boatswain. The IR who was lost overboard (IR1) had been at sea for about 25 years, had worked on a wide variety of ships and had been on board Geosounder for about six months. The IR who was injured in the FRC (IR2) had been at sea for about 25 years. He had also been on board Geosounder for about six months.

The incident On 15 August 2007, Geosounder departed from Tauranga, New Zealand, bound for Singapore via the Torres and Lombok Straits. The ship had completed its contract in New Zealand and was to undergo a brief refit before deploying to India. The weather during the first few days of the voyage was very poor. As the ship approached the Queensland coast, the weather started to improve and by 23 August, the wind had eased to force four (11 - 16 knots) from the south with a 1 m sea on a 0.5 to 1.0 m southerly swell. The ship was making good a course of 314°(T), which put the seas on the ship's port quarter. On 24 August, the master asked the crew to prepare a barbeque dinner on deck for that evening. During the afternoon, the crew set up the barbeque on the boat deck, abaft and one deck below the bridge. The master provided the crew with three cases of full strength beer which was placed in a cool room ready for the barbeque. At sea, the master kept the eight to twelve watch the chief mate kept the four to eight watch and the second mate the twelve to four watch. On 24 August, the chief mate and the second mate split the master's watch so that the master could stay at the barbeque. The chief mate was due to be relieved by the second mate at 2200. The seaman assigned to the four to eight watch with the chief mate, IR1, usually undertook regular ship rounds or maintenance work during the watch and reported to the bridge every two hours. On the evening of the barbeque, the chief mate told him that there were no specific tasks to be undertaken so IR1 joined the other crew at the barbeque. That evening, the weather was pleasant and the ship was rolling gently up to about five or ten degrees to the southerly swell. At 1630, the barbeque was lit and the crew began eating and drinking. The chief mate remained on the bridge during the barbeque and had his dinner brought to the bridge. All

of the other crew, including IR1, ate and drank on the boat deck. At about 1930, the remaining food was packed away. The chief mate suggested that the crew who were still at the barbeque should move down to the shelter deck after eating dinner so that they could continue to socialise and listen to music without disturbing the rest of the crew who were not in attendance. The master had been at the barbeque and had consumed about eight cans of beer before going to bed at about 2200. During the evening, several of the crew went on watch or left the barbeque and went to bed. At about 2230, the ship passed through a rain shower so the remaining crew went inside to the recreation room. At about 0100 on 25 August, after the electrician went to bed, only IR1 and the boatswain remained socialising. At about 0230, they decided to go and sit on the forecastle and watch the stars. After greeting the second mate as they passed through the wheelhouse, they went forward. At about 0300, they again passed through the wheelhouse, greeted the second mate again, and went aft. At about the same time, IR2 who had been assigned to the twelve to four watch, was conducting his rounds. He passed IR1 and the boatswain while they were near the shelter deck portside handrail. The two IRs, who had been friends for many years, joked together for a few minutes before talking about the trip to Singapore and a possible stopover in Bali. IR2 suggested that they would be able to go swimming there. IR1 said, jokingly, 'Why wait? Let's go now!' and he pretended to vault over the ship's handrail. At about 0310, as IR1 pretended to vault the rail, his movement was amplified by the ship's motion so that he overbalanced and fell over the port handrail and into the sea. Both IR2 and the boatswain saw IR1 overbalance and they reached out to grab

- pg 3 see the lights of the lifebuoys in the water so he turned the ship towards them. After searching the area around the lifebuoys using the ship's searchlight and the FRC without success, the master formulated a search pattern based on the MOB position on the GPS and the prevailing wind and sea conditions.

him but were unable to prevent him falling overboard. The boatswain immediately rushed to a nearby man overboard (MOB) alarm button and pressed it. IR2 threw a lifebuoy overboard before going to the starboard side to get another lifebuoy which he also threw overboard on the port side. The boatswain did not hear an alarm sounding so he hit the MOB alarm button several more times before running up to the bridge to alert the second mate. On the bridge, the second mate heard an alarm and, on investigation, realised that it was a man overboard alarm. He immediately pulled the CPP control lever back to zero pitch and then switched to hand steering and turned the ship to port. He rang the general alarm for about four or five seconds and pressed the MOB button on the Global Positioning System (GPS) unit to mark the ship's position, 15°04.47'S, 150°16.24'E. He then alerted all of the crew using the public address system. The chief mate and the third engineer arrived on the bridge in response to the general alarm and, assisted by IR2, prepared to launch the FRC, located immediately behind the bridge. The master arrived on the bridge at about the same time and, after noting the actions taken by the second mate, he went to assist with launching the FRC. The chief mate, the third engineer and IR2 boarded the FRC and the master lowered it to the water. As the FRC reached the water, IR2 released the painter and the chief mate started the engine. The boat surged ahead but, because it was still attached to the hoisting cable, it jerked to a stop, throwing IR2 forward in the boat, twisting his leg and breaking his ankle. The chief mate and master wanted to hoist the FRC again to allow IR2 to receive treatment for his broken ankle but IR2 insisted that they continue to search for IR1. The master then went into the bridge and took over the conduct of the ship. He could

At 0338, the FRC returned to Geosounder and the crew lifted the injured man onto the deck of the ship before continuing the search. At 0420, the master contacted the ship operator's designated person ashore and advised him of the incidents. At 0424, an hour after IR1 had fallen overboard, the master sent a distress message using the ship's GMDSS communication equipment. At 0440, the distress message was acknowledged by Taupo Maritime Radio in New Zealand which then passed it on to the Australian rescue coordination centre in Canberra (RCC). At 0455, RCC telephoned the ship. At 0510, the FRC was recovered and the ship continued to search for the missing man. At 0705, a search aircraft from Cairns arrived on scene and began an aerial search, while the ship continued to search following the wind and current. The aircraft continued to search all day, except between 1000 and 1315 when it returned to Cairns to refuel. At 1130, a passing merchant ship, Iron Knight, joined the search and continued assisting Geosounder and the aircraft until 1803 when it had become too dark to visually locate anyone in the water. At 1835 on 25 August, the master, in consultation with RCC, called off the search and set Geosounder on course for Cairns where the injured crew member could be landed. At 1820 on 26 August, the master conducted a brief memorial service on deck for the lost crew member. At 0245 on 27 August, Geosounder berthed in Cairns and the injured crew member was taken to hospital for treatment.

ANALYSIS Man overboard In total, three cases of full strength beer, a total of 72 cans, were provided for the barbeque on 24 August for the 13 man crew, an average of about five cans per man. Several of the crew did not drink and some of them only had a few beers before going to bed. Based on the reported and estimated numbers of cans consumed by various crew members, it can be estimated that IR1 had consumed between ten and twelve cans of beer between about 1630 on 24 August and 0300 on 25 August. He was reportedly in good spirits when he jokingly pretended to vault over the handrail.

At about 0310, when he fell overboard, IR1 had only had about three hours of sleep in the previous 24 hours and he had not gone to bed in preparation for going on watch at 0400. An analysis of his work and rest hours suggests that he would probably have begun to experience the effects of fatigue. At about 0230, the second mate thought that IR1 was a little unsteady on his feet when he passed through the wheelhouse. He was probably affected by fatigue and by his alcohol intake at that time. This, in turn, would have affected his judgement, resulting in his skylarking on the shelter deck handrails in the first place, but also his ability to recover from overbalancing once he had started to fall over the railing.

