Wavelength Volume 3 Issue 21, Jan 2007 by wavelength issue

Volume 3, Issue 21, January 2007

To r Sea each far ou er r s

avelength centrofin@centrofin.gr

CFC

CENTRO-NEWS

TOPICS

Fatigue

One in four seafarers admits to have fallen asleep on watch, writes David Osler in Lloyd's List of December 1st, 2006. So does this editor (some thirty years ago). This academic study, conducted by the Cardiff University on behalf of MCA and HSE, and which has been six years in the making, “adds weight” to calls for stricter IMO guidelines on safe manning. The MCA comments mark the clearest signal yet that Britain is determined to reopen an issue that has been effectively on hold at the Agency for more than a year.

safer ships demand realistic manning (Adapted from an ITF paper & other internet sources)

FIGHT FATIGUE Everyone who drives a car is fully aware of the insidious effects of tiredness and the need for regular rests on a long journey. Many will have been at some stage frightened when, for a brief second, the driver wandered into that awake state that precedes unconsciousness, and the car wobbled out of its lane, then with all the windows open, desperately trying to get as far as the next motorway service station to park for a rest, fighting sleep all the way. Fatigue is killing seafarers. Long hours, overwork and low staffing levels are causing ship collisions and sinking(s), costing lives, ruining seafarers' health and endangering the environment. Every study, and countless accident investigations, underlines the scale of the danger. All ranks are being affected by a problem that stretches from injury to individual crew members to the loss of ships, loss of lives, and damage to the seas and coastlines.

cont'd to pg 2

The CENMAR FAMILY CIRCLE Association continuing its 'Seminar Workshop in Livelihood Programme' carried out its third activity in the area of Visayas (Ilioilo and Bacolod) last October 10/11, 2006. The topics were presented by Social Anthropologist Dr Violeta LopezGonzaga, Ph.D (University of Toronto), We have found out that these 'family talks' under the guidance of an educated moderator have been welcomed by the busy parents (mothers) with children and meals. Our possible topics usually revolve around: ' Raising children to resist drugs, alcohol abuse and other destructive behaviours ' Handing on values to children and teenagers ' Making marriage work and families grow properly ' Eating meals together does this really help build families and pass on values? ' Making TV and the internet safe for families ' Celebrating motherhood and building community support ' Healthy family cooking, and other. The next outing will be held in the Mindanao area some time in March 2007.

In this issue pg 5

Pass at a Safe Distance pg6-9

Getting to Grips with Manual Handling pg11

Rerception & Reality pg12

Food Safety on Merchant Ships pg14

Unpleasant Changes

Magnanimity (Five things constitute perfect virtue: gravity, magnanimity, earnestness, sincerity, kindness. By Confucius).

“Theirs was a courage which is not the property or the tradition or the heritage of any one nation; it is the courage shared by the brave men of our own countries as well as of the enemy, and however horrible war and its results may be, it is a courage which is recognised and universally admired. These men were patriots of the highest order. How many of us are really prepared to make one thousandth of the sacrifice that these men made?” By Admiral Muirhead-Gould, Australian Museum, Canberra.

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

cont'd from pg 1

“On previous ship, 12-15 hour day, never had six hours continuous sleep, 87 hour week for three months. Regularly made errors in passage planning and execution. Did not dare sit down on watch.”

FIGHT FATIGUE It is a regular problem, ranging from the loss of a ship because the officer on watch was exhausted, to the loss of livelihood when an exhausted deck hand falls through an open hatch. And because it is a systemic problem, a systemic approach is needed. It's time to examine the issue across the board, rather than focusing on just one sector. The ITF believes that fatigue cannot be viewed separately from factors such as the number of people working on the ship (known as its manning level); the hours of work; the hours and frequency of rest; the quality of rest (is it disturbed by engine noise, cargo loading or bad weather?); the environment of the ship; the length of the voyage and the isolation from normal social life.

WHAT IS IT? There is no exact agreed legislative definition of seafarer fatigue - instead the IMO (International Maritime Organization) uses the working definition of “a reduction in physical and/or mental capability resulting to physical, mental or emotional exertion which may impair nearly all physical abilities including: strength; speed; reaction time; coordination; decision making; or balance.” It is “a biological state to which all individuals are susceptible, regardless of skill, knowledge or training”. The IMO also notes that “the effects are particularly dangerous in shipping. The technical and specialized nature of this industry requires constant alertness and intense concentration from its workers. Effectively dealing with fatigue requires a holistic approach.” Apart from the immediate danger of overstretched personnel working in a hazardous environment, there are also long term health risks, too. And unless the role played by fatigue in an accident

(A First officer on a passenger ship)

can be proved then victims may lose compensation and their career. Other long term effects of overwork include depression, alcoholism, stomach and heart problems any of which may mean the victim having to leave work without recognition or compensation.

WHAT CAUSES IT? Fatigue is caused by lack of sleep, by rest - when it comes - being disturbed or of poor quality, by overwork and by stress. Health, diet, age and other factors affecting the circadian rhythm (the 'body clock') such as shift work - may also play a part.

HOW TO RECOGNISE IT A fatigued person may be the last to recognise their condition. Exhaustion affects our judgment and it may be easier to notice the signs in others than in ourselves. Luckily the physical, mental and emotional symptoms are often visible.

WHAT'S HAPPENING AT SEA TODAY? The modern ship can be a high work, high stress environment. Changing patterns of trade and employment mean that time spent onboard has grown. Seafarers may now not see home for six months or a year, and port calls often last hours rather than days. Increased legislation and inspections, designed to increase safety, can unwittingly undermine it, as seafarers are given additional responsibilities, almost always without additional time in which to meet them. Post 9/11, sincere efforts to increase security have restricted shore leave and added the new role of security officer to all vessels - yet almost no companies have employed someone to do this job. For years seafarers have found themselves caught in a pincer of the commercial pressure to work faster, harder, better while crew sizes are cut to the absolute minimum.

WHAT'S THE PROBLEM? One of the most extensive surveys ever made of seafarers' working hours was the ITF's research project Seafarer fatigue: Wake up to the dangers. Based on responses from 2,500 seafarers of 60 different nationalities serving under 63 different flags, it revealed just how widespread the problem is. It highlighted the enormity of the risks to health and safety and the marine environment. It found that, despite advances in regulations, more work needed to be done, with many seafarers unaware of the legal safeguards that have been introduced and many shipowners and operators either unwilling or unable to comply with the regulations.

