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The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and detect operator disability which could lead to marine accidents. The system monitors the awareness of the Officer of the Watch (00W) and automatically alerts the Master or another qualified 00W if for any reason the 00W becomes incapable of performing the OOW’s duties. This purpose is achieved by a series of indications and alarms to alert first the 00W and, if he is not responding, then to alert the Master or another qualified 00W. Additionally, the BNWAS may provide the 00W with a means of calling for immediate assistance if required. The BNWAS should be operational whenever the ship’s heading or track control system is engaged, unless inhibited by the Master. Join our newsletter, maritime enthusiasts are already getting benefits of our growing newsletter- https://marinesthing.beehiiv.com/

One month after the Princess Empress sank, the spilt oil is still spreading, and authorities have warned that 40% of its cargo has yet to leak into the seas near Mindoro Island.

The tanker was hit by a storm, lost power, and sank on February 28th, carrying over 800,000 litres of industrial fuel oil. At a depth of nearly 400 metres, a Japanese remotely operated underwater vehicle discovered extensive structural damage.

Seven of the sunken ship’s eight cargo tanks have leaked, and four are already empty; however, 300,000 litres of oil remain. The oil has made it as far as Palawan Island, which is 350 kilometres from where the tanker sank.

Furthermore, some of it has drifted north to the Verde Island Passage, a region known for its abundant marine life located between Mindoro and Luzon. The two major slicks northwest and southeast of its location now cover an area of 162 square kilometres.

When it was discovered that the ship registered locally had been built in 2022 according to Equasis’ shipping database, questions about its history arose; however, it was pointed out that it was actually very old and had been modified twice.

Furthermore, it was reported that the vessel did not have a permit to operate before embarking on its last voyage because it had previously gone on nine voyages without the proper paperwork.

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In this Episode of Marine Case Study presents by Marinesthing we are going to learn lessons which can provide fruitful results if you just listen it carefully. A loaded VLCC was underway. The vessel’s weather routing service was forecasting waves with a significant height of more than six metres. The vessel’s speed was slowed to between five and six knots to reduce the chances of shipping seas on deck.Due to the heavy weather restrictions, access to the main deck was not permitted except when specifically permitted by the Master. This restriction was even posted on the central notice board. Listen to this podcast till end to know the lessons and report for this case study.

On 24 September, the IMO and the global maritime community come together to celebrate the annual World Maritime Day.

The 2020 theme is Sustainable Shipping for a Sustainable Planet.

The topic is in line with the industry-wide efforts pushing to save fuel, and develop green energy sources as they work to decarbonize shipping.

However, the year has been completely overshadowed by the impact of COVID-19 on the industry and, especially on the seafarers, who are facing one of the worst humanitarian crises in the industry.

More than 300,000 seafarers are currently stranded on ships, with some now having been working for more than 17 months at sea, without a break. A further 300,000 workers are unable to join ships and potentially face unemployment due to Government-imposed travel restrictions and quarantine measures in different parts of the world.

For years, Japan's north coast had been the site of a macabre phenomena: fishing boats washing up on shore carrying the bodies of dead North Koreans, more than 1,000 kilometers (600 miles) from their homeland.

But the numbers in 2017 were unprecedented: More than 100 boats landed on the Japanese coast with 35 bodies on board. Only 66 boats had washed up the year prior.

The increase in incidents in the Singapore Strait in the first half of the year was mirrored in the Asian region in general with 51 incidents of armed robbery and piracy reported in Asia in the first half of the year nearly double the number of 28 in the same period a year earlier.

While the number of incidents was up the severity was generally low with 74% in ReCAAP’s ‘Cat 4’ which means the perpetrators were not armed/crew not harmed.