Alcohol policy At the time of the incident, Geosounder was managed by Geoshipping and was being operated by DOF Subsea. Geoshipping had implemented its safety management system policies and procedures on board the ship and DOF Subsea Australia had accepted that these procedures were consistent with their requirements. Geoshipping had a 'no alcohol' policy for its ships. Consequently, Geosounder was operated as a 'dry ship' with no alcohol being permitted to be consumed on board. It was the master's responsibility to enforce the policy and, while the ship was undertaking research voyages, he had apparently enforced it. However, for the voyage from Tauranga to Singapore, the master considered that it would be a pleasant trip without the hazards associated with the ship's normal operations. In violation of the company's 'no alcohol' policy, he purchased ten cases of beer for the voyage which he allowed the crew to drink at his discretion. When the master provided the beer for the barbeque, he did not impose any limits on the number of cans that could be consumed by any individual crew member or a time at which they had to stop drinking. In fact, by providing 72 cans of beer for the barbeque on 24 August, the master gave his tacit approval for the consumption of an excessive quantity of alcohol by some members of the crew. The master consumed about eight cans of beer himself before going to bed, a significant quantity of alcohol. Several other members of the crew also consumed a similar quantity. The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended 1995 (STCW95), details the obligations and requirements for safely maintaining watches on board a ship.

cont'd on pg 4

Compliments www.consultISM.co.uk

TO ERR IS HUMAN Error Chains; we know they exist and we know that nearly all incidents are caused by a series of errors, whether the result has been injury, collision, grounding, cargo or mechanical damage. However are we any further forward in our understanding compared to where we were in 1912 when the most infamous chain of errors ended in the sinking of the Titanic and the loss of some 1,500 lives?

The answer is probably “yes”, and let’s face it much has been written on this vast subject. But our understanding has not necessarily resulted in stopping error chains occurring. Human factor experts have discussed the problem in depth over the years and have come up with a host of rational explanations and factors that are known to increase the likelihood of errors occurring. Such factors can include lack of familiarity, stress, fatigue, boredom, inexperience, poor communication, poor procedures and insufficient training to name but a few. These factors may be classed into three separate categories, namely:

Skill based errors (those “unintentional” errors that can be seen as a lapse, trip or slipup), Rule based errors (where there has been a misinterpretation or rules or procedures) and Knowledge based errors (where there is a lack of familiarity with the task or simply a lack of knowledge)

The above error factors can be dealt with by general improvements whether it be in the form of improved training in a particular area, by sharing lessons learned from accidents and near-misses or by that wellknown phrase used in the ISM Code of continuously improving safety management skills of personnel ashore and aboard ships. Meanwhile other factors are known to promote conditions that will assist in violations. These include poor morale, poor safety cultures, poor supervision and/or management and a self-belief (or over-confidence) from individuals that an accident “simply won’t happen to me.”

This second set of factors is arguably more difficult to deal with and represents a cultural challenge dealing with changing attitudes and improving morale while creating a loss prevention culture. The ISM Code cannot be clearer in its preamble when it states; “The cornerstone of good safety management is commitment from the top. In matters of safety and pollution prevention it is the commitment, competence, attitudes and motivation of individuals at all levels that determines the end result.” Ship Operators need to recognise and fully embrace this basic concept.

Man overboard fatality from the research survey ship Geosounder from pg 3 Regulation VIII/1, 'Fitness for duty', includes the requirement that: ... the efficiency of all watchkeeping personnel is not impaired by fatigue and that duties are so organised that the first watch at the commencement of a voyage and subsequent relieving watches are sufficiently rested and otherwise fit for duty. Therefore, under STCW95, the master and the ship's officers have a 'duty of care' to ensure that the ship's watchkeepers are fit for duty. IR1 was scheduled to go on watch at 0400 but he had not rested after dinner. He had remained on the after deck drinking with other members of the crew. Neither the master nor the ships officers effectively monitored IR1 to ensure that he had stopped consuming alcohol and was adequately rested before going on watch. While the Geoshipping safety management system included a 'no alcohol' policy, it was not consistently and effectively implemented on board the ship. Neither the master nor the ship's officers fulfilled their STCW95 'duty of care' obligations by ensuring that all of the crew were sober, adequately rested and fit for duty

Use of the fast rescue craft The crew launched the FRC very quickly after IR1 fell overboard. The boat was manned by the chief mate, the third engineer and IR2. It was lowered to the water by the master. The ship had a muster list which detailed the personnel and their task allocation for launching the FRC. The ship also undertook a MOB drill every month where the FRC was used. The last drill was on 11 July, five weeks before the accident, but none of the crew in the FRC on 25 August had participated in that drill.

response of the crew bordered on panic. In their haste to launch the FRC, the master and crew undertook tasks that they had not regularly practiced. Furthermore, their near panic prevented them from effectively planning or executing their tasks.

Search effort

When IR1 fell overboard on 25 August, the master did not allocate tasks to the crew using the muster list as a guide. He chose to leave the second mate on the bridge while he lowered the FRC himself, a task which he did not practice at drills. When the FRC was in the water, the chief mate, who did not usually operate the FRC, started its engine with the throttle set to run ahead even though the FRC had not yet been released from its hoisting wire. The sudden stop, when the boat's forward movement was arrested by the wire, caused IR2 to be thrown forward in the FRC where he broke his ankle.

It is possible that IR1 struck a narrow sponson on the ship's side during his fall overboard or that he was drawn through the propeller once he was in the water. Furthermore, while he could swim, the alcohol that he had consumed would probably have inhibited his ability to swim or stay afloat once he was in the water. He did not, or could not, swim to either of the lifebuoys that had been thrown into the water immediately after he had fallen overboard. The ship was quickly stopped and then returned to the area where he fell overboard but he could not be found. Once IR1 was not found near the lifebuoys, a search pattern was established using the MOB position and the available wind and current data with reference to the International Aeronautical and Maritime Search and Rescue Manual.

While there was a need to respond to the situation very quickly, the hasty

After a search involving two ships and an aircraft, both lifebuoys were

recovered but no sign of the missing seaman was found. The sea was moderate with a temperature of about 23°C, the air temperature was about 18°C and IR1 was wearing three quarter length pants, a shirt and a woollen hat. He was probably fatigued and had consumed a significant quantity of alcohol during the previous twelve hours. Medical advice was obtained by RCC during the incident and they established that it was unlikely that the missing man would survive beyond last light on 25 August. Geosounder's master felt that the area of interest had been searched thoroughly and believed the chances of locating the missing man alive to be remote. In consultation with RCC, he called off the search at 1835 when it became too dark to continue and diverted the ship to Cairns to disembark and treat the injured integrated rating. The master's decisions to call off the search and take the injured crew member to Cairns for treatment were reasonable considering the very low probability of finding the missing man

- pg 5 Going back to the error chain, we know that with a large degree of confidence most serious incidents could have been prevented if one small error had been spotted and corrected in time. Perhaps the significance of the error was overlooked, perhaps the person involved was too shy or frightened to come forward and admit the mistake or perhaps the error was reported but the senior officer or manager dismissed it. It is therefore important that the message of teamwork is sent out to all those serving on ships and that managers should nurture their Masters, officers and crews in order to work with them avoiding the blame culture that can easily demoralise staff and override the more sensible approach of a loss prevention culture. How this is achieved is very much down to the individual companies concerned, but crew seminars have proved to be a valuable method of establishing common goals and culture. Nobody can ever prevent all errors happening but a better effort is required throughout the industry to break the error chains that continue to develop. Better training, better cultural awareness will all help but never forget that to err is indeed human!

alive if the search was resumed on 26 August.

FINDINGS From the evidence available, the following findings are made with respect to the fatal man overboard accident and the subsequent crew injury on board Geosounder and should not be read as apportioning blame or liability to any particular organisation or individual.

Contributing Safety Factors While the Geoshipping safety management system included a 'no alcohol' policy, it was not consistently and effectively implemented on board the ship. Consequently, an off-duty integrated rating who was skylarking on deck while under the influence of alcohol fell overboard and was not found. [Safety issue] The haste of the crew to launch the fast rescue craft to locate the missing man overboard resulted in the master and crew performing tasks that they had not regularly practiced and they did not plan or execute their tasks effectively. Consequently, the chief mate drove the fast rescue craft ahead before it had been released from its hoisting wire. [Safety issue]

Humour in the

Office -mouse An input device designed to make computer errors easier to generate

-rĂŠsumĂŠ The closest many of us will ever come to perfection

-multislacking Doing two or more useless activities simultaneously instead of working

-search engine A program that enables computer users to locate information and advertisers to locate computer users

-negotiate To seek a meeting of the minds without the knocking together of heads

-self-employed Jobless

-outsourcery The belief that all business problems can magically be solved by outsourcing -password Series of letters and numbers written on a post-it note and stuck on a monitor -phonesia The affliction of dialing a phone number and forgetting whom you were calling just as they answer -recursive See recursive

Other key findings The master's decision to call off the search and take the injured crew member to Cairns for treatment was reasonable considering the very low probability of finding the missing man alive.