- pg 3 “Surely the problem is that some ships just don't have enough people on board.” (By Arthur Bowing, MD, Hong Kong Shipowners Asstn). Arthur Bowring Managing Director, Hong Kong Seafarer fatigue: Wake up to the dangers. ITF. 1997)

“There's no other industry that accepts a 98 hour week for watchkeepers.” John Bainbridge, former chief engineer and ITF Seafarers' Section Deputy Secretary

“During port operations I was serving as chief officer and had worked continuously for 48 hours. I contributed to a chemical overflow in which serious injury occurred by not concentrating on the loading operation. (Acrylonite overflowed and covered two men when I hot-washed an adjacent tank).” Shipmaster, quoted in Seafarer fatigue: Wake up to the dangers

Concern about accidents and excessive working hours resulted in two key international agreements to limit duty hours and set requirements for rest periods: the 1995 amendments to the Standards of Training, Certification & Watchkeeping Convention (STCW 95) and ILO Convention 180 on Seafarers' Hours of Work and the Manning of Ships. Additionally, many flag states have their own national regulations. Despite this, the ITF report recorded, fatigue was endemic within shipping. One third of those questioned reported average daily working hours of 12 and more, and more than 5% averaged more than 15 hours a day. Almost two thirds said their average weekly working hours totaled more than 60, and 25% reported working more than 80 hours a week. These are way in excess of the STCW 95 or ILO 180 requirements. Over half of all those surveyed said their working hours presented a danger to their personal health and safety, and just under half said their working hours presented a danger to safe operations on their ships. Some of the longest hours were worked by watchkeepers. Over 70% of masters, chief engineers and first officers reported a major increase in workload in the preceding five to 10 years, while around 60% of watchkeepers considered that excessive hours were leading to personal health and safety risks. Some 42% of masters said they averaged more than 80 hours a week on duty.

The US Coast Guard has also investigated. It analysed 297 marine casualties (personal injuries and vessel damage/losses) in order to develop a 'fatigue index' which showed that fatigue was a contributing factor in 16% of critical vessel casualties and 33% of personnel injuries, making, they noted, 'fatigue a significant causal factor in marine casualties'. (Source: Procedures for Investigating and Reporting Human Factors and Fatigue Contributions to Marine Casualties. September 1996. US Coast Guard Research and Development Center.) In 2004 Britain's Marine Accident Investigation Branch (MAIB) released a Bridge Watchkeeping Safety Study in response to a spate of “remarkably similar accidents” whose common factors included fatigued officers and one man bridge operation at night. The study examined 66 ship collisions, near collisions, groundings and contacts. It concluded that “the current provision of STCW 95 in respect of safe manning, hours of work and lookout are not effective” and that, “it is the opinion of the MAIB that the records of hours of rest on board many vessels, which almost invariably show compliance with the regulations, are not completed accurately” The ITF also carried out research on the effects of the ISPS (International Ship and Port Facility Security) Code introduced in response to the 9/11 attacks in the USA. The Code sets requirements for ship security plans and ship security officers and for monitoring and control of access to the ship.

cont'd to pg 4

FIGHT FATIGUE

FIGHT FATIGUE cont'd from pg 3

While most trade unions had been supportive of ISPS and the consultative manner in which it was drawn up there were always concerns about a possible negative impact on seafarers. To learn more the ITF surveyed its 127 inspectors and 230 affiliated maritime unions. A majority of respondents felt that ISPS had indeed improved security, but that it had also resulted in extra work and adversely affected crew performance yet 96% said there had been no increase in crew levels to deal with the additional workloads. (Source: Access Denied: Implementing the ISPS Code. ITF. November 2005. <www.itfglobal.org/infocentre/pubs.cfm/detail/1446>)

WHAT CAN BE DONE TO REDUCE CREW FATIGUE? Everyone can help. Flag states, which determine manning levels on ships they register, must set realistic levels and not, as some do, join the destructive spiral of allowing smaller and smaller crews as a way of attracting new business. Port state control bodies, the national organisations which police safety standards on ships entering ports, are barred from changing the hours worked on ships, even when they have spotted dangerous practices. It may be time to let bodies other than the flag state set manning levels. Administrative and regulatory bodies such as port state control and the IMO could also build on their already valuable work by setting up mechanisms to handle complaints of long hours and overwork. Ship owners and operators too must realise, as many already do, that a sensibly staffed ship is a safer ship, and a fit and well rested crew is a more efficient one. And seafarers themselves can help combat fatigue by raising the alarm if they are being overworked and by looking after their own health and diet.

Our Joke The Ten Commandments of Marriage.

Seafarers' PRAYER O God, I ask you to take me into your care and protection Along with all those who sail in ships, Make me alert and wise in my duties. Make me faithful in The time of routine, and prompt to decide, and courageous To act in any time of crisis. Protect me in the dangers and perils of the sea; and even In the storm grant that there may be peace and calm within my heart. When I am far from home and far from love ones and far From the country that I know, help me to be quite sure that, wherever I am, I can Never drift beyond your love and care. Take care of my loved ones in the days and weeks and months when I am separated From them, sometimes with half the world between them and me. Keep me true to them and keep them true to me, and every time that we have to Part, bring us together in safety and in loyalty again. This I ask for your love's sake. AMEN. â&#x20AC;&#x153;Lord, Ruler over waves and sea, keep your blessed hand over All Seafarers. Give Me the strength to lead a correct life aboard our ship. I do not want to disappoint Anyone who may expect help from me aboard. Keep my family at home in your care. Even when far Away from them for long. Let me always be attached to them. Help me and All Seafarers to keep the right Course always, and to reach the safe port of heaven. M/T CERIGO Cptn S.B. Lagapa

(Michelangelo - 'The creation of Man')

What can you do? If you believe that the shipping industry - like other transport industries - should have sensible and humane limits on how hard those in it can be worked, and that crews, passengers and the environment are put at risk by a driven and exhausted workforce, then please ask your government to support new legislation to tackle the problem.

Commandment 1. Marriages are made in heaven. But so again are thunder and lighting Commandment 2. If you want your spouse to listen and pay strict attention to every word you say, talk in your sleep Commandment 3. Marriage is grand and divorce is at least 100 "grand" Commandment 4. Marriage life is very frustrating. In the first year of marriage, the man speaks and the woman listens. In the second year, the woman speaks and the man listens. In the third year, they both speak and the neighbours listen Commandment 5. When a man opens the door of his car for his wife, you can be sure of one thing: Either the car is new or the wife is

“Fatigue was found to be associated with a combination of factors, including working hours, sleep problems, tour length, shift schedule, job demands, stress at work and standing watch … findings suggest that in order to reduce fatigue among seafarers it would be most beneficial to focus on controlling working hours to optimum levels.”

- pg 5 -

UK Maritime and Coastguard Agency (MCA) research

The ITF believes that the problem of fatigue is too widespread to be tackled by existing legislation. Its research has shown the inadequacy of the existing principles for assessment of minimum safe manning levels - leading it to call for legislation on determining crew complements that reflects actual operational requirements, trading patterns and other demands. Existing legislation, such as the International Safety Management code, is intended to provide an overarching framework. However it is often misused by ship owners to cover their responsibilities by just providing files and unrealistic instructions (this proliferation of paperwork at a time when a crew sizes are being slashed has itself increased the demands made on senior officers). Evidence is also emerging that crews are being worked beyond even the legal limits. Paris MOU (Memorandum of Understanding) - the port state control organisation covering most western European nations' efforts to seek out and eradicate unsafe shipping - has detected the falsification of work and rest time records on ships. The issue of manning levels on ships and the possible connection between manning levels, fatigue and marine accidents has become a lively topic of discussion among EU members. The debate on this subject is not a new one. The ICS/ISF position advocates a broad review of the associated issues and consideration of the enforcement of existing regulations prior to considering the introduction of new regulations. Editor's Note: This company has been manning its managed vessels by 30-40 percent above the minimum safe manning limits.

