Wavelength Volume 1 Issue 7, April 2003 by wavelength issue

Volume 1, Issue 7, April 2003

To r Sea each far ou er r s

avelength centrofin@centrofin.gr

POEA - Sect.33 - Art.5

INSUBORDINATION?

CENTRO-NEWS

Investigate carefully.

Dear Captain, You are suddenly told that a crewmember of your ship has apparently refused to carry out a supervisor's order. You know you need to investigate any potential insubordination, but how should you begin? First, stay calm in what could be an emotional situation. Second, check your company policy: How's insubordination defined? What disciplinary action applies? Third, adapt these four steps for your investigation:

Ship Security "Shipping is both VALUABLE and VULNERABLE" by Admiral Thomas H. Collins, Commandant, U.S.Coast Guard during his speech at the Piraeus Yacht Club on January 2003.

International Ship and Port Facility (ISPS) Code Briefing

1.- SET THE SCENE. Start with the basics: Who gave the order and who disobeyed? Who else was there? When and where did the incident occur? Was the order delivered face-to-face? Orally or in writing? 2.- CLARIFY THE RESULT. Determine the seriousness of the situation. Did the incident disrupt work or otherwise harm the vessel's operation? Was safety or morale affected? 3.- INVESTIGATE THE ORDER. Consider both form and content. What was the order? What would the seafarer have had to do to reasonably comply? Was the order safe and legal? It isn't insubordination to refuge an order that would compromise safety or break the law. Nor is protesting - even rudely - insubordination, though it still may jeopardise the seafarer's job.

Seafarers and ships have faced threats to their security ever since sea trade began. Over the past few years, robbery and piracy incidents have continued to occur and are very common in some parts of the world, such as off the coasts of Indonesia and Somalia. Lack of security in port areas has also made it difficult for ships to prevent stowaways or the theft of cargo. Until 2001, ship operators and seafarers were often left to face these problems alone

with little help from the authorities ashore. Terrorism was not seen as significant maritime threat, especially to cargo ships. The terrorist attacks that did occur against merchant ships were generally directed against passenger or cruise ships. The situation changed completely in the aftermath of the terrorist attacks in the United States on September 11th, 2001. Various countries, particularly the United States, concluded that it was likely that terrorists would either use ships as weapons, or to carry weapons or terrorists into a target country, or that they would attack ships to cause chaos in international trade and the international economy.

In this issue pg2

Lloyd's Standard Form of Salvage Agreement LOF 2000 pg2

Bird Migration pg4

Ship Security pg6

Does Suffering Trump Happiness? pg8

Rogue Waves

...cont'd to pg 4

4.- CHECK OUT THE EMPLOYEE'S DECISION. Determine why the employee acted as he did. Did the order involve doing anything unusual or different from established work procedures? When the employee initially refused did the supervisor emphasised that an order had been given? What might have influenced the seafarer's decision? Was he provoked? Had he refused orders before? The answers to these questions will give you a basis for further probing and deciding what to do. Adapted from the "Office Depot" web site

VLCC Limburg

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

NO CURE LLOYD'S STANDARD FORM OF (APPROVED AND PUBLISHED BY THE COUNCIL OF LLOYD'S)

"No" in Box 7 has been deleted this agreement shall be deemed to have been made on the basis that the Scopic Clause is not incorporated and forms no part of this agreement. If the word "No" is deleted in Box 7 this shall not of itself be construed as a notice invoking the Scopic Clause within the meaning of sub-clause 2 thereof.

1. Name of the salvage Contractors: 2. Property to be salved. The vessel: her cargo freight bunkers stores and any other property thereon but excluding the personal effects or baggage of passengers master or crew (referred to in this agreement as "the Contractors") (referred to in this agreement as "the property") 3. Agreed place of safety: 4. Agreed currency of any arbitral award and security (if other than United States dollars) 5. Date of this agreement: 6. Place of agreement: 7. Is the Scopic Clause incorporated into this agreement? State alternative: Yes/No 8. Person signing for and on behalf of the Contractors

9. Captain or other person signing for and on behalf of the property Signature: Signature: LOF 2000 A. Contractors' basic obligation: The Contractors identified in Box 1 hereby agree to use their best endeavours to salve the property specified in Box 2 and to take the property to the place stated in Box 3 or to such other place as may hereafter be agreed. If no place is inserted in Box 3 and in the absence of any subsequent agreement as to the place where the property is to be taken the Contractors shall take the property to a place of safety. B. Environmental protection: While performing the salvage services the Contractors shall also use their best endeavours to prevent or minimise damage to the environment. C. Scopic Clause: Unless the word

THE OPTIMIST! CREED ! Promise Yourself

! To be so strong that nothing can disturb your peace of mind.