SAFETY ACTION The safety issues identified during this investigation are listed in the findings and safety action sections of this report. The Australian Transport Safety Bureau (ATSB) expects that all safety issues identified by the investigation should be addressed by the relevant organisation(s). In addressing those issues, the ATSB prefers to encourage relevant organisation(s) to proactively initiate safety action, rather than to issue formal safety recommendations or safety advisory notices. All of the responsible organisations for the safety issues identified during this investigation were given a draft report and invited to provide submissions. As part of that process, each organisation was asked to communicate what safety actions, if any, they had carried out or were planning to carry out in relation to

-state of the art Anything that you can't afford. -strategy A long-range plan whose merit cannot be evaluated until sometime after those creating it have left the organization -tact The art of getting your point across without stabbing someone with it -telecrastination The act of always letting the phone ring at least twice before you pick it up, even when you're only six inches away

each safety issue relevant to their organisation.

Safety action taken by DOF Subsea and DOF Management. The ATSB has been advised that the following safety actions have been taken by DOF Subsea and DOF Management (formerly Geoshipping) following the loss of a crew member overboard from Geosounder. The Alcohol and Drug Policy for the vessels managed by DOF Management (formerly Geoshipping) has been amended and communicated to all operating company vessels and personnel onboard and that this policy and the implementation is continuously monitored by company senior management and vessel management (inclusive of vessel masters and officers).

SUBMISSIONS Section 26 of the Transport Safety Investigation Act 2003, the Executive Director may provide a draft report, on a confidential basis, to any person whom the Executive Director considers appropriate. Section 26 (1)

-television A commercial delivery system -timefoolery Setting the alarm clock ahead of the real time in order to fool yourself into thinking you are not getting up so early -unemployment office A career placement service for humanities majors -unfair competition Selling more cheaply than we do -Windows The times between when companies innovate and when Microsoft incorporates -wisdom Knowing what to do with what you know (Compliments BOW WAVE)

(a) of the Act allows a person receiving a draft report to make submissions to the Executive Director about the draft report. The final draft of this report was sent to the master, chief mate, second mate, boatswain and IR2 on board Geosounder, IR1's next of kin, DOF Subsea Australia, DOF Management (formerly Geoshipping), the Norwegian Maritime Directorate, the ship's protection and indemnity (P & I) lawyer and the Australian Maritime Safety Authority (AMSA). Submissions were received from the chief mate and second mate on board Geosounder, DOF Subsea Australia, DOF Management, the Norwegian Maritime Directorate, the P & I lawyer and AMSA. Submissions were included and/or the text of the report was amended where appropriate. Appropriate action has been implemented to ensure that Emergency Training & Drills (inclusive of FRC training and drills) are undertaken on a regular basis and inline with schedule requirements and personnel movements.

36 from pg 1

Thirty-Six

On the other hand, Harro von Senger divided the stratagems into six different, non-traditional categories: 1. Simulation or Masking: 1, 3, 6, 8, 10, 24, 25, 2. Dissimulation or Feint: 7, 27, 29, 32, 34 3. Information or Disclosure: 13, 26, 4. Exploiting, taking Advantage: 2, 4, 5, 12, 14, 15, 16, 17, 18, 19, 20, 22, 23, 28, 30, 31, 33 5. Linking more than one stratagem: 35 6. Flight Stratagems: 9, 11, 21, 36

Origin The name of the collection comes from the Book of Qi, in its seventh biographical volume, Biography of Wáng Jìngzé (王敬則傳). Wáng was a general who had served Southern Qi since the first Emperor Gao of the dynasty. When Emperor Ming came to power and executed many members of the court and royal family for fear that they would threaten his reign, Wáng believed that he would be targeted next and rebelled. As Wáng received news that Xiao Baojuan, son and crown prince of Emperor Ming, had escaped in haste after learning of the rebellion, he commented that "檀公三十六策，走是上計， 汝父子唯應急走耳", which can be translated literally as "of the thirty-six stratagems of Lord Tán, retreat was his best, you father and son should run for sure". It should be noted that the number thirty-six was used by Wáng as a figure of speech in this context, and is meant to denote numerous stratagems instead of any specific number. Wáng's choice of this term was in reference to the I Ching, where six is the number of Yin that shared many characteristics with the dark schemes involved in military strategy. As thirtysix is the square of six, it therefore acted as a metaphor for numerous strategies.

Since Wáng was not referring to any thirty-six specific stratagems however, the thirty-six proverbs and their connection to military strategies and tactics are likely to have been created after the fact,

with the collection only borrowing its name from Wáng's saying. The Thirty-Six Stratagems have variably been attributed to Sun Tzu from the Spring and Autumn Period of China, or Zhuge Liang of the Three Kingdoms period, but neither are regarded as the true author by historians. Instead, the prevailing view is that the Thirty-Six Stratagems may have originated in both written and oral history, with many different versions compiled by different authors throughout Chinese history. Some stratagems reference occurrences in the time of Sun Bin, approx. 150 years after Sun Tzu's death. The original hand-copied paperback that is the basis of the current version was believed to have been discovered in China's Shaanxi province, of an unknown date and author, and put into print by a local publisher in 1941. The Thirty-Six Stratagems only came to the public's attention after a review of it was published in the Chinese Communist Party's Guangming Daily (光明日报) newspaper on September 16, 1961. It was subsequently reprinted and distributed with growing popularity.

The Thirty-Six Stratagems The Thirty-Six Stratagems are divided into a preface, six chapters containing six stratagems each, and an after word that was incomplete with missing text. The first three chapters generally describe tactics for use in advantageous situations, whereas the last three chapters contain stratagems that are more suitable for disadvantageous situations. The original text of the Thirty-Six Stratagems has a laconic style that is common to Classical Chinese. Each proverb is accompanied by a short comment, no longer than a sentence or two, that explains how said proverb is applicable to military tactics. These 36 Chinese proverbs are related to 36 battle scenarios in Chinese history and folklore, predominantly of the Warring States Period and the Three Kingdoms Period.

Preface "六六三十六，數中有術，術中有數。陰陽變 理，機在其中。機不可設，設則不中。" Chapter 1: Winning Stratagems

1. Deceive the heavens to cross the ocean (traditional Chinese: 瞞天過海; simplified Chinese: 瞒天过海; pinyin: Mán tiān guò hǎi) The stratagem references an episode when emperor Tang Gaozong balked from crossing the sea to a campaign against Koguryo. His General brought him the invitation of a wealthy peasant to supper. As the emperor entered this house, it began to shake the General had deceivably lured the emperor onto a ship! Upon discovering this, the emperor decided to carry on and later finished the successful campaign. This stratagem means that you mask your real goals, thus deceiving even the emperor / heavens itself with a fake goal, until they are confronted with finished facts. Harro von Senger notes in the German-Language "Die List" that to grasp the full meaning, it would be something like "to deceive the holy virgin Mary" in the western hemisphere.

Usage This stratagem made use of the human weakness that people eventually become unaware of common everyday activities, or events that keep repeating themselves. When this happens, it is the best moment to carry out one's previously hidden true objective. o In the Second World War, Hitler spread misinformation about a planned date for the Invasion of France, but later delayed the date. This was repeated many times, and eventually France and England grew used to the false information, and regarded all Germany planned invasions as hoaxes. Eventually, Germany invaded France with lightning speed, conquering France. o In the Second World War, the Allies' Operation Quicksilver created a phantom army in Kent complete with faked radio chatter which divided German attentions regarding the actual Allied armies and their intended objective of the Normandy landings.

- pg 7 -

Stratagems 2. Besiege Wèi to rescue Zhào (traditional Chinese: 圍魏救趙; simplified Chinese: 围魏救赵; pinyin: Wéi Wèi jiù Zhào) When the enemy is too strong to be attacked directly, then attack something he holds dear. Know that he cannot be superior in all things. Somewhere there is a gap in the armour, a weakness that can be attacked instead.