Commandment 6. Marriage is when a man and a woman become as one; the trouble starts when they try to decide which one Commandment 7. Before marriage, a man will lie awake all night thinking about something you said. After marriage, he will fall asleep before you finish Commandment 8. Every man wants a wife who is beautiful, understanding, economical and a good cook. But the law allows only one wife Commandment 9. Every woman wants a man who is handsome, understanding, economical and a considerate lover. But again the law allows only one husband Commandment 10. Man is incomplete until he marries. After that he is finished.

Bonus Commandment story. A long married couple came upon a wishing well. The wife leaned over, made a wish and threw in a penny. The husband decided to make a wish too. But he leaned over too much, fell in the well, and drowned. The wife was stunned for a moment but then smiled, “it really works”.

Pass at a Safe Distance The London P&I Club has recently received news of a number of collisions between merchant ships and vessels engaged in fishing. A common feature of these casualties appears to be the passing of fishing craft at an unsafe distance. In one case, the skipper of a trawler died as a result of a collision when his vessel was struck by a large laden bulk carrier. The bulker's officer of the watch (OOW) had detected, both visually and by radar, the presence of a group of fishing boats on his starboard (stbd) bow at a distance of ten nautical miles. These boats were crossing ahead, but the OOW quickly established that there was a risk of collision with at a least one of the group. There was ample sea room to stbd to make a bold alteration of course, which would have left all the fishing boats well clear to port. However, the OOW instead made a small alteration of course to stbd which gave a closest point of approach to the nearest fishing vessel of only half a nautical mile. Of course, apart from the allowance to be made for the distance between the radar scanner and the bow of the ship, the projected passing distance was dependent upon both vessels maintaining their course and speed. Unfortunately, the developing close quarters' situation was not monitored properly after an inadequate watch handover on the bulk carrier. Despite the relieving OOW's last-minute hard-a-starboard manoeuvre, the bulk carrier stuck the fishing vessel, causing it to capsize and quickly sink. The investigating authority emphasised the need for navigating officers in similar circumstances to make an early and substantial alteration of course to achieve a safe passing distance and to monitor the effectiveness of the alteration until the other vessel is finally past and clear. Compliments STOPLOSS Bulletin-issue 42

Getting to grips with

manual

Exposure to lifting or moving of heavy loads continues to be severe safety and health problem at work. The number of seafarers exposed is considerable and heavy lifts are an important factor contributing to the risk of musculoskeletal disorders (MSDs).

Health and SafetyExecutive Getting to grips with manual handling A short guide (Adapted from HSE)

The text below explains the problems associated with manual handling and sets out best practice in dealing with them. The advice is intended for masters and crews of our vessels, as well as for office jobs or similar organizations ashore. The general principles are relevant to all workplaces, whatever their size. Avoiding injuries from manual handling makes sound business sense. The British â&#x20AC;&#x153;Manual Handling Operations Regulations 1992â&#x20AC;?, as amended in 2002 ('the Regulations') apply to a wide range of manual handling activities, including lifting, lowering, pushing, pulling or carrying. The load may be either inanimate such as a box or a trolley, or animate - a person or an animal. This guidance gives useful practical advice for managers, safety representatives and individual employees on how to reduce the risk of injury from manual handling.

What's the problem? More than a third of all over-three-day injuries reported each year to the British Health & Safety Executive / Commission and (HSE/C) local authorities are caused by manual handling - the transporting or supporting of loads by hand or by bodily force. The most recent survey of self-reported workrelated illness estimated that 1.1 million people in Britain suffered from MSDs caused or made worse by their current or past work. An estimated 12.3 million working days were lost due to these work-related MSDs. On average each sufferer took about 20 days off in that 12-month period.

Manual handling injuries can occur wherever people are at work - on farms and building sites, in factories, offices, warehouses, hospitals, banks, laboratories, and while making deliveries. Heavy manual labour, awkward postures, manual materials handling, and previous or existing injury are all risk factors implicated in the development of MSDs. More information and advice on MSDs is available on the HSE website, including advice on managing back pain at work (see 'Further reading'). Prevention and control of MSDs, such as manual handling injuries, has been identified as a priority by the Health and Safety Commission. Taking the action described in this text will help prevent these injuries and is likely to be cost effective. However you cannot prevent all MSDs, so it is still essential to encourage early reporting of symptoms and make arrangements for the proper treatment and rehabilitation of anybody who does get injured.

What should we do about it? Consider the risks from manual handling to the health and safety of your seafarers the rest of this text will help you to do this. If there are risks, the Regulations apply. Consult and involve the workforce. Your employees and their representatives know first-hand what the risks in the workplace are. They can probably offer practical solutions to controlling them.

- pg 7 -

handling What are my duties? The Regulations require employers to: avoid the need for hazardous manual handling, so far as is reasonably practicable; assess the risk of injury from any hazardous manual handling that can't be avoided; and reduce the risk of injury from hazardous manual handling, so far as is reasonably practicable. These points are explained in detail under 'Avoiding manual handling' and 'Assessing and reducing the risk of injury'.

+ + + + +

Employees have duties too. They should: follow appropriate systems of work laid down for their safety; make proper use of equipment provided for their safety; co-operate with their employer on health and safety matters; inform the employer if they identify hazardous handling activities; take care to ensure that their activities do not put others at risk

Assessing and reducing the risk of injury Who should make the assessment? The assessment is the employer's (master's) responsibility. You should be able to do most assessments in-house. You, your employees and safety representatives know your business better than anyone. Most situations will require just a few minutes observation to identify ways to make the activity easier and less risky, i.e. less physically demanding. You need to find easy-to-use guidelines to help decide whether there are risky lifting activities where a full assessment is required. Advice from outside experts may be helpful in difficult or unusual cases, or to get you started. See Table 1 for the kind of problems to look for. What role can employees and their representatives play in carrying out assessments? Your employees can help you carry out the assessment - they often know what problems there are and how best to solve them.

If their work is varied or not closely supervised, make sure they are aware what risks to look for when manual handling, and what to do about them. But the final responsibility for assessments rests with employers... Do assessments need to be recorded? It is often useful to record and keep the main findings, and this should always be done if it would be difficult to repeat the assessment. However, an assessment need not be recorded if: + it could very easily be repeated and explained at any time because it is simple And obvious; or + the handling operations are low risk, and are going to last a very short time. Do I have to do assessments for each individual employee and workplace? It is sometimes acceptable to do a 'generic' assessment - one that is common to several employees or to more than one site or type of work. However: + this should only be done if there are no individual or local factors which need to be taken into account, for example differences in stature, competence etc; + you should review any generic risk assessment if individual employees report adverse symptoms, become ill, injured or disabled, or return following a long period of sickness, as they may have become vulnerable to risk.

Table 1 The important thing in all assessments is to identify all significant risks of injury and point the way to practical improvements.

