Martek Marine expands into Russian offshore market

Maritime safety and environmental systems manufacturer Martek Marine has achieved a breakthrough first sale in Russia to national oil & gas explorer Gazflot. In another first, Martek’s calibration gases will be utilised on a pair of jack-up rigs in Yushno Sakhalin rather than on merchant vessels. Gazflot has a fleet of nine vessels including jack-up rigs, icebreakers and research ships. The Russian energy major has also placed orders for six of Martek’s Navgard BNWAS and a record breaking six figure system expansion contract.

The sale follows the crucial Type Approval of Martek’s Navgard by the Russian Register and the appointment of Ian Bennett, an experienced Russian speaking oil and gas industry executive as Martek’s regional sales manager.

Ian Bennett said:

“We’ve already seen a huge take-up in our systems aboard merchant vessels needing to meet the requirements of SOLAS Chapter V Regulation 19, but we’re also now seeing increasing interest from the offshore market. Approved by all the major classification societies, Martek’s Navgard is the easiest, quickest and lowest cost system to install.”

Navgard, which comes with a two-year warranty, uses real-time data logging, providing essential evidence in the event of an incident. Unlike some competitors that use simple key switches, Navgard requires a master password to disable, also noting when the system is switched on and off so that checks can be made to ensure it is being used continuously. When MV Karin Schepers grounded in 2009, the accident report noted that a BNWAS was present but had been switched off by crew. IMO regulations require all ships to fit a BNWAS before July 2015.

Martek introduces market’s first compact BNWAS for smaller vessels

Martek Marine, UK-headquartered manufacturer of maritime safety systems, has announced the launch of a Lloyd’s Register MED-approved BNWAS designed specifically for smaller bridges to meet the next stage of BNWAS implementation starting in July of this year. BNWAS regulations state that existing cargo vessels between 500-3000GT must be compliant by July 2013 and vessels between 150-500GT by July 2014.

The Navgard Mini offers the same functionality as Martek’s Navgard system in a more compact all-in-one-box unit. Navgard Mini is the only system available which has all IMO-compliant alarms and reset switches in a single enclosure, making it very simple to retrofit on the smaller bridges of tugs, OSVs and lower-capacity passenger vessels – the system simply requires a power supply to deliver full compliance with SOLAS regulation.

Existing systems require a button to be pushed to confirm the crew’s presence on the bridge. IMO legislation dictates that BNWAS systems’ first stage alarm must sound between every three to 12 minutes. If the reset button is not pressed, the second stage will activate after 15 seconds. If the button is still not pushed, the third alarm will sound between every 90 to 180 seconds.

Although effective in theory, there have been several incidents, including the grounding of MV Karin Schepers in 2009, on vessels which have had BNWAS installed but switched off, as crew have simply found it too demanding to continue with other necessary work while being disturbed by such frequent alarms and the requirement to push a button so regularly.

Martek has addressed this issue in several ways. Firstly, with the inclusion of the market’s first passive infrared (PIR) motion sensor. This is built in to the device’s panel and detects movement on the bridge. No alarm sounds as long as movement is detected on the bridge, and crew can work undisturbed. Only when the system detects no movement for a set time, between the IMO’s mandated three and 12 minutes, will the alarms sound. Because the PIR sensor is part of the panel, no extra installation is required and no additional wiring is needed, reducing the cost, installation time and space needed.

The second important feature is the password deactivation, also built in to the panel. Where BNWAS models have traditionally been turned off by a simple key, the Navgard Mini can only be deactivated by password. This increases accountability by giving the vessel’s Master the sole responsibility for the device’s operation. The system, which comes with a two-year warranty, also uses real-time data logging, providing essential evidence in the event of an incident and recording when the system is switched on and off so that checks can be made to ensure it is being used continuously.

Martek has