Usage

The idea here is to avoid a head on battle with a strong enemy, and instead strike at his weakness elsewhere. This will force the strong enemy to retreat in order to support his weakness. Battling against the now tired and low-morale enemy will give a much higher chance of success. o In the Second Punic War at the Battle of Zama Scipio Africanus was able to defeat Hannibal's army in Italy not by facing him in the field but by destroying his power base in Spain and menacing his home city of Carthage

3. Kill with a borrowed knife (traditional Chinese: 借刀殺人; simplified Chinese: 借刀杀人; pinyin: Jiè dāo shā rén) Attack using the strength of another (in a situation where using one's own strength is not favourable). Trick an ally into attacking him, bribe an official to turn traitor, or use the enemy's own strength against him.

Usage The idea here is to cause damage to the enemy by getting a 3rd party to do the deed. o In 1936, Stalin began to second-guess his most trusted advisors and generals. Hitler made a list of the most dangerous generals within Russia, and created an underground report regarding them selling Russian information to Germany. Many false mails between them were also made. Russian spies got hold of this detailed list of the Russian generals and the mails they had allegedly sent to Germany. 8 generals were immediately imprisoned. After a 30 minute trial, all of the generals were judged guilty of treason, and all were executed within 12 hours.

When Germany and Russia engaged in combat later on, Russia had to fight without some of its best generals.

4. Substitute leisure for labour (traditional Chinese: 以逸待勞; simplified Chinese: 以逸待劳; pinyin: Yǐ yì dài láo) It is an advantage to choose the time and place for battle. In this way you know when and where the battle will take place, while your enemy does not. Encourage your enemy to expend his energy in futile quests while you conserve your strength. When he is exhausted and confused, you attack with energy and purpose.

Usage The idea is to have your troops well-prepared for battle, in the same time that the enemy is rushing to fight against you. This will give your troops a huge advantage in the upcoming battle, of which you will get to select the time and place. o In the Battle of Maling, Wei had both the number and morale advantage over the Qi troops. Sun Bin ordered his Qi troops to retreat, while encouraging the Wei troops to pursue them with haste. The end result was that the Qi forces were well prepared and well located for an ambush, while the Wei forces were tired from the speedy march. The battle was really one sided due to this difference.

5. Loot a burning house (Chinese: 趁火打劫; pinyin: Chèn huǒ dǎ jié) When a country is beset by internal conflicts, when disease and famine ravage the population, when corruption and crime are rampant, then it will be unable to deal with an outside threat. This is the time to attack. Usage Keep gathering internal information about an enemy. If the enemy is currently in its weakest state ever, attack it without mercy and totally destroy it to prevent future troubles.

6. Make a sound in the east, then strike in the west (traditional Chinese: 聲東擊西; simplified Chinese: 声东击西; pinyin: Shēng dōng jí xī) In any battle the element of surprise can provide an overwhelming advantage. Even when face to face with an enemy, surprise can still be employed by attacking where he least expects it. To do this you must create an expectation in the enemy's mind through the use of a feint. Usage The idea here is to get the enemy to focus his forces in a location, and then attack elsewhere which would be weakly defended. o In 1798, Napoleon Bonaparte had planned an invasion of Egypt, but in order for his ground troops to be transported into Egypt, he would have to get through, at the time, a superior British Navy. Napoleon decided to avoid a direct confrontation during the transportation, since a defeat here would cost many lives. Napoleon informed his Mediterranean fleet that they were to join up with the fleet in the north, and attack Ireland. As a result of this news, Horatio Nelson stationed his fleet in the west of the Mediterranean, in order to block the French fleet from moving up north. Napoleon then quickly ordered his Mediterranean fleet to transport ground troops into Egypt. By the time Horatio discovered Napoleon's plans, about three weeks had passed and a large French army had gathered in Egypt. Although the French Mediterranean fleet was eventually destroyed in the Battle of the Nile, Napoleon was able to conquer Egypt with his ground troops. o In the 1991 Gulf War the coalition through Military deception was able to convince the Iraqis that the coalition intended an amphibious attack into Kuwait and was able to fix Iraqi forces in positions that could play no effective part when the real attack came.

( To be continued on the next issue W34 )

Safety First !! Message from the DPA: One of the cornerstones of safety management is emergency preparedness. It is proven by science and experience that all human beings react to emergency situations better when they are properly prepared for them. Preparation comes down to two things: repetitive practice (drills) and continuous training. The company has identified a number of routine and emergency operations which might lead to hazards and has in place a schedule for drills. Every seafarer must realize the importance of these drills and must understand that a time may come when preparation can save their own life or that of a colleague. It is vitally important that: - Drills are preformed diligently, they are properly supervised, attended by all those required and treated with the utmost of significance. - All seafarers participate actively in drills so as to get the most benefit. All officers and seafarers must be honest and forthcoming and should openly discuss any shortcomings or findings from drills during Safety Meetings or otherwise. - All officers invest the time and effort to ensure that results are satisfactory. If something does not work out as planned then the drill should be repeated until such time that all parties are content that the proper results were reached. - Drills are considered opportunities for training, learning and improvement. No matter how many times someone has participated in a drill, there will always be something more to learn or some way in which performance can be improved. Even seemingly minor improvements can result in significant difference in the face of real emergencies. - Training should be linked to drills. After completion of a drill the Master or Training Officers must find ways in which to train all seafarers on the points raised so that all personnel benefit. In case something is identified that could be considered a best practice or is of wider interest, please feel free to share it with the Q&S dept so it can be passed on to other vessels. Please remember that preparedness can save your life don't ignore or sidestep drills. Learning is a continuous process for all. Anthony Lambros / Q&S Manager DPA

Health Issue: Hand injury Source:

Chevron Shipping Safety Bulletin June09

Incident description An engineer undertaking unscheduled maintenance on the purifier was trying to remove an “O” ring from the shaft seal using a modified wood chisel. The engineer was holding the shaft seal in one hand while using the other hand to push the chisel under the “O” ring to remove it. The chisel slipped from the workpiece and pierced the palm of his hand. The engineer required first aid treatment. He was not wearing gloves at the time of the incident. What Went Wrong · Improper position of hands in relation to the tool the shaft seal should have been placed on a solid surface and the tool used away from the body and hands. · Puncture resistant gloves were not being worn. These may have protected the engineer from injury but proper body position should have been used to keep his hands out of the line of fire. · Chisels should not be used to pry nor should sharpened screw divers, chipping needles or other improvised tools. · Poor risk evaluation Risks were not fully considered. Engineer had done this in the past and “got away with it”.

Lessons Learned / Action Plan · Do not hold an object in the palm of one hand and press a tool into it; place the object on a bench or table · Always identify all possible hazards for all activities. Perform a safe performance self assessment or other form of pre-task risk assessment every time the hand is to be used. · Puncture resistant gloves should have been used if the risk of the tool striking the hand could not be removed by proper positioning. Minimum PPE requirements should be specifically defined fir the task e.g. Nitrile, Cotton, Leather, Vinyl Coated, or Kevlar gloves. Do not write “PPE as appropriate” · Select the appropriate tool for the job. Where there appears to be no specific tool discuss with your supervisor do not improvise. · Always inspect tools before use and replace worn or damaged tools. If there is any doubt the operation/ work must be stopped.