Avoiding manual handling Check whether you need to move it at all For example: + does a large work piece really need to be moved, or can the activity (e.g. wrapping or machining) safely be done where the item already is? + can you take the treatment to the patient, not vice versa? + can raw materials be piped to their point of use? Consider automation, particularly for new processes. Think about mechanisation and using handling aids For example: > a conveyor; > a pallet truck; > an electric or hand-powered hoist; > a lift truck. But beware of new hazards from automation or mechanisation. For example: > automated plant still needs cleaning, maintenance etc; > lift trucks must be suited to the work and have properly trained operators.

cont'd to pg 8

cont'd from pg 7

How far must I reduce the risk? To the lowest level 'reasonably practicable'. That means reducing the risk until the cost of any further precautions - time, effort or money - would be far too great in proportion to the benefits. Do I have to provide mechanical aids in every case? You should definitely provide mechanical aids if it is reasonably practicable to do so and the risks identified in your risk assessment can be reduced or eliminated by this means. But you should consider mechanical aids in other situations as well -they can improve productivity as well as safety. Even something as simple as a sack truck can make a big improvement. What about training? Training is important but remember that, on its own, it can't overcome: > a lack of mechanical aids; > unsuitable loads; > bad working conditions.

Training should cover:

>manual handling risk factors and how injuries can occur;

>how to carry out safe manual handling

including good handling technique (see 'Good handling technique for lifting' and 'Good handling technique for pushing and pulling'); >appropriate systems of work for the individual's tasks and environment; >use of mechanical aids; >practical work to allow the trainer to identify and put right anything the trainee is not doing safely.

Good handling technique for lifting Here are some practical tips, suitable for use in training people in safe manual handling. In the following section a basic lifting operation is taken as an example. (1) Think before lifting/handling. Plan the lift. Can handling aids be used? Where is the load going to be placed? Will help be needed with the load? Remove obstructions such as discarded wrapping materials. For a long lift, consider resting the load midway on a table or bench to change grip.

Consider mechanical aids; even a sack truck can make a big improvement Keep the load close to the waist Think before lifting/handling (2) Keep the load close to the waist. Keep the load close to the body for as long as possible while lifting. Keep the heaviest side of the load next to the body. If a close approach to the load is not possible, try to slide it towards the body before attempting to lift it. (3) Adopt a stable position. The feet should be apart with one leg slightly forward to maintain balance (alongside the load, if it is on the ground). The worker should be prepared to move their feet during the lift to maintain their stability. Avoid tight clothing or unsuitable footwear, which may make this difficult. (4) Get a good hold. Where possible the load should be hugged as close as possible to the body. This may be better than gripping it tightly with hands only. (5) Start in a good posture. At the start of the lift, slight bending of the back, hips and knees is preferable to fully flexing the back (stooping) or fully flexing the hips and knees (squatting). (6) Don't flex the back any further while lifting. This can happen if the legs begin to straighten before starting to raise the load. (7) Avoid twisting the back or leaning sideways, especially while the back is bent. Shoulders should be kept level and facing in the same direction as the hips. Turning by moving the feet is better than twisting and lifting at the same time. (8) Keep the head up when handling. Look ahead, not down at the load, once it has been held securely. (9) Move smoothly. The load should not be jerked or snatched as this can make it harder to keep control and can increase the risk of injury. (10) Don't lift or handle more than can be easily managed. There is a difference between what people can lift and what they can safely lift. If in doubt, seek advice or get help. (11) Put down, then adjust. If precise positioning of the load is necessary, put it down first, then slide it into the desired position.

-----------------------------------------------------------------

- pg 9 Adopt a stable position with feet apart and one leg slightly forward to maintain balance Start in a good posture Avoid twisting the back or leaning sideways, especially while the back is bent. Put down, then adjust. Keep the head up when handling

Good handling technique for pushing and pulling Here are some practical points to remember when loads are pushed or pulled. + Handling devices. Aids such as barrows and trolleys should have handle heights that are between the shoulder and waist. Devices should be well maintained with wheels that run smoothly (the law requires that equipment is maintained). When purchasing new trolleys etc, ensure they are of good quality with large diameter wheels made of suitable material and with castors, bearings etc which will last with minimum maintenance. Consultation with your employees and safety representatives will help, as they know what works and what doesn't. + Force. As a rough guide the amount of force that needs to be applied to move a load over a flat, level surface using a wellmaintained handling aid is at least 2% of the load weight. For example, if the load weight is 400 kg, then the force needed to move the load is 8 kg. The force needed will be larger, perhaps a lot larger, if conditions are not perfect (e.g. wheels not in the right position or a device that is poorly maintained). The operator should try to push rather than pull when moving a load, provided they can see over it and control steering and stopping. + Slopes. Employees should enlist help from another worker whenever necessary if they have to negotiate a slope or ramp, as pushing and pulling forces can be very high. For example, if a load of 400 kg is moved up a slope of 1 in 12 (about 5°), the required force is over 30 kg even in ideal conditions good wheels and a smooth slope. This is above the guideline weight for men and well above the guideline weight for women. + Uneven surfaces. Moving an object over soft or uneven surfaces requires higher forces. On an uneven surface, the force needed to start the load moving could increase to 10% of the load weight, although this might be offset to some extent by using larger wheels. Soft ground may be even worse. + Stance and pace. To make it easier to push or pull, employees should keep their feet well away from the load and go no faster than walking speed. This will stop them becoming too tired too quickly. How do I know if there's a risk of injury? It's a matter of judgment in each case, but there are certain things to look out for, such as people puffing and sweating, excessive fatigue, bad posture, cramped work areas,

awkward or heavy loads or a history of back trouble. Operators can often highlight which activities are unpopular, difficult or hard work. Can you be more definite? It is difficult to be precise - so many factors vary between jobs, workplaces and people. But the general risk assessment guidelines in the next section should help to identify when a more detailed risk assessment is necessary.

General risk assessment guidelines There is no such thing as a completely 'safe' manual handling operation. But working within the following guidelines will cut the risk and reduce the need for a more detailed assessment. Figure 2 Lifting and lowering >Use Figure 2 to make a quick and easy assessment. Each box contains a guideline weight for lifting and lowering in that zone. (As you can see, the guideline weights are reduced if handling is done with arms extended, or at high or low levels, as that is where injuries are most likely to occur.) >Observe the work activity you are assessing and compare it to the diagram. >First, decide which box or boxes the lifter's hands pass through when moving the load. Then, assess the maximum weight being handled. If it is less than the figure given in the box, the operation is within the guidelines.

> > > > > > > > > > > > > > > > >If the lifter's hands enter more than one box

during the operation, use the smallest weight. Use an in-between weight if the hands are close to a boundary between boxes. >The guideline weights assume that the load is readily grasped with both hands and that the operation takes place in reasonable working conditions, with the lifter in a stable body position. Twisting Reduce the guideline weights if the handler twists to the side during the operation. As a rough guide, reduce them by 10% if the handler twists beyond 45°, and by 20% if the handler twists beyond 90°.