! To talk health, happiness and prosperity

to every person you meet.

! To make all your friends feel that there ! is something in them.

! To look at the sunny side of everything and make your optimism come true.

! To think only the best, to work only for the best and to expect only the best.

D. Effect of other remedies: Subject to the provisions of the International Convention on Salvage 1989 as incorporated into English law ("the Convention") relating to special compensation and to the Scopic Clause if incorporated the Contractors' services shall be rendered and accepted as salvage services upon the principle of "no cure - no pay" and any salvage remuneration to which the Contractors become entitled shall not be diminished by reason of the exception to the principle of "no cure - no pay" in the form of special compensation or remuneration payable to the Contractors under a Scopic Clause. E. Prior services: Any salvage services rendered by the Contractors to the property before and up to the date of this agreement shall be deemed to be covered by this agreement. F. Duties of property owners: Each of the owners of the property shall cooperate fully with the Contractors. In particular: (i) the Contractors may make reasonable use of the vessel's

To be just as enthustiatic about the success of others as you are about your own. To forget the mistakes of the past and press on to the great achievements of the future. To wear a cheerful countenance at all times and give every living creature you meet a smile. To give so much time to the improvement of yourself that you have no time to criticize others. To be too large for worry, too noble for anger, too strong for fear, and too happy to permit the presence of trouble. - pg 2 -

machinery gear and equipment free of expense provided that the Contractors shall not unnecessarily damage abandon or sacrifice any property on board; (ii) the Contractors shall be entitled to all such information as they may reasonably require relating to the vessel or the remainder of the property provided such information is relevant to the performance of the services and is capable of being provided without undue difficulty or delay; (iii) the owners of the property shall co-operate fully with the Contractors in obtaining entry to the place of safety stated in Box 3 or agreed or determined in accordance with Clause A. G. Rights of termination: When there is no longer any reasonable prospect of a useful result leading to a salvage reward in accordance with Convention Articles 12 and/or 13 either the owners of the vessel or the Contractors shall be entitled to terminate the services hereunder by giving reasonable prior written notice to the other. H. Deemed performance: The Contractors' services shall be deemed to have been performed when the property is in a safe condition in the place of safety stated in Box 3 or agreed or determined in accordance with Clause A. For the purpose of this provision the property shall be regarded as being in safe condition notwithstanding that the property (or part thereof) is damaged or in need of maintenance

SOLUTION OF LAST ISSUE'S CROSSWORD

-SALVAGE NOAGREEMENT PAY if (i) the Contractors are not obliged to remain in attendance to satisfy the requirements of any port or habour authority, governmental agency or similar authority and (ii) the continuation of skilled salvage services from the Contractors or other salvors is no longer necessary to avoid the property becoming lost or significantly further damaged or delayed.

performance thereof. L. Inducements prohibited: No person signing this agreement or any party on whose behalf it is signed shall at any time or in any manner whatsoever offer provide make give or promise to provide or demand or take any form of inducement for entering into this agreement.

I. Arbitration and the LSSA Clauses: The Contractors' remuneration and/or special compensation shall be determined by arbitration in London in the manner prescribed by Lloyd's Standard Salvage and Arbitration Clauses ("the LSSA Clauses") and Lloyd's Procedural Rules. The provisions of the LSSA Clauses and Lloyd's Procedural Rules are deemed to be incorporated in this agreement and form an integral part hereof. Any other difference arising out of this agreement or the operations hereunder shall be referred to arbitration in the same way.