- pg 9 Safety Bulletin 09-03

Case Study: I Vessel: Source:

“ Injury during lifting” Tanker applicable to all vessels Company records & NEPI booklet on Personal Injury

I. Details of incident and course of events While the vessel was en route to her disport, it was decided to transfer the cover plate of the emergency generator vent to A-deck from the engine work-shop through the skylight opening. The crew engaged on this operation, on A-deck were the Bosun (who was supervising the operation), and two ABs. Those who were arranging hook-up and managing the clear lifting of the plate in the E/R were one AB and a Fitter. The plate was placed upright and leaning on the railings besides the engine workshop. As the plate's strap was hooked to the port crane's lifting block, the Bosun signalled to heave-up while giving instructions to the AB and the Fitter below to make sure that the lifting block would not get obstructed from the edge of the skylight. The AB and Fitter were attentively looking at the block as it was slowly lifted up, guiding it with heaving lines, in order not to be caught-up at the side of the sky light. While heaving the block, the strap slowly tightened up but the plate was not being lifted from the ground. The AB inside the E/R signalled to stop lifting the block while the Fitter was examining the problem. The Fitter noticed that the plate slightly slipped from its position and was caught-up under the railings. As the Fitter noticed this, he decided, without any warning, to pull the strap of the plate in order to free it. The force of his pull caused the plate to bounce under the railings and its edge hit the left eyebrow of the AB. The 4th Eng'r was passing by and he immediately brought the injured AB to the ECR for first aid administration. The incident was immediately reported to Chief Officer and the Master. The AB was taken to the ship's hospital for a thorough examination on his wound and for further treatment. II. Incident Investigation and findings Further investigation by the Master and Head office revealed the following: - The injured person had the necessary training and experience to do the assigned job. - The injured person was not in his usual place of work as job. He was performing an authorized task in the engine room workshop. - The job was planed and supervised by and immediate superior. However, clear line of communication from the supervisor was not achieved. - PPE were properly used i.e. gloves, coveralls, safety shoes & helmet (hard hat). However, the use of helmet could not prevent the injury because the direction of the blow was not from above but had an inclined direction from below. - The weather and sea condition were not relevant as the ship was not rolling or pitching at the time of the incident. - Alcohol Test was carried out to the injured person and the result was negative.

too many accidents and injuries result from lifting appliance related incidents. Trolleys and pallet trucks can be used for transporting items too heavy for individuals to lift, but only by competent personnel. In any case, they should only be used when the vessel is in still water and not subject to excessive trim, for example when discharging tankers. All lifting equipment should be maintained according to manufacturers' recommendations, including cranes, hoists, chain blocks, handy billies and snatch blocks. A lifting equipment register should be implemented and regularly updated. The register should record the history of all lifting equipment from the day it is brought on board to the time of its disposal. The register will be a means of storing certificates of manufacture, test certificates, recording maintenance and dates of disposal. The upkeep of the register would typically be the responsibility of the chief officer who should sign all entries and ensure that certificates, tests and maintenance are kept up to date. A central location should be identified on the shipchain blocks, handy billies, etc. This equipment should be checked regularly by a competent person and always before use.

III. Root causes of the incident The root causes were identified as follows: - Loss of Concentration : Everybody was concentrating on the lifting block so that it would not stuck on the skylight opening but failed to check the primary concern which was the lifting of the heavy emergency generator vent cover plate. - Failure to warn: Fitter failed to warn the AB when he pulled free the cover plate out of the railings. - Improper Position of Task by the injured crew member. - Planning of the task was not adequate as the supervisor was far from the site of the accident and there was no clear line of communication between the Bosun and the Fitter. IV. Corrective & preventive actions The corrective & preventive actions decided for this case were the following: - Discussion to describe the case was carried out onboard during a Safety Meeting, so that all crew members realize how to avoid such injuries. - All vessel's training DVD library was updated to include a relevant subject on lifting appliances. Manning & Training dept. forwarded such a DVD onboard for training purposes. - A circulated report describing the case and providing general instructions on how to use lifting appliances with safety was sent to all vessels. V. General instructions to Fleet Vessels regarding lifting appliances Despite years of warnings highlighting the dangers, far

All personnel should be aware of the correct, safe operation of lifting equipment. They should also be given adequate on board training prior to be assessed as to their ability to use such equipment. The safe working load (SWL) of any lifting appliance should be clearly marked and this should never be exceeded. If there is any doubt, the lift should not be attempted. In the event that conditions change during a lifting operation, the new conditions should be evaluated and operations suspended if necessary. Personnel should never be lifted by mechanical means other than lifts designed for carrying personnel. All lifting appliances should be secured and locked in position when not in service. Such locking arrangements must, must of course, be related prior to use. When ships' cranes or derricks are employed for discharge of cargo, it is vital that loads are within the equipment safe working load limits and that limiting angles, rotation limits, etc., are not exceeded. Lifting appliances should not be used to drag loads from awkward positions. If necessary, a lead block should be employed, such that forces on lifting appliances are vertical. Whenever a lift is being conducted, a “signal man” should be employed who should ensure he is always in visual contact with crane/ lift operator, the lift and other personnel involved in the lift. The hand signals code is included in the next page of this letter. When lifting heavy components during maintenance, for example main engine piston changes, it should be remembered that excessive trim changes can have a major impact on safety.

( ) 9 Nine Health Habits That Will Help You Live Longer You don't need to eat yogurt and live on a mountaintop, but you do need to floss. The biggest factor that determines how well you age is not your genes but how well you live. Not convinced? A new study, published in the British Medical Journal of 20,000 British folks, shows that you can cut your risk of having a stroke in half by doing the following four things: being active for 30 minutes a day, eating five daily servings of fruit and vegetables, and avoiding cigarettes and excess alcohol. While those are some of the obvious steps you can take to age well, researchers have discovered that centenarians tend to share certain traits in how they eat, move about, and deal with stress, the sorts of things we can emulate to improve our own aging process. Of course, getting to age 100 is enormously more likely if your parents did. Still experts, who study the centuryplus set, believe that assuming you've sidestepped genes for truly fatal diseases

like Huntington's, "there's nothing stopping you from living independently well into your 90s." Well, if your parents and grandparents were heavy smokers, they might have died prematurely without ever reaching their true potential lifespan, so go ahead and shoot for those triple digits by following these 9 habits.

1. Don't retire. "Evidence shows that in societies where people stop working abruptly, the incidence of obesity and chronic disease skyrockets after retirement". The Chianti region of Italy, which has a high percentage of centenarians, has a different take on leisure time. After people retire from their jobs, they spend most of the day working on their little farm, cultivating grapes or vegetables. They are never really inactive. Farming isn't for you? Volunteer as a docent at your local art museum or join the Experience Corps, a program offered in 19 cities that places senior volunteers in urban public elementary schools for about 15 hours a week.

Dreads under the bed Ever since I was a child, I have always had a fear of someone under my bed at night. So I went to a shrink and told him, 'I've got problems. Every time I go to bed I think there's somebody under it. I'm scared. I think I'm going crazy.' 'Just put yourself in my hands for one year,' said the shrink. 'Come talk to me three times a week and we should be able to get rid of those fears. 'How much do you charge?' 'Eighty dollars per visit,' replied the doctor 'I'll sleep on it,' I said. Six months later the doctor met me on the street. 'Why didn't you come to see me about those fears you were having?' he asked. 'Well, Eighty bucks a visit three times a week for a year is an awful lot of money! A bartender cured me for $10. I was so happy to have saved all that money that I went and bought me a new pickup!' 'Is that so!' With a bit of an attitude he said, 'and how, may I ask, did a bartender cure you?' 'He told me to cut the legs off the bed! - Ain't nobody under there now!!!

2. Floss every day. That may help keep your arteries healthy. A 2008 New York University study showed that daily flossing reduced the amount of gumdisease-causing bacteria in the mouth. This bacteria is thought to enter the bloodstream and trigger inflammation in the arteries, a major risk factor for heart disease. Other research has shown that those who have high amounts of bacteria in their mouth are more likely to have thickening in their arteries, another sign of heart disease. People should floss twice a day to get the biggest life expectancy benefits," 3. Move around. "Exercise is the only real fountain of youth that exists". "It's like the oil and lube job for your car. You don't have to do it, but your car will definitely run better." Study after study has documented the benefits of exercise to improve your mood, mental acuity, balance, muscle mass, and bones. "And the benefits kick in immediately after your first workout. Don't worry if you're not a gym rat. Those who see the biggest

HUMOUR :)

Skill Set A police officer came upon a terrible wreck where the driver and passenger were killed. As he looked upon the wreckage, a little monkey came out of the bush and hopped around the crashed car. The officer looked down at the monkey and said, "I wish you could talk." The monkey looked up at the officer and shook his head up and down. "You can understand what I'm saying?" asked the officer. Again, the monkey shook his head up and down. "Well, did you see this?" "Yes," motioned the monkey. "What happened?" The monkey pretended to have a can in his hand and turned it up by his mouth. "They were drinking?" asked the officer. "Yes." "What else?" The monkey pinched his fingers together and held them to his mouth. "They were smoking marijuana?" "Yes." "Now wait, you're saying your owners were drinking, and smoking marijuana before they wrecked." "Yes." "What were you doing during all this?" "Driving" motioned the monkey.