Further reading HSE's website on musculoskeletal disorders: www.hse.gov.uk/msd Manual handling. Manual Handling Operations Regulations 1992 (as amended). Guidance on Regulations L23 (Third edition) HSE Books 2004 ISBN 0 7176 2823 X This booklet gives comprehensive guidance, including: -the full text of the Manual Handling Operations Regulations 1992(as amended in 2002) with detailed advice on each regulation; -guidelines for assessing risk while lifting, carrying, pushing and pulling, and handling while seated; -practical advice on measures to reduce the risk of injury; and -an example of an assessment checklist. Manual handling: Solutions you can handle HSG115 HSE Books 1994 ISBN 0 7176 0693 7 A pain in your workplace? Ergonomic problems and solutions HSG121 HSE Books 1994 ISBN 0 7176 0668 6 Further information HSE priced and free publications are available by mail order from HSE Books, PO Box 1999, Sudbury, Suffolk CO10 2WA. Tel: 01787 881165 Fax: 01787 313995 Website: www.hsebooks.co.uk. (HSE priced publications are also available from bookshops and free leaflets can be downloaded from HSE's website: www.hse.gov.uk.) For information about health and safety ring HSE's Infoline Tel: 0845 345 0055 Fax: 0845 408 9566 Textphone: 0845 408 9577 e-mail: hse.infoline@natbrit.com or write to HSE Information Services, Caerphilly Business Park, Caerphilly CF83 3GG. This leaflet contains notes on good practice which are not compulsory but which you may find helpful in considering what you need to do. This leaflet is available in priced packs of 10 from HSE Books, ISBN 0 7176 2828 0. Single free copies are also available from HSE Books. © Crown copyright This publication may be freely reproduced, except for advertising, endorsement or commercial purposes. First published 03/04. Please acknowledge the source as HSE. Printed and published by the Health and Safety Executive INDG143 (rev2) 08/06

HOW NEW EMPLOYEES LEARN With a new job comes uncertainty: Employees don't know how to perform their tasks or how others perceive their work. They know few, if any, of their co-workers. Thus they spend the first few months on the job gathering information.

They will seek information directly if they perceive no cost in doing so. If, however, they are afraid that direct questions will cause them to be perceived as les competent or knowledgeable, then they will seek information indirectly or not at all. Researchers have examined how ingrained personality traits influence as they acclimate to their jobs. Studies have been carried out on new employees, all of whom were in their first six months of

PUZZLE Assume you are using a basic calculator and press the numbers in the order given. Replace each question mark with a mathematical sign. Plus, minus, multiply and divide can each be used once only. How many different ways are there to score 48? 7 ? 6 ? 1 ? 8 ? 2 = 48

Latin Quotations:

Envy is blind Seize the day, trusting little in tomorrow He who has great power should use it lightly I think, therefore I am While I breathe, I hope Caught in the act By virtue of office Dead men tell no tales Deeds not words Divide and rule Dry (solid) land For and against; arguments or considerations for and against something. Advantages vs Disadvantages. Good vs Bad parts. Bona fide: In good faith Scientia est potentia: Knowledge is Power Stet: Let it stand

Caeca invidia est: Carpe diem, quam credula minimum postero: Minimum decet libere cui multum licet: Cogito ergo sum: Dum spiro, spero: Fragrante delicto: Ex-officio: Mortui non mordant: Facta non verba: Divide et impera: Terra firm: Pros et contra (or) Pros & Cons:

employment. The studies' participants were asked to report on their levels neuroticism, extroversion, agreeableness, and conscientiousness. They were also asked to gauge the social costs of acquiring information and to identify their preferred method of gathering information. The results held some surprises. Neurotics, as hypothesised, did tend to seek out information indirectly. Extroverts, however, did not always gather information as directly as the researchers had thought. Overall the research suggests that, to help new employees get up to speed, employers should take personality into account.

If you have hired a shy person, for instance, push a lot of information on him, even if you think his workplace provides sufficient opportunity for him to learn. Since some communication channels (such as voice mail and e-mail) are less rich than others and thus allow less information transfer, employers should make use of multiple channels, particularly with newcomers who are introverted.

NEW AMENDMENTS TO SOLAS A number of amendments to SOLAS entered into force on July 1st 2006. Some of these are summarised as follows: 2

Lifeboats (except freefall) shall be launched for manoeuvring drills or turned out at abandon ship drills without crew onboard {MSC.152(78)}. 2 New requirements are introduced for maintenance, testing and inspections of life saving equipment {MSC/Circ.1093}. 2 An immersion suit is required for every person on board {MSC.152(78)}. 2 Daily reports are to be sent by ships on international voyages {MSC.142 (77)}. 2 A new regulation clarifies that owners and charterers should not restrict a master's decision necessary for safety of life at sea. {MSC.153 (78)}. 2 A revised Chapter XII of SOLAS is introduced Additional Safety Measures for Bulk Carriers that includes a ban on alternate hold loading and new standards and guidelines for inspection and maintenance {MSC.170 (79)}.

CRIMINAL PROSECUTION Oil Pollution The US Department of Justice announced that the C/E of a tanker has pleaded guilty to criminal waterpollution charges involving the installation and use of a â&#x20AC;&#x153;magic pipeâ&#x20AC;? to by-pass the oil-water separator (OWS) and dump oil into the ocean. The C/E admitted that he made fraudulent entries in the ship's Oil Record Book. He also orchestrated a number of acts to conceal the unlawful discharges from the Coast Guard, including: (a) destroying a 'sounding notebook' that contained waste tank measurements, (b) ordering crew members to hide the magic pipe, as well as paintchipped and oil-stained valves, and (c) directing crew members to throw a magic pipe adaptor overboard into the waters of the Port of Long Beach. The case is the result of an investigation by the USCG Marine Safety Office, the USCG Investigative Service, and the U.S. Environmental Protection Agency's Criminal Investigation Division. The C/E faces a maximum penalty of 6 years in federal prison.

- pg 11 -

Perception vs Reality Perception is Reality - we see what we want to see and believe what we want to believe. If one wants to perceive the truth, one has to look with an open mind and dig beneath the surface. There is a big difference between what most of us perceive and the reality of today's laws and events and who we are.

We perceive that we have laws and they apply to us. 8 We perceive that the fiction has authority over us. 8 We perceive that you were born when you record your birth certificate. 8 We perceive that you have a Social Security number. 8 We perceive that you have a Drivers License. 8 We perceive that the government will provide us with a safety net forever. 8 We perceive that the money is wealth and has value. 8 We perceive that the money is wealth and has value. 8 We perceive that we have a constitution and that it applies to us. 8 We perceive that the government issues God given rights. > The reality is that the laws only apply to fictions by a presume contract. > The reality is wealth is from within, not from the money. > The reality is that the only guarantee in life is in our own shoes. > The reality is that only we are in control of where we want to be. > The reality is that government only issues privileges that can be given and taken away. > The reality is the only way to become independent in this world is by understanding of who we are and whom we can talk to. Perception trumps Reality!

We all see things through our own window, or viewpoint of the world. What makes life interesting or humorous or a real challenge has to do with what happens when we forget the simple fact that we are all not looking at life through the same window. Reality is the leading cause of stress amongst those in touch with it. Imagination is the one weapon in the war against reality. One wonders whether life can be meaningful and pleasant if one's perceptions are that it is such, even if the reality of the matter is quite the opposite by conventional standards; a dull life. After all isn't dullness subjective? Even the people who seem entirely uninteresting or downright repulsive can be fascinating if looked at with the right lens. From a scientific point of view all humans are amazingly complex creatures. From an artist's view just about anything/anyone can be beautiful. Even stupidity could also be a lens, such, as described in Daniel Keyes' novel “Flowers for Algernon” (1959).