As soon as possible the owners of the vessel should notify the owners of other property on board that this agre-ement has been made. If the Contractors are successful the owners of such property should note that it will become necessary to provide the Contractors with salvage security promptly in accordance with Clause 4 of the LSSA Clauses referred to in Clause I. The provision of General Average security does not relieve the salved interests of their separate obligation to provide salvage security to the Contractors.

IMPORTANT NOTICES : 1. Salvage security.

2. Incorporated provisons. J. Governing law: This agreement and any arbitration hereunder shall be governed by English law. K. Scope of authority: The Master or other person signing this agreement on behalf of the property identified in Box 2 enters into this agreement as agent for the respective owners thereof and binds each (but not the one for the other or himself personally) to the due

Copies of the Scopic Clause; the LSSA Clauses and Lloyd's Procedural Rules may be obtained from (i) the Contractors or (ii) the Salvage Arbitration Branch at Lloyd's, One Lime Street, London EC3M 7HA.

Tel.No. + 44(0)20 7327 5408 Fax No. +44(0)20 7327 6827 E-mail: lloyds-salvage@lloyds.com. www.lloyds.com

Dueling among the officers of the Navy "No apology can be received for a blow. For being intentionally spit on; for having wine, snuff etc., thrown in the face, no apology is admissable, but redress must be sought by the duel, if the party agressing rank as a gentleman"

Note: It is a civilized step forward that the custom of dueling is no longer part of the code of an officer and a gentleman, as one historian alleges that more officers were killed in duels than in the naval actions of the period.

Extract from U.S.Navy "The Code of Honor", Baltimore 1847.

Ed. - pg 3 -

Mysteries of

Bird Migration Adapted from National Geographic Magazine

A bird, the truly awesome enigma; the most remarkable of all living things; a creature of astounding abilities that elude our understanding, of extraordinary, even bizarre senses, of stamina and endurance far surpassing anything else in the animal world, and why not ours too. Yet measuring a mere ten centimetres in length and weighing less than half an ounce, about the weight of a fifty-cents Euro, can cover more than three miles from his nesting sites of Northern Europe to the wintering places of South and North Africa. Many years ago ornithologist Frank M. Chapman said "Everyone is born with a bird in his heart". He meant that each of us holds something inherent in our being that reacts with pleasure and interest at the sight and sound of a bird. Indeed, for those who are serious bird-watchers, an experience with one particular species may become forever memorable. Like many migratory species it seeks out the same locale where it wintered the year before, and in spring, again typically, it wings back to the same spot, often the same tree, where it raised its previous brood. En route it may perch on the same branch of the same tree visited

before, dink at the same stream, forage in the same patch of woodland or field. Have compasses - will travel All the world is a compass for birds that migrate, so it seems. Aloft over a symbolic earth, a yellow-billed cuckoo (above) illustrates a remarkable repertoire of sensory abilities. Daytime migrants use their vision (1) to steer by the sun (2), aided by a precise sense of time. Night fliers take compass cues from star patterns (3). Homing pigeons and perhaps migrants see ultraviolet (4) and polarised light (5), and hear lowfrequency sounds (6) that can emanate from distant surf (7). Though scientists do not know whether such information is used to navigate, many believe that migrants tune in on earth's magnetic field (8), probably in combination with gravity (9), to get direction. Excellent weather sensers, birds usually wait until the passage of fronts (10) that bring favourable winds (11). While in flight birds sometimes use landmarks (12) as steering aids. How a bird determines its position remains a mystery to man, but not to the tiny birds ready to resume their 3,000 to 6,0000 nautical miles travels, after having carefully prepared and studied their "passage plan" from berth to berth, sorry mate, from tree to tree. Aren't you amazed?

Ship Sec

...cont'd from pg 1

...This theory appears to have been confirmed by a number of subsequent terrorist attacks on merchant ships, such as the attack on the "Limburg" off Yemen in October 2002 by a small boat containing explosives. The IMO has provided the main international forum for the development of measures to meet this threat by increasing the security of ships and ports. The introduction of many of these measures was approved at a diplomatic conference held at the IMO in London in December 2002. At the centre of the new security provisions are amendments to the SOLAS Convention and a new security code, known as the International Ship and Port Facility (ISPS) Code. The majority of the changes will come into force in July 2004 and will fundamentally affect every shipowner who operates ships that trade internationally. This bulletin highlights the main provisions of the new international regulations and provides some practical guidance to ship operators about the steps they should now be taking to implement them. It will also look at some of the unilateral measures being introduced by the United States, as well as addressing some of the practical concerns and commercial implications of the new rules. Many of