- Whatever hits the fan will not be distributed evenly. - Have kleptomania but when it gets bad, I take something for it. - In just two days time, tomorrow will be yesterday. - A bartender is just a pharmacist with a limited inventory. - I may be schizophrenic, but at least I have each other. - I am nobody. Nobody is perfect; therefore I am perfect. - I love cooking with wine. Sometimes I even put it in the food. - I am having an outof-money experience-Corduroy pillows are making headlines. (Compliments BOWWAVE)

(9 )

- pg 11 -

payoffs are the ones who go from doing nothing to simply walking around the neighbourhood or local mall for about 30 minutes a day. Building muscle with resistance training is also ideal, but yoga classes can give you similar strengthtraining effects if you are not into weight lifting.

4. Eat a fibre-rich cereal for breakfast. Getting a serving of wholegrains, especially in the morning, appears to help older folks maintain stable blood sugar levels throughout the day, according to a recent study. "Those who do this have a lower incidence of diabetes, a known accelerator of aging.

5. Get at least six hours of shut-eye. Instead of skimping on sleep to add more hours to your day, get more to add years to your life. "Sleep is one of the most important functions that our body uses to regulate and heal cells. "We've calculated that the minimum amount of sleep that older people need to get those healing REM phases is about six hours." Those who reach the century mark make sleep a top priority.

6. Consume whole food(s), not supplements. Strong evidence suggests that people who have high blood levels of certain nutrients selenium, betacarotene, vitamins C and Eage much

better and have a slower rate of cognitive decline. Unfortunately, there's no evidence that taking pills with these nutrients provides those anti-aging benefits. "There are more than 200 different carotenoids and 200 different flavonoids in a single tomato. These chemicals can all have complex interactions that foster health beyond the single nutrients we know about like lycopene or vitamin C. Avoid nutrient-lacking white foods (breads, flour, sugar) and go for all those colourful fruits and vegetables and dark whole-grain breads and cereals with their host of hidden nutrients.

7. Be less neurotic. Neurotics

may want to find a new way to deal with stress. There are studies that show that centenarians tend not to internalise things or dwell on their troubles. They are great at rolling with the punches." If this inborn trait is hard to overcome, find better ways to manage when you are stressed: Yoga, exercise, meditation, tai chi, or just deep breathing for a few moments are all good. Ruminating, eating chips in front of the TV, binge drinking? They are very bad.

8. Be a creature of habit.

FStudy as if you have not reached your goal - hold it as if you were afraid of losing what you have.

F When an ordinary man attains knowledge, he is a sage; when a sage attains understanding, he is an ordinary man.

FHe has the eye for the issues FThe great aim of education is

FIn our society, confidence

leads to knowledge - which leads to power - which leads to pride - which leads to a fear of seeming ignorant which constricts learning like an iron vice. We must understand that confidence is a blessing, for it is the embodiment of self-love, and through it we find the fuel for innovation and progress.

9. Stay connected. Having regular

social contacts with friends and loved ones is key to avoiding depression, which can lead to premature death, something that is particularly prevalent in elderly widows and widowers. Some psychologists even think that one of the biggest benefits elderly folks get from exercise, the strong social interactions that come from walking with a buddy or taking a group exercise class. Having a daily connection with a close friend or family member gives older folks the added benefit of having someone watch their back. They'll tell you if they think your memory is going or if you seem more withdrawn; they might even push you to see a doctor before you recognise that you need to see one yourself.

Centenarians tend to live by strict routines; eating the same kind of diet and doing the same kinds of activities their whole lives. Going to bed and waking up at the same time each day is another

We must realise that ignorance is merely the opportunity to learn more. Lastly, we must marvel rather than groan at the fact that there will always be more to learn... Only then will we be free of the intellectual prisons we have so readily caged ourselves within.

The Knowledge Forum --------------------

good habit to keep your body in the steady equilibrium that can be easily disrupted as you get on in years. Your physiology becomes frailer when you get older and it's harder for your body to bounce back if you, say, miss a few hours of sleep one night or drink too much alcohol. This can weaken your immune defences, leaving you more susceptible to circulating flu viruses or bacterial infections.

of the hour

not knowledge, but action.

FProclaim the only truth you FIn my lifetime I have learnt that one race is not superior to another. In my lifetime I have learnt that one sex is not superior to another. I await the day when one religion is not considered superior to another. Unknown

FKnowledge is knowing that a tomato is a fruit; wisdom is knowing not to put it in a fruit salad

can be totally sure of: "I don't know."

FThere is little to know to do good. (The safest general characterisation of the European philosophical tradition is that it consists of a series of footnotes to Plato).

ISF and ITF in liability agreement (Legal) (Courtesy 'The Maritime Advocate online' ) News reaches of courtesy of the editors of Tanker Operator, of The International Shipping Federation (ISF) and the International Transport Workers' Federation (ITF) having reached agreement on principles for a mandatory solution to liability and compensation regarding claims for seafarer death, personal injury and abandonment. This was agreed at a specially convened Joint ILO/IMO meeting in Geneva between 2nd and 6th March 2009. The proposal, which is subject to approval of the IMO Legal Committee and ILO governing body aims at amending the Maritime Labour Convention 2006 when it enters into force and to add the text in regard of these two important issues. A set of principles were identified, which will be transposed into the finalised text later. Both parties said that they believe that a historic agreement had been reached, which should play a major role in transforming the industry into a profession of choice. It is hoped that this would encourage new entrants into the industry.

(Archetypal Psychology)

Anima and Animus (Dream Works) The process of working through one's dreams inevitably leads to an awareness of what is variously termed the false or shadow self. This false self consists of beliefs and values that a person clings to and that are at odds - incongruous - with the True Self. Another term for the energies that are destructive to a dreamer's true nature is pathology. Most of us become divorced from a deeper sense of ourselves during childhood; and it is here that takes hold, filling the empty spaces that are left behind in our psyches and serving to re-define who we are in the world. In order to return to a state of psychological and spiritual health, to that child's place of trusting in the Creator, we have to follow through with a process whereby the false self - and all of the pathology that's bound up with it - literally dies. The chief agent of this transformation is recognised by Archetypal psychology as the Animus. The terms "Animus" and "Anima" were originally coined by Carl Jung to denote the masculine aspects of a woman's psyche and the feminine aspects of a man's psyche, respectively. However, some modern schools of thought within the field of Archetypal psychology define the Animus and his role - in a vastly different way. While he does exhibit masculine qualities, appearing invariably as a man or male animal in dreams, he serves as initiator for men and women both. Also, he is not a "part" of the dreamer but rather a kind of mediator between the Divine or archetypal world and human consciousness. Down in the depths of every man and woman there exists the child self that knew - indeed, still knows - the love and support of the Divine. One of

the main tasks that the Animus takes on is to bring this knowledge to consciousness. His job is to wake us up. Unfortunately, his presence is seldom welcomed, initially, for two main reasons. (1) In order to come into contact with the Child, through the deeper feelings, one must first become aware of the pathology that has stood in the way for all of these years. For most of us, this entails a blow to our pride as we're forced to acknowledge behaviours and patterns that we don't feel very proud of and never thought we'd have to look at. (2) The Animus brings about the death of the false self. The way we've been operating in the world may have been destructive to our True Selves, but that doesn't necessarily mean that we're in a hurry to give it up. After all, it feels very familiar and it served a purpose. The animus is a forerunner of change that can bring along with it the loss of so many things that we thought we really wanted. It's little wonder that, when he appears in dreams, the typical reaction of any dreamer is to flee in terror.

Carl Gustav Jung (26 July 1875 6 June 1961), a Swiss psychiatrist, was an influential thinker and the founder of Analytical psychology. Jung's approach to psychology has been influential in the field of depth psychology and in countercultural movements across the globe. Jung is considered as the first modern psychologist to state that the human psyche is "by nature religious" and to explore it in depth. He emphasised understanding the psyche through exploring the worlds of dreams, art, mythology, religion and philosophy. Although he was a theoretical

FOOD FOR THOUGHT The objectives of the ISM Code are fairly clear and unequivocal, and provide that the Company should ensure “a safe working environment”, with “safeguards against all identified risks”.