The title's mention of flowers is a reference to Charlie's last request that ” please if you get a chanse put some flowrs on Algernons grave in the bak yard…”. Various allegorical points are made throughout the book which involve several forms of alienation, acceptance and themes that allude to ignorance being a form of bliss. Intelligence turns out to be a doubleedged sword for Charlie and he cannot help realising that everything he previously believed was not as it seemed. The novel touches upon aspects of the human condition such as ambition, innocence, jealousy, pettiness and emotional development. It uses the trappings of a science fiction premise to relate various notions of consciousness and awareness. Is it more important to live in a great place, or perceive it as great? Is it more important to have good friends, or just perceive them as such. Isn't perception all there is? Cogito Ergo Sum. In our life Public Relations practitioners are constantly working to create a favourable

This the story of Charlie Gordon, a young (37 years old) mentally retarded janitor who volunteers to take part in an experimental intelligence-enhancement treatment. His progress parallels that of Algernon, a laboratory mouse who had been 'enhanced' earlier. The story is told and written by Charlie in his experimental 'progress report'. Succeeding entries trace Charlie's ever increasing comprehension and intelligence in the aftermath of the treatment, as he passes through 'normalcy' and then reaches the super-genius level. He becomes more intelligent than the doctors who invented the procedure. He discovers both the advantages of intelligence and awareness, including the sexual-emotional relationship with his former teacher; and the disadvantages, as he discovers that the people he thought were his friends had only viewed him as 'entertainment', and now resent his superior abilities. Yet, all seems to be well, until Algernon's enhanced intelligence begins to fade rapidly. As Charlie himself confirms, the neural enhancement is only temporary, and he too is doomed to revert to his original mental state.

public perception of organisations; government or NGOs. Of humans; celebrities? They construct elaborate campaigns, battle for media coverage and continually seek analysis of reactions. But is forming public perception easier than we think? The issue of organisational transparency, honesty and openness with the public concerning all the aspects of the business is a hot topic in the public relations field today. A transparent organisation gives the public a direct line of sight into its internal workings. However, if businesses can take a step back, look at themselves and like what they see, they have to believe the public will as well. Thoughts? Ed.

Guidelines for

Dear Master, We hope you find the (adapted) text below of interest and also of further assistance to your catering department, and not only. Kindly address any queries you might have to your vessel's operator and/or your supply-officer ashore. (Bon appetite - NAI)

Food Safety On Merchant Ships (Compliments to Robert C. Verbist, M.D. Seafarers' Health Information Programme Antwerp & International Committee on Seafarers' Welfare London).

Receiving Provisions

Introduction Food Safety is a basic requirement in the prevention of food related problems onboard ships. The sourcing of wholesome, safe food and water is essential. Although clean and well maintained catering spaces give a good impression, food safety is about more than just cleanliness. It requires good working practices in accordance with basic principles of personal hygiene and food hygiene, such as the separation of raw and cooked foods and temperature control. All vessels should apply food safety principles. Even if not required by international regulations, documented systems with records enable a quality management approach to be taken, along the lines of the International Safety Management Code. As well as helping to focus minds on food safety, the system also provides evidence of good practices. On small coaster vessels and other vessels where the number of crew reflects an average family, a less formal system may be adequate. Control and inspection of all elements in the food chain by the master or his deputy are a requirement in many countries. Although the catering department of a ship is responsible, everybody participates in the food safety culture on board. Therefore everybody needs information and training on aspects of food safety. These Guidelines are a good basis for training courses on health care and hygiene in all maritime training centres.

Deep Freezers Temperature in freezers should be maintained at -18°C at least, but some tolerance levels should be allowed to take account of equipment. It is unlikely that short periods of -15°C will affect the quality and safety of frozen food. Regular maintenance should include checks on door seals, isolation of the doors, defrosting and checks on the correct functioning of thermometers. Every time you enter the freezer room, the holding temperature is affected. Organise requirements to ensure access is kept to a minimum. Always close the door immediately on exit. Do not put food on the deck, but use the grids available. Never put food in direct line of the cooling unit fan as this restricts air circulation and can lead to freezer burn.

It is important to use reputable suppliers but basic control measures should also be taken before storing supplies to check if the food is fit for consumption, with a suitable shelf life compatible with the vessel's trading pattern. Since stores are often delivered “Free Alongside Ship”, this control has to take place before storing them onboard. A simple check list should be used covering expiry dates, condition of the packages, and temperatures of chilled and frozen goods. Do not accept damaged packages or rusted tins. Chilled goods with a temperature above 7°C have to be refused. Some goods like egg products (4°c), minced meat (2°c), and fresh fish (0-2 ° c) have to be delivered at a specific temperature that should be checked. The temperature of frozen goods should be -18°c or less. Ice crystals on frozen packages suggest improper storing arrangements prior to delivery.

Stock Control Ships should have adequate storerooms including dry and cold storerooms and freezers. If storing capacity is limited, stock should be reduced and stores taken more frequently. Food should not be stored on deck. Store in such a way that commodities are used in strict date rotation (First in = First out). Perishable food in particular should not be ordered nor accepted in quantities that cannot be consumed before the expiry date. Frozen foods maintained in hard frozen condition may be consumed beyond the date marking.

Safety in Storerooms

>Avoid the use of meat hooks >Always wear gloves, safety shoes and warm clothes when entering a deep freezer environment

>Defrost the deep freezer before cleaning it

Cold Stores Keep temperatures constant as far as possible to avoid humidity: 5°C is recommended, although a tolerance of up to 8°C is acceptable. A separate fridge should be used if possible for raw food. All items should be individually wrapped or covered. If raw and cooked foods are contained in the same cabinet, then raw food should be stored at the bottom to avoid contaminating the cooked food. Although fruit and vegetables have different temperature requirements it is generally accepted that “cool” rooms or cabinets up to 10°C provide a satisfactory alternative.

Dry Stores Use a register to keep track of dry stores. Check for the presence of pests or vermin. Check fl our and rice for insects. Remove blown tins. Dry stores should be cool, around 10°C, dry, well lit and ventilated. Do not put stores directly on the deck or against the walls. Clean the dry store regularly and remove waste immediately.

- pg 13Bacterial Contamination Food poisoning bacteria are found on people, insects, rodents, refuse and waste food, even dust. Cooking food thoroughly will destroy most harmful bacteria. Harmful bacteria will multiply rapidly if food is incorrectly prepared and stored. Even if food is correctly prepared and stored it can be cross-contaminated from raw food by using the same utensils for instance. High risk products frequently associated with food poisoning should be carefully stored and protected from contamination. These products are generally high protein, ready to eat foods including cooked meats, poultry and raw or cooked fish, gravy and stock, milk, cream and eggs and any associated byproduct. Food should be covered to prevent cross-contamination.