COMPANY SECURITY OFFICER (CSO) Every company has to designate a Company Security Officer (CSO) whose responsibility is to ensure that Ship Security Plans are developed and approved for the ships operated by the company. The Company Security Officer has to ensure that the Ship's Security Plans are maintained, modified if necessary, and audited. He also has to ensure that security assessments are carried out, the appropriate level of security enforced and that effective commu-nications are established with port security officers when ships are in port. Shipping companies already have a Designated Person, or persons, to administer and audit the ISM Code. As they will already have lines of communication in place, as well as the training and expertise to develop procedures and carry out audits, in some companies it might be appropriate to extend their area of responsibility to include security.

SHIP SECURITY ASSESSMENT (SSA) At the centre of the measures required by the ISPS Code is the Ship Security Plan, which is specific to an individual ship and based on a security assessment of the ship. Detailed guidelines for carrying out a security assessment of a ship are provided in Part B of the Code. The assessment should include: * Identification of existing security measures * Identification of key shipboard operations requiring protection * Identification of threats to the key shipboard operations and the likelihood of them occurring * Identification of weaknesses in the ship's infrastructure and procedures.

SHIP SECURITY PLAN (SSP) Following the security assessment a Ship Security

- pg 4 -

Plan can be developed to include measures to: * Identify the areas of the ship where access is to be restricted * Appoint a Ship Security Officer and specify the security duties of shipboard personnel * Prevent weapons and other dangerous devices being taken on board the ship * Respond to a security threat or security breach and report incidents * Interface with port security procedures * Evacuate the ship in the event of a security threat * Respond to government security instructions. The actions taken to meet the above requirements will need to become more thorough as the security level under which the ship is operating is increased. Part B of the Code provides guidelines on the measures to be taken at each of the three security threat levels, to control: * Access to the ship

p curity these concerns have arisen because of the relatively short time it has taken to formulate and introduce the rules.

pages together with some advice on the practical steps and a proposed Action Plan.

Implementation date: 1st July 2004 The complete instructions will be issued to you by your Owners/Operators. The ISPS Code, being at the heart of the new IMO security measures, applies to port facilities serving ships on international voyages, to all passenger ships and to all other ships over 500 GT on international voyages. The Code is being introduced by an amendment to Chapter XI of the SOLAS Convention and has two parts. Part 'A' contains the mandatory requirements and Part 'B' provides guidelines on how to meet them . Although Part 'B' is not mandatory, it does provide port facility operators, ship operators and seafarers with a comprehensive guide to the requirements of the ISPS Code. As with all such official guidance, failure to follow its provisions might be seen as a failure to exercise due diligence and Owners should therefore take all reasonable steps to comply with Part 'B' as well as Part 'A' of it. Some of the main features of the ISPS Code that affect ships are described on these

* Restricted areas on the ship * Handling of cargo * Delivery of stores * The monitoring of security. The Ship Security Plan also has to contain provisions to ensure that the crew are trained, drills are carried out, records are kept, and the procedures are audited. The plan would of course provide essential information for anyone wishing to pose a threat to the ship, so it must be protected from unauthorised access or disclosure, including disclosure to officials in port. However there may be special circumstances in which authorised officials are allowed to look at the plan and verify that the ship security requirements have been met. To maintain security a ship should carry two versions of the plan, a confidential version and less restricted version. Only this latter version should be disclosed to port officials, and should

A.- SECURITY THREAT ASSESSMENT The ISPS Code is intended to work on the basis that security measures are implemented in proportion to the potential risk to security, which may vary from time to time. The government of a country, or a Designated Authority within the government, will assess the likely security threat and set the security threat level required at each of its port facilities accordingly. Updated information about security threat levels and measures will then be provided to port facilities and ships. Governments also have to provide a point of contact through which ships can get advice or assistance, or report security concerns. As the security threat level increases, the measures taken to provide security within the port are increased appropriately from Level 1 through to Level 3.