Such requirements are perhaps understood and appreciated (though sadly not always acted upon), when it comes to the more normal shipboard operations, say entry into confined spaces, or working aloft – but there are other areas of shipboard life and the working environment that can from time to time get overlooked. One such area all too easily neglected as part of a formal safety management system is the preparation and care of food onboard. While thousands, perhaps millions of meals are safely prepared everyday for crews across the

global fleet, there are instances when things can go very wrong indeed – and the consequences can be devastating. Only recently four crewmembers of a South Korean freighter ship, died of food poisoning while sailing off the Indian coast.

Sixteen other crewmembers also suffered and were found unconscious by coastguards sent to the vessel, according to an official report. The deaths and illness of the 20 crewmembers reportedly followed the consumption of various beef and fish dishes. This very normal activity then saw the crew gripped by waves of nausea and diarrhoea before they slowly slipped from consciousness. With investigations reportedly linking the tragedy to issues of food hygiene, the incident serves to remind us of the importance of

basic food safety. While the sourcing of wholesome, safe food and water is essential, the preparation and storage also needs careful monitoring and management. Effective food safety requires good basic working practice, and these fundamentals

- pg 13psychologist and practicing clinician, much of his life's work was spent exploring other areas, including Eastern and Western philosophy, alchemy, astrology, sociology, as well as literature and the arts. His most notable ideas include the concept of psychological archetypes, the collective unconscious and synchronicity. Jung emphasised the importance of balance and harmony. He cautioned that modern people rely too heavily on science and logic and would benefit from integrating spirituality and appreciation of unconscious realms. He considered the process of individuation necessary for a person to become whole. This is a psychological process of integrating the conscious with the unconscious while still maintaining conscious autonomy. Individuation was the central concept of Analytical Psychology. The Anima and Animus are aspects of the psyche that carry one's image of the opposite sex. To Jung, we all incorporate both masculinity and femininity, reflecting the minority gene structure within each human being. The unconscious feminine part of the male is the anima, and the unconscious masculine part of the woman is the animus. In dreams, these contra-sexual 'inner figures' possess the power and influence of autonomous complexes, and, as archetypal forces, have their source in the collective unconscious.

Dreams Though dreams play a central role in Jungian analysis, Jung never organised his ideas about them into a general theory. He did, however, spell out his attitude toward them. Inevitably, some of his concepts are cast in the form of disagreements with Freud. Jung did not regard the dream as a potentially deceptive message requiring careful decoding or as a wish fulfillment, nor did he agree with Freud that all unconscious contents were repressed conscious material. Instead, Jung described the dream as a psychic fact, and as a spontaneous self-portrayal, in symbolic form, of the actual situation in the unconscious. In short, the dream is a natural and meaningful event, generated by psychically-determined activity in the unconscious.

involve such areas as personal and food hygiene, proper separation of raw and cooked foods and temperature controls (for both cooking and cooling). If we “Clean, Cool and Cook� properly we have a chance. It is vitally important therefore that all vessels apply food safety principles. Simple documented systems controlling the storage and preparation of food allow a quality approach to be taken, which can sit within the overall safety management system. Such a professional, thorough approach can also help to focus minds on food safety, while fostering good food practice, guarding against ill health and perhaps worse. Control and inspection of all elements in the food chain by the master are commonplace, and are formal requirements of most Flag States

Jung observed that the psyche is a self-regulating system that maintains its own equilibrium just as the body does. That is, every process that goes too far inevitably calls forth compensations. As a basic law of psychic behaviour, the theory of compensation remains at the heart of a Jungian approach to dream interpretation. One of the key questions raised when confronted by a patient's dream is: what conscious attitude does it compensate? This approach acknowledges that the dream is not an isolated event separate from daily life and lacking its character. It brings the unconscious into relation with consciousness, and provides what is needed to restore psychic balance and wholeness. It is also essential to have a thorough knowledge of the dreamer's personal situation at that moment, given the dream contains material which the dreamer's outer life has constellated in the unconscious. Compensation, therefore, accounts for the appearance in a dream of psychic material that is necessary to correct a one-sided conscious attitude, and thereby promote a better adaptation to life. An example, given by Jung, of a compensatory dream is that of a young man whose father was driving erratically while drunk. Having no foundation in fact, the son is convinced his father would never behave in this extreme fashion. His relation to his father is positive (too positive), admiring him for being unusually successful. The dream, in presenting an unfavourable picture of the father (and elevating the son) is a compensatory attempt to bring the father down a peg, forcing the son to contrast himself with his father, which is the only way he could become conscious of himself4. The actual dream may be unpleasant or painful since it shows aspects of the dreamer's life that are going wrong, but which the dreamer, for various reasons, has neglected, ignored or repressed. In this sense, dreams express what the ego doesn't know or understand: an inner reality, not as the dreamer prefers it to be, but as it is. Assimilating unconscious (dream) contents is then considered an ethical process, making it important that the values of the conscious personality are not denigrated and remain intact. It is up to the dreamer to make an informed decision to change in the light of the dream's message.

– but inspections can only reveal so much, and hidden dangers may be lurking. As such we need to underpin these efforts with a proper functioning food safety culture on board. Good practice pays, and it is vital that catering crew are trained, skilled and knowledgeable, and all should be in possession of information on all aspects of food safety. Ensuring the safety of food does not simply rest on the knowledge of staff, there are equipment requirements too, and their care, maintenance and upkeep need to be considered too. In addition to fixed appliances such as ovens, ranges and fridges, there are other areas to consider and catering staff may benefit from the provision of probe thermometers, fridge and freezer thermometers, sanitizer wipes and the latest food safety information.

Outside of the passenger trades, many safety management systems may not impose too many requirements upon the management of food safety. However we need to be vigilant to the hazards posed, and the steps to mitigate such risks. There are a number of excellent sources of information on food safety, one particularly useful document is provided by the International Committee for Seafarer Welfare (ICSW), their Guidelines for Food Safety on Merchant Ships and Fishing Vessels www.seafarershealth. org/documents/A4 GUIDELINESFOODSAFETY- LQ.pdf

Compliments www.consultISM.co.uk

Carrots (By Michael Grey)

Monday 27 April 2009 I AM surely not alone in complaining about the activities of the nanny state, which is, I'm sure, replicated all over the world to the equal annoyance of those who are bullied and nagged by its various manifestations. “We know better than you and everything we prescribe is for your benefit, even if you are so ignorant you fail to appreciate this,” might sum up the irritating message which causes health and safety messages to be printed on paper coffee cups, and all the idiot regulations that filter down from those who hold the reins of power, to annoy anyone with more than half a brain. We hate their bossiness and their patronising assumptions, because most of us detect that this constant interference with the minutiae of our lives is partly the exercise of power for its own sake, and partly the belief that regulation and more of it are a protection designed by the regulator to protect governments against blame and liability. “We have thought of everything,” it mutely repeats to us, as if to a small child, “and if you subsequently get into trouble, it will be all your fault.” But some of it is benign, and thoroughly necessary. The difficulty is often in discerning the wheat from the chaff. “Regulation and best practice getting the balance right” a joint World Maritime University and Nautical Institute seminar held in Malmo last week sensibly addressed some of these concerns, along with the interconnected theme of International Safety Management Code development and implementation. Because it is one thing to produce a regulation, another to implement it in a way that those who are affected by it react to it positively and willingly, rather than grudgingly and with bad grace. Is a regulation, instruction or order coming from those on high because of their wish to be helpful, because they wish to show us they are in charge, or are they merely doing what we used to call covering their own backsides and protecting themselves against potential charges of dereliction of duty and avoiding liabilities? It is a relevant question. The impression is often given that it is the latter, because of the language of the law, which must consider every conceivable eventuality and often renders a practical requirement almost incomprehensible. I remember many years ago being a very junior part of a committee charged with putting the revised Load Line Rules into UK legislation. All of us were practical people and within the space of a few hours had produced what we decided was a seamanlike and sensible version of the proposed amendments. Then it got sent off (for some

unfathomable reason) to the Treasury Solicitor's Office, from where it was duly returned in a form which was perfectly comprehensible only to judges in the Court of Appeal, but which, we were informed rather snootily, dotted all the “i”s and crossed all the “t”s. I'm afraid the members of our drafting committee just thought that the lawyers had once again failed to grasp that practical human beings might want to refer to this document, which would now require the interpretation of you have guessed it a lawyer to detect its meaning. How can you present regulation in a form that is seen to be helpful? Probably not by smothering those being regulated in enormous quantities of paper. I recall sailing on a very large crude carrier once for a couple of days and being impressed by the fact that just about every bulkhead within the accommodation was covered in rules, regulations, orders, recommendation, advice and posters. There was not a square centimetre that did not have some improving advice or instruction glued to it like wallpaper. There were even safety posters glued inside the doors of the heads, and even while standing at a urinal there was a small health and safety message available to the observer who might have raised his eyes. The bridge was festooned with more regulations and advice, and really, you came to the conclusion that only the wheelhouse windows offered a nonregulatory perspective of life.