Personal Hygiene At one time or another, most people carry some type of food poisoning organisms. Catering crew must therefore take extreme care with personal cleanliness to avoid contaminating food. Hands must be kept clean and washed, especially: > After using the toilet > After handling raw meat > Before handling prepared food There must be sufficient hand-wash basins with soap and hand drying facility. Disposable towels or a hot air dryer are better than a traditional towel. If protective gloves are used, they should be replaced in much the same order as the hand washing routine. > Keep hair covered > Keep finger nails short > Wear clean clothes and apron

Fitness to work Persons suspected of, diagnosed with, or exposed to any disease that can be transmitted by food, should be excluded from the galley and other associated catering areas or food related areas or operations, including working with exposed food, ware-washing, equipment, utensils, table linens, single service and single-use articles. Persons who have conditions or symptoms of boils, open sores, infected wounds, diarrhoea, jaundice, fever, vomiting, sore throat with fever, or discharges from the nose or mouth should report these conditions or symptoms and should be restricted from working with exposed food, ware-washing, clean equipment, utensils, table linens, and unwrapped single-service and single-use articles. Persons experiencing persistent sneezing, coughing, a runny nose or discharges from the eyes or mouth, may not work with exposed food, ware-washing clean equipment, utensils, and table linens; or unwrapped single service or single-use articles. The restricted individuals should not be allowed to return to the above duties until they are symptom free for a minimum of 48 hours.

Separate raw and cooked food! Raw food can cross-contaminate cooked food or food that does not require further preparation before consumption, and cause food-borne illness. Keep raw and cooked food separate and covered. Separate work surfaces, chopping boards and utensils should be set aside for the preparation of raw meat and must not be used for the preparation of foods that will be eaten without further cooking. Using the same work surface must be discouraged but in the unlikely event that the same work surface has to be used, great care must be taken to ensure it is cleaned and disinfected between handling raw and cooked meats or other ready to eat products. Have clean plates and cooking utensils ready. Never use the same plate, tray or utensils for raw and cooked food. Raw meat juices can spread bacteria to your safely cooked food and cause food-borne illness!

Use of eggs If raw eggs are used take the following precautions: >The eggs have to be as fresh as possible: check the dates on the package. >After the expiry date the eggs must be destroyed. >After breaking the eggs the shells should be removed

immediately, the surface cleaned and disinfected.

>After handling eggs and egg shells, wash hands. >Broken eggs that are not used immediately may be placed in the refrigerator, covered, but must be used within 48 hours.

>Preparations with raw egg like mayonnaise, chocolate mousse and tiramisu must be cooled immediately after preparation.

Cleaning and Disinfection Clean the pantry regularly, with hot water and soap, keeping food off the deck. Store food in sealed containers. Thoroughly clean and disinfect containers and utensils that were in contact with raw food before you reuse them. Implements that come into direct contact with food should be washed, rinsed with hot water and disinfected before use. Articles include: trays, knives, cutting boards, food preparation machinery and work tops. A cleaning procedure is useful as it clarifies who cleans what, when, with which cleaning products and how. Take small appliances apart (food processors, meat grinders and blenders) right after you use them, and clean and disinfect them thoroughly. Only use accepted detergents. Ventilation hoods and grease filters should be cleaned regularly. Refrigerators, deep freezers, deck heads and neon covers should not be forgotten.

Bleach sanitizer

>Combine 5 ml (1 tsp) of bleach

with 750 ml (3 cups) of water in labelled spray bottle. >After cleaning, spray sanitizer on the surface/utensil and let stand briefly. >Rinse with lots of clean water, and air dry (or use clean towels). Cleaning and disinfecting products have to be kept in a separate well maintained place.Good housekeeping should help to discourage pests and vermin. Routine inspections should be carried out.If problems arise, actions should be carried out according to a logical plan with pest control and monitoring procedures. Chemical pesticides must to be kept separately and locked away safely. Places where wastewater is collected have to be cleaned and disinfected regularly. Air dry dishes and utensils if you can, or dry them with clean kitchen towels.

Deep frying pan The temperature of oil or fat in the deep frying pans has to be controlled. A thermostat on the pan is a necessity. The thermostat should indicate the desired temperature and this temperature has to be checked regularly with a portable thermometer. The temperature of oil or fat should never go above 180°C and oil or fat should be replaced regularly.

Buffets At room temperature harmful bacteria will grow quite quickly. Food normally associated with buffets (apart from low risk food such as bread rolls for example) should not therefore be exposed to temperatures in the “Danger Zone”. Units and equipment must be able to maintain safe temperatures. Containers should not be "topped up" hot food 63°C or above; cold food 5°C or less with further food. Replacement containers with a batch of fresh food should be provided.

Leftovers Proper portion management should reduce the amount of “leftover” food. However in the event of having leftovers certain standards must be applied. >Hot cooked meats should be cooled as quickly as possible in a clean controlled environment then refrigerated. >Dividing a large portion helps the cooling process. >Warm food must not be refrigerated as it will increase the fridge temperature. >Once chilled, leftovers should be served cold the following day.

Unpleasant Changes When things don't go our way, we typically go through 10 stages which are a normal part of the coping and healing process. 1. Denial ”It can't be,” It can't happen to me,” “It's not true”.... The first stage of reaction to any sudden, unexpected event tends to be denial. Denial is normal if it lasts a short time, but persistent denial is unhealthy because it blocks further growth and healing.

5. Relationships Coming out of the withdrawal and isolation that is inherent in the previous stages, the individual is able to talk and relate to other people and participate in normal activities.

Unpleasant Changes 2. Anger/Blame ”Whose fault is it?” “This makes me mad,” “This isn't fair,” “Why me?” The second stage of reaction looks backward in hopes of finding the cause and someone or something to blame it on. Although nothing can be done at this point to change the past, it's nevertheless a normal response. Like the stage of denial before it, the anger/blame stage is unhealthy if it persists for an unreasonable amount of time.

3. Despair This stage tends to be characterized by tears, negative and hopeless/helpless thoughts, and a feeling of total emptiness and loss. Sleep and eating disturbances are common as the “reality” of the situation sets in. Relationships with other people can become more difficult at this time, but understanding and compassion must be given and accepted if one is to move beyond this stage. 4. Perspective In this stage, the individual begins accepting the change and is no longer caught up in denial, anger, blame, or despair. The problem is seen in its proper perspective. Although the sense of loss may be significant, the individual does not feel that “all is lost.”

6. Spiritual Changes The individual's relationship with the spiritual side of life is strengthened as a result of having lived through (and survived) the experience. 7. Acceptance This stage involves the restoration of self-esteem, and the acceptance of the consequences and boundaries of the new reality.

8. Humour-Smiles, laughter, and a sense of humour return to the individual and help in the healing process. There's a renewed sense of joy in life.

9. Activity and Action Where once the individual had been restricted or immobilized by the change, he or she now returns to activity, action, and improved productivity. Travel and group activities become more interesting. 10. New Goals In this final stage, the individual is able to focus on the positive aspects of whatever change occurred, and on new goals and activities. He or she takes comfort in Ashley Brilliant's line, “I may not be totally perfect, but parts of me are excellent!” When faced with an unexpected, unpleasant change, you may not go through all 10 of these stages in this order, but it helps to keep them in mind. While it can seem as if life changes nearly drown us at times, by and by we see that it's only through meeting the challenges of change that we can grow.