The Three Tier Security Level 1 - Low Risk: Normal security measures are sufficient. The

not contain details of passwords, codes, or the location of certain items of equipment. The development and auditing of security plans is something that will be beyond the expertise of most shipping company staff. The Company Security Officer is therefore not expected to assess and develop security plans himself, but has the responsibility of ensuring that security assessments are carried out and plans developed by competent persons or security organisations on the shipowners' behalf.

SHIP SECURITY OFFICER (SSO) A Ship Security Officer is to be designated for each ship with the responsibility to ensure that the Ship Security Plan is properly implemented, the crew trained and drilled, and most importantly, that security awareness and vigilance are maintained. It will be up to each company to decide who to appoint as Ship Security Officer. Given the level of

- pg 5 -

minimum level maintained at all times. Level 2 - Medium Risk: Heightened threat. Additional protective measures are required and may have to be sustained for prolonged periods. Level 3 - High Risk. There is an exceptional threat and that a security incident is possible of imminent, though not be possible to identify a specific target. Further intensified protective and preparatory measures are required, but not intended to be sustained for long periods of time. Likewise, the underlying security threat level applied to a ship will be set by the appropriate authority of the ship's flag. The effect on a ship visiting a port is that it must implement measures that provide the required level of security for the port facility, or the level set for the ship if it is higher. Consequently a ship's security plan must contain measures that can be implemented for each of the three security levels as the required security level increases the measures taken to provide security on the ship are also increased. Part B of the Code contains guidance about the factors that a government, or their designated Authority, take into account when setting a security threat level for port facilities or ships.

experience and seniority that may be required, the most appropriate choice is probably the master or the chief officer, but the ISPS Code does not specify any particular person.

DECLARATION OF SECURITY (DOS) When a ship is in port, a government may require that an agreement is reach between the ship and pot authorities about the security measures to be taken at the interface between the ship and the port facility, which are the areas where people move between the ship and the shore, or where cargo is loaded. The agreement should specify who will be responsible for implementing the security measures. This agreement takes the form of a Declaration of Security, signed by the ship's master or Ship Security Officer and a representative of the shoreside authorities. ...cont'd to pg 6

Does Suffering Trump Happiness? By Martin E. P. Seligman I am often asked two disturbing and profound questions about the place of happiness in a troubled world. In a world of war and hate and famine, how can I advocate that psychology investigate happiness? Suffering has first call on our sympathy, on our dollars, and on our brainpower. Only when these nightmares are stilled should we turn our attention to happiness. What does Positive Psychology have to say that will help a single mother who wakes up in poverty every day, suicidally depressed with no hope for her future? My answers to both these questions are of one piece. Was Maslow wrong? Maslow convinced many psychologists that there exists a hierarchy of needs. Only when the biological needs, the safety needs, and the self-esteem needs are slaked, can a person "selfactualize." I am skeptical about this claim because it belies my experience with troubled people. Much of my life's work has been about severe depression and

Ship Security ...cont'd from pg 5

A Declaration of Security is unlikely to be required in every case, but a prudent master and Ship Security Officer should be prepared to implement an agreement on arriving at a port. A Port Facility Security Officer (PFSO) or a ship can also request a Declaration of Security to be completed, for example if the ship is operating at a higher security level than the port facility.

TRAINING AND DRILLS The success of any management system and procedures depends on the motivation and familiarity of those carrying them out. Shore-side staff and seafarers have never been expected to be experts in security, so proper training and drills are essential to ensure success. The Company Security Officer, Ship Security Officers and other appropriate personnel will need to be given adequate training by a suitable security organisation. Seafarers also need to be familiar with their security duties and responsibilities under the security plan and to have practice drills for different security scenarios, such as bomb threats, attacks, and other breaches of security. According to Part B of the ISPS Code, drills should be carried out at least every three months or after certain crew changes.

RECORDS As with any other management system, records need to be kept for audit purposes and to show that due diligence has been exercised, as well as for inspection by authorised persons in port.

lack of hope. Indeed my other APA presidential initiative was about ethnic conflict and ethnic murder. If you believe that the Rwandese Tutsi, deprived of all safety by the Hutu genocide, were only concerned about avoiding machete chops, you entertain only a caricature of ethnic violence. The Tutsi were and are enormously concerned with justice, with fairness, with dignity, and with courage. If you believe that severely depressed people care only for lightening their suffering, you don't know depression. Depressed people care greatly for not burdening others, for personal integrity, for political justice, and for finding meaning.