"The nanny state, I'm sure, is replicated all over the world to the equal annoyance of those who are bullied and nagged by its various manifestations"

I remember doing a trip on a big ferry not long after the ISM Code came into being, and being shown the reinforced bookcases which had been thoughtfully provided to contain the handsomely bound manuals, which were replicated in chartroom, engine control room, ship's office and even, for some strange reason, the smoke room. I can't remember how many fathoms of manual the master told me there were (he had taken the trouble to measure them), but there were a lot of books to be read. “Will all this regulation make me better at my job of running a ship?” I recall a VLCC master asking at a conference at about this time. He never gave a satisfactory answer but one felt that he had made up his own mind. But, at the same time, it is possible to be very positive about regulations and laid-down procedures. For many years, when I got a bit fed up with life in an office, I used to go to Belgium and back with an old shipmate who commanded a Channel ferry. He ran a very tight ship, and it was always impressive to see the ship operated. But I did a trip with him after the ISM Code had come into effect and there was a palpable difference. In the bridge and in the engine room, in the cardeck and even in the galley, you could see procedures being

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CE But the key, this master, who was the first of many people to say the same thing about the ISM experience, was that the ship's crew had been part of the implementation process and felt a strong degree of ownership in it. It was “their” safety management certificate, and “their “ processes and procedures which had been followed. It might be very different if it had been the experience of other ships and companies who had the implementation of this regulation foisted upon them with no consultation whatsoever. There was a great deal of criticism about the “bought in” systems, which were not ship specific enough and for which no ownership was felt. I don't know how, after the people who had devised the ISM process for their own ships had moved on, those who came after them would have felt about what they were required to inherit. I guess in a good company they would be encouraged to adapt the system so that they too felt some degree of ownership in it. If we are to get the balance right between regulation and best practice, it must be important for those framing the regulation to have contemporary knowledge of ship operation and at least some idea of how it is to impact upon those aboard ship. And in translating the international regulation into national legislation, there surely must be the same generous infusion of practical knowledge it cannot just be left to the lawyers. GOOD regulation will also take into account the differences in attitude and culture that are

present in the world being regulated. We are all different some take kindly to being told what to do, and respond to prescription, while others just get very angry and are inclined to rebel. “Treat us as sensible adults professional people!” they will retort to some regulation spelling everything out as if they were small children. And while regulators will have you believe that regulations would not get made if there was no need for them, it is at least arguable that there is just too much of it about, and the sheer quantity is itself self-defeating. And this is not just a maritime problem, although you have to feel for shipmasters tied to their computers when they want to be up on the bridge making sure the third mate is not getting too close to a ship he is passing. It is a social malaise, with everyone complaining about the regulatory burden they labour under. All these checklists, all the top-down regulation which must be obeyed as part of the routine day. Policemen, doctors, social workers, lorry drivers, company managers spending hours every week in bureaucratic tasks for which they have little appetite. Last week, the members of a teachers' union were demanding a four-day week, with the fifth day being used to do all the paperwork they now have to complete in their over-regulated world.

Perhaps what we really need is a genuine bonfire of the regulations, an attitudinal change that would require a strong burden of proof that a new law was absolutely necessary before making it, and before it was permitted on the statute book, another should be struck off. Then we might have willingness, rather than grudging compliance, and we might feel participants rather than merely put upon. We would be getting the balance right. Michael Grey can be contacted at: rjmgrey@dircon.co.uk

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followed, checks being made, one person supporting another in their decision-making that just was not previously noticeable. My friend was very positive about the experience. He believed that it was all very necessary and they were better and safer at their ship operation.

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QUOTATIONS ζAn understanding heart is everything in a teacher, and cannot be esteemed highly enough. One looks back with appreciation to the brilliant teachers, but with gratitude to those who touched our human feeling. The curriculum is so much necessary raw material, but warmth is the vital element for the growing plant and for the soul of the child/student. ζEvery form of addiction is bad, no matter whether the narcotic be alcohol, morphine or idealism. ζEverything that irritates us about others can lead us to a better understanding of ourselves. ζNobody, as long as he moves about among the chaotic currents of life, is without trouble. ζThe meeting of two personalities is like the contact of two chemical substances: if there is any reaction, both are transformed. ζThe shoe that fits one person pinches another; there is no recipe for living that suits all cases. ζWe cannot change anything unless we accept it. Condemnation does not liberate, it oppresses. ζThe least of things with a meaning is worth more in life than the greatest of things without it. Where love rules, there is no will to power, and where power predominates, love is lacking. The one is the shadow of the other. ζThe unconscious is not just evil by nature, it is also the source of the highest good: not only dark but also light, not only bestial, semihuman, and demonic but superhuman, spiritual, and, in the classical sense of the word, "divine." ζFailure happens when we fail to consider the possibility of failure, (by Lee Kuan Yew MM Singapore)

OCIMF TMSA Guidelines :

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Element 11 Emegency Preparedness and Contingency Plan This work is copyright of OCIMF. It was reproduced under permission. Drills and Exercises

Contingency Plans Ship operators should establish shore-based and shipboard contingency plans and provisions for regularly exercising them, so that the shore-based and shipboard organisations can respond effectively at any time to hazards, accidents and emergencies involving the ship. The plans should specify ½ The specific timings of drills and exercises for responding to emergencies ½ Methods for recording the results of and lessons learnt from drills and exercises

Security Management Ship operators should establish and maintain procedures to minimise the effect of a security related incident. Such procedures should include security in port and at sea. Events to be considered include dealing with terrorism, piracy, armed robbery, activists, navigation in hostile waters, refugees, stowaways, drug abuse and smuggling.

The Articles written and the Views expressed in this bulletin do not necessarily reflect those of CENTROFIN and/or its members. Queries to: wavelength@centrofin.gr Disclaimer. The contents provided herewith are for general information purposes only; not intended to replace or otherwise contradict the detailed instructions/procedures issued by the owners/managers, flag etc. Editor: Cmdr Nicholas A. ILIOPOULOS - Master Mariner - Human Resources Tel. +30.6944.941 333. Email: ilioship@yahoo.com.sg Comments. This editor welcomes readers' responses to all articles & Editorials. Design-Production: www.paradox.com.gr Tel.+30.210.6560 574

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Management should be trained to deal with the media in the aftermath of an incident or accident. Management should also provide guidance to vessel masters on dealing with the media in the event of an incident or accident

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Establish an emergencypreparedness system and regularly test it to ensure an ongoing ability to react effectively to an incident. While every effort is made to avoid incidents and accidents, it is important to have measures in place to deal with the consequences of any unplanned event. Element 11 describes the provisions that ship operators should make to ensure that their management systems include adequate contingency plans for responding to an accident or emergency.

Ship operators should implement regular, realistic emergency drills and exercises that test and improve the capability of crews and shore-based staff to deal with a real incident. In addition, consideration should be given to ½ How lessons learnt from drills and exercises will be implemented ½ The frequency of drills and exercises, taking into account the size of the fleet and training requirements

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AIM To improve and test the ship operator's ability to respond to and manage an incident Main Objective