CALIFORNIA's TREE A redwood tree discovered in a remote California forest has turned out to be the world's tallest tree, edging out one nearby that had been the previous titleholder, a botanist claimed lately. The record-setting tree, named Hyperion, is 379.1 feet tall (equivalent to a 37-story apartment building), besting the previous record holder, the 370.5 foot-tall Stratosphere Giant. Researchers exploring remote and rugged terrain this summer in the Redwood National and State Parks along California's northernmost coast also discovered two other redwoods taller than the Giant suggesting there had been many more massive ancient redwoods in the area. Some of those taller trees may have fallen to loggers prior the 1978 logging-ban. The wood they sought was probably the best construction timber ever harvested by Americans. Redwood is a strong, straight-grained, insect and rot-resistant wood that is very slow to burn. Unlike most conifer forests, which can be devastated by a wildfire, redwood forests remain remarkably intact even after the hottest fires. Wisely, the preserve's managers have declined to put a marker on the tree, fearing disturbances from well-meaning people wanting to wear a path to the tree to appreciate it, and depredations from jug head vandals with single-digit IQs.

AGEMENT I N AN

NTROF

QUOTATIONS

Ancient and Modern Attitudes (Compliments NI/MARS)

I have often encountered two opposing views, one which “refuses to look away from ARPA and out of the window”, and the other which “refuses to look into ARPA and looks only through the window”. Very rarely have I seen people with a well balanced attitude, so to say, “look at both the ARPA and 'out of the window'”. I belong to the so called “GPS generation”. Other than my first two ships, all the rest had GPS, though I have used the Decca, Loran, Satnav, even Omega, and still take sun and star sights on clear days and nights (something which I continue to teach my cadets). A few years ago, we had some interesting voyages on 14 knot 30,000 dwt ship sailing between Brazil and the entrance to the English Cannel the master would check our position on the Satnav every noon…just to be on the safe side, and then switch it off. I often wonder, if it is not the slowness of seafarers to adapt to new technology which makes them either over dependent or foolishly independent. Do we practice shouting or, for that matter, using smoke signals, in the fear that the telephone lines or cell phone towers may be down sometime? Do we stop using the TV, heating, lights, and electric appliances preparing for the power shut down? Do we stop using computers and emails fearing a computer crash / virus attack? For all those people so suspicious of all the modern gizmos on the bridge, have they had a look into the cockpits of the very aircraft that fly them to their ports of joining or signing off?

In any great organisation it is far, far safer to be wrong with the majority than to be right alone.

The fact remains that no technology is fool proof…but that doesn't mean we should live in the Stone Age. To shrug off modern technology is a stupid as to over-rely on it. There is no good reason why a watchkeeper would doze off on the bridge if he had a supply of coffee, wasn't overworked and had a reasonable sense of responsibility. A tired watchkeeper would end up sleeping STANDING, even in the midst of the English Channel traffic, with no modern gizmos. (A navigator - Unsigned)

Accidents Don't Make Appointments. They can Occur Anytime and Under the Most Unfavourable Circumstances.

Editor's viewpoint: Seamanship is to have the Intelligence of What to Expect and the Knowledge of How to Respond. Seamanship is Prudence. To Anticipate the Worst and When the worst Happens, as it inevitably does, to have an Immediate Strategy to Allow for it. Prudence is the ingrained ability of spatial awareness and the need for sea room. Prudence tests every item of equipment before using it, always has an eye on alternatives and Never takes anything for granted. Prudence would never dream of relying on a single source of navigational information; checking and double checking. Prudence would recall that even the best radars fail to detect sizeable targets (yachts a/o fishing boats). Seamanship is also a craft heavily based on knowledge and experience, of watching and listening. Some might suggest that things go wrong less often these days and those who should be anticipating disaster are less attuned to it. There is probably something in this explanation. It does take discipline to exhibit seamanship. For all the experience and technology, it is the walk around the deck at the end of the watch that reveals the deck cargo starting to come loose, the frayed guy, the undogged door. The keen ears of the experienced engineers that first detect the menacing vibration of an overheated bearing, the senses of the engineer-seaman which smells the oil mist from the fracturing hydraulic or fuel line before it has become critical. It takes discipline and regular procedures to emerge from the insulated cocoon of the wheelhouse or control room to make checks rather than make assumptions, which might be tragically wrong. The ideal seaman is he/she who says and does the proper thing in just the proper way and at the proper time, a man (woman) who has developed sea sense and nautical sagacity. WHO RESPECTS THE ELEMENTS. (Extracts from Wavelength - issue 2, Jan 2002 including article by Michael Gray / courtesy BIMCO Bulletin).

Everything could be forgiven except success

Comments? The Wavelength welcomes readers' responses to all articles and editorials. Please sent letters to the editor to: nai@centrofin.gr

All previous "WAVELENGTH" issues can be accessed and downloaded from: http://www.wavelength.info.ms/

What is a cynic? A man who knows the price of everything and the value of nothing. What is a sentimentalist? A man who knows the value of everything and the price of nothing. Only the shallow know themselves. A man cannot be too careful in the choice of his enemies. Oscar Wilde

Try the impossible but accept the inevitable; unless you can perform miracles.

Your only obligation in any life time is to be true to your self In life there are those who lead and those who follow; if you are none then get out of my way The truth you speak has no past and no future. It is, and that's all it needs to be. Some people will change when they see the light. Others change only when they feel the heat A big man is not one who makes no mistakes, but one who is bigger than any mistakes he makes Respect yourself and others will respect you. (Confucius, 551-479 BCE) What the superior man seeks is in himself; what the small man seeks is in other Have no friends not equal to yourself

MANAGEMENT & LEADERSHIP Course Introduction How the course works Accreditation, registration and assignments Learning to learn How people learn

The Shipping Business

Leaders and Managers

The Industry Business Objectives, fleet management costs Legal and regulatory information 1: Introcution Understanding financial information 2: The main financial documents

Differences and Similarities What managers do What leaders do

Managing Yourself How to manage your time How to set objectives How to behave How to communicate verbally How to communcate in writing How to negotiate

Working With People

Context Culture Motivation Working with outsiders

Helping individuals to Perform How to give priase and critism How to coach How to delegate How to appraise

Working with Groups How teams work How to run a meeting How to run a training session How to run a drill

Managing Task How to plan and use budgets How to solve problems How to assess risk How to manage change How to investigate

When things go wrong How to cope with stress How to manage conflict How to tackle bullying and harassment How to manage discipline How to handle grievances

AGEMENT I N AN

CENTRO-NEWS

NTROF

Wavelength

Articles written in this bulletin do not necessarily reflect the views or policies of CENTROFIN. DISCLAIMER. The contents provided herewith are for general information purposes only; not intended to replace or otherwise contradict the detailed instructions issued by the owners, flag etc.

(Compliments VIDEOTEL/London) - A comprehensive CD-ROM Course for Ship's Officers - www.videotel.co.uk)

Editor: Cmdr Nicholas A. Iliopoulos Staff Captain - Human Resources Manager Tel: +30.210 8983.305 Fax: +30.210 8983.231 E-mail: ilioship@yahoo.com.sg IT Support: V. Manousakis, K. Lionis, A. Panagiotaki Design-Production: www.paradox.com.gr Tel: +30.210 6560.832