Positive Psychology is not a luxury Positive Psychology is not a luxury whose benefits will accrue only to the rich, to the secure, and to the untroubled. Positive Psychology seeks to understand and build three kinds of happy lives: the Pleasant Life, the Good Life, and the Meaningful Life. Some, but not many, aspects of these lives are perhaps more easily partaken by those not in pain: the taste of caviar or a day of skiing, for example. But most of Positive Psychology is for all of us, troubled or untroubled, privileged or in privation, suffering or carefree. The pleasures of a good conversation, the strength of gratitude, the benefits of kindness or wisdom or spirituality or humility, the search for meaning and the antidote to "fidgeting until we die" are the birthrights of us all. Another arrow in the quiver Positive Psychology is not remotely intended as a replacement

The Ship Security Plan requires a number of records, including but not l imited to: * Records of training, drills and exercises * Reports of security breaches and incidents * Changes in the security level in operation * A record of audits and reviews. Records may be kept in electronic format, but in all cases must be protected from unauthorised accessory disclosure.

INTERNATIONAL SHIP SECURITY CERTIFICATE The ship's security system, equipment and plan are all subject to verification to ensure that they comply with the requirements of SOLAS and the ISPS Code. After a satisfactory initial verification, an International Ship Security Certificate will be issued. This certificate is valid for five years after which it will need to be renewed. The certificate also requires a satisfactory intermediate verification, and any additional verification required by the ship's Flag State, to remain valid. In some special cases the Flag State administration may issue an Interim International Ship Security Certificate, which lasts for up to 6 months, while the full certificate is being issued. RECOGNISED SECURITY ORGANISATION (RSO) The International Ship Security Certificate is issued by the ship's flag State, but not all governments will be able to, or want to, carry out some of the duties under the ISPS Code themselves. The government or Designated Authority can appoint a Recognised Security Organisation to carry out duties such as approving Ship Security Plans, carrying out verification surveys and issuing International Ship Security Certificates on its behalf. The ISPS Code specifies that these Recognised Security Organisations must have the relevant expertise and knowledge in security, but should not carry out these duties if they have been involved in the related security assessment or

- pg 6 -

drawing up the Ship Security Plan. ACTION PLAN (Proposal for the Company) 1.- Hold a senior executive level briefing where the managers are informed of the new maritime legislation. 2.- Select and appoint a Company Security Officer - a person of senior status able to take company security policy decisions. CSO have to obtain more information on this new legislation matter by the Flag State 3.- Train the CSO 4.- Decide and appoint the SSOs 5.- Train the SSOs 6.- Inform all Masters of the new legislation and seek their cooperation for the organisational & physical changes 7.- Arrange for a SSA and formulate a company ship security policy 8.- Produce a SSP for each vessel and forward to the Designated Authority or Recognised Security Organisation (RSO) for validitation. Obtain the corresponding International Ship Security Certificate (ISSC) 9.- Send a validated SSP & ISSC to each ship and Flag State 10.- Arrange on-board training for crew in security duties 11.- Purchase specific maritime security equipment ( for example: from a simple visitors book, hand-held metal detector to x-ray machines and security seals) B.- SHIP'S EQUIPMENT A number of changes will be needed to the ships and their equipment to meet the latest security requirements.

AUTOMATIC IDENTIFICATION SYSTEM (AIS) It provides shore stations and other ships with information of its identity, type, position, course and speed.Can receive similar information from other ships, in the vicinity. There are major concerns which need to be shorted out by the experts.

GUIDELINES FOR MONTHLY SHIPBOARD INSPECTION OF IMMERSION SUITS AND ANTI-EXPOSURE SUITS BY SHIPS' CREWS When carrying out the inspection of immersion suits and anti-exposure suits required by SOLAS regulation III/20.7, the following procedure is recommended. 1 Check closures on storage bag as well as general condition of bag for ease of removal of suit. Ensure donning instructions are legible. Confirm that suit is the type and size identified on the bag. 2 Lay the suit on a clean, flat surface. Make sure the suit is dry inside and out. Visually check for damage. Rips, tears or punctures should be repaired in accordance with manufacturer's instructions by a suitable repair station (authorised by manufacturer a/o acceptable to the Administration). 3 Check the zipper by sliding it up and down to check for ease of operation. Using lubricant recommended by the manufacturer, lubricate the front and back of the zipper and the slide fastener. If the zipper is not functional, the suit should be removed from service and discarded or returned to the manufacturer or suitable repair station, as per owners instructions.

SHIP IDENTIFICATION NUMBER (IMO) This unique number remains unchanged during the ship's life regardless other changes. Must be permanently marked, in contrasting numbers, in specified places, visible from the outside on either side.

SHIP SECURITY ALERT SYSTEM When activated must: (1) initiate and transmit a ship-to-shore security alert to a competent authority designated by the Flag State, identifying the ship, its location, and indicating a threat onboard, (2) not send the alert to other ships, (3) not raise the alarm on-board, and (4) continue the alert until deactivated or reset. In its design infancy yet.

PRACTICAL ADVICE ACCESS TO THE SHIP. Must be tightly controlled. SEARCHES to apply for anyone boarding the ship. RESTRICTED AREAS. The second line of defence onboard. Those designated areas must be restricted to everyone except the authorised crew members. All above might sound easy but they aren't; if one were to consider the ship's functions, fire / accident precautions etc.

4 If fitted, check inflatable head support and/or buoyancy ring for damage and ensure that it is properly attached. Check inflation hose(s) for deterioration. At least quarterly, the head support/buoyancy ring should be inflated and tested for leaks (this test does not apply to integral inflatable lifejackets). Leaks should be repaired in accordance with manufacturers' instructions by a suitable repair station.

around them, by deploying our highest strengths as buffers against the setbacks of life. And these domains-buffering, strength, pleasure, and meaning--long neglected by psychology-as-usual, are the subject matter of Positive Psychology. So Positive Psychology seeks not to replace, but to add another arrow into the quiver of clinical psychology, biological psychiatry, psychiatric social work, marriage and family counseling, and coaching. In the last five years, Positive Psychology has discovered interventions that build more happiness by nurturing the Pleasant Life, the Good Life, and the Meaningful Life.

for psychology-as-usual. Clinical psychology and biological psychiatry have amply demonstrated that they can make the lives of suffering people less unhappy. Fourteen of the major mental illnesses are relievable today and two are curable; none were treatable fifty years ago. This work must and surely will go on. The severely depressed, single mother is one of its many beneficiaries. But she is also concerned with integrity, meaning, kindness, and being a good parent and citizen. We overcome our suffering not only by healing damage and repairing what is broken within ourselves. More commonly we overcome troubles by doing end-runs

M AGE ENT I N AN

NTROF

Our Joke: Basic Math. Having two ears and one tongue, we should listen twice as much as we speak

QUOTATIONS They that govern the most make the least noise. A problem is a chance for you to do your best In great attempts, it is glorious even to fail Discipline has always been the price that must be paid for excellence The most exhausting thing is insincerity The Chinese character for the word "crisis" comprises two words; one meaning "danger" , the other meaning "opportunity". No problem can be solved with the same level of consciousness that created it. Albert Einstein

Whether you think you can or you can't - you are probably right. Henry Ford

PHOTO CONTEST!

5 Check retro reflective tape for condition and adhesion. Replace if necessary. 6 If fitted, check whistle and expiration date of light and battery. 7 Replace suits in the bag with zippers fully opened. 8 The opportunity should be taken at such monthly inspections for the crew to practise donning the immersion suits or anti-exposure suits.

- pg 7 -

The winner is Chief Engr Dela Cruz Fernando, presently o/b M/T "IRINA-2". Congratulations. He is requested to collect his prize from CENMAR/ACCTS Dept., when next in Manila. More entries are encouraged.

Hurricanes, typhoons and great white sharks get more ink, but rogue waves, which occur in all oceans and large lakes as well, also have been the dread of sailors for centuries. Sometimes called 'sleeper' or 'sneaker' waves - testimony to their sudden appearance - they often give little or no warning. Given certain prevailing sea and wind conditions, oceanographers now can predict that rogue waves are likely to occur frequently in a certain patch of ocean, but they can't be more specific than that.

Although no one knows the exact toll in lives and property damage taken by such waves there are dozens

of accounts of fishing boats and sailing vessels smashed and sunk by rogues. So devastating is the impact of these walls of water rushing at high speeds that ships may go to the bottom almost instantly. The larger of these waves have been blamed for sinking big ships too - one of them almost swamped the Queen Mary in 1942 - and for damaging and helping to topple off-shore oil platforms. Freak waves have swept bathers off beaches in Hong Kong, the French Riviera and Lake Michigan and account for perhaps a score of drownings off the California coast each year. The size of rogue waves can be exaggerated by local currents and subsea terrain, however, in the deep ocean, they can grow to colossal size. The largest ever measured lurched out of a North Pacific gale at the US Navy Ship 'Ramapo' in 1933. The wave was 112 ft high. Miraculously the ship survived. Many others have not, and even the biggest vessels may suffer heavy damage. In one 1974 case, a mountainous wave peeled off part of the bow of the Norwegian supertanker 'Wilford' and snapped steel beams thicker than railroad tracks, while in 1981 the 202,000 dwt M/T Energy Endurance was allegedly struck by a 'huge freak wave' so powerful that caused a 14 square-meter hole in the port forepeak area

They are all fairly low, but then they all arrive at the same point at the same time Rogue waves have undoubtedly been responsible for many of the missing-without-trace sea mysteries through the ages. The suddenness and finality of an encounter with such a monster rarely leaves witnesses. Just how to tell captains or ship operators what to do about these waves is a difficult problem. This editor has suffered this 'experience' in 1984 whilst skippering a megayacht in the Red Sea. The enclosedbridge windshield was shattered by this extraordinary wave and tons of water entered the wheelhouse and cabins. The stricken ship arrived in the port of Aqaba, half a day later, on one engine and all her electronic equipment out of order. Absolute vigilance and speed control is my advice. Adapted from WSJ 1987 & Motor Boating/Sailing 1983.

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NTROF AGEMENT I N AN

Editor: Cmdr Nicholas A. Iliopoulos Staff Captain Manning & Training Tel: +30.210 8983.305 Fax: +30.210 8983.231 E-mail: nai@centrofin.gr Design-Production : Paradox Adv. +30.210 6560.574 www.paradox.com.gr

CENTRO-NEWS

There are many serious institutions around the world researching the formation and forecasting of waves. In trying to gauge the probable size of rogue waves under conditions scientists long relied on a formula that researchers at Canada's Research Centre in Ottawa now have put in question. Using computer models and wavemaking machinery to unleash scale-model rogue waves against scale-model oil-drilling platforms, their work suggests that rogues are more common than previously thought and can grow bigger than the old formula indicated. North Sea waves, for example, were thought to have a maximum potential height of 85 ft; actually the limit appears to be well over 100 ft. Another difficult spot is South Africa's southeast coast. The answer lay in a treacherous strip of water where several tankers have fallen into 'holes in the sea' actually the troughs in front of 60 ft rogue waves, which seem to march in a narrow offshore corridor where the continental shelf drops off steeply. These waves almost always appear during storms in which the wind shifts abruptly from north-easterly to south-westerly.

Wavelength

and a hole 14 by 7.5 meters on the stbd side, both below the waterline.

Rogues occur when two or more waves intersect and merge, often driven together by wind, to form a single wave far larger than the normal surrounding swells. The temporary result - such waves break down after a minute or so - may be anything from a harmless wave of modest size to a gale-driven ship-killing monster more than 100 feet high, capable of bending and snapping steel girders like twigs. The reason these waves happen is that in a random seaway you get a train of waves travelling toward a certain point where the short waves are in front and the long waves are in back. They are all fairly low, but then they all arrive at the same point at the same time and coalesce to make a monster that then curls over - in this area would be called a 'white horse' - and does the damage.

ROGUE WAVES

The silent killers that strike from the deep. The quick forming giant out of all proportion to the wave population for that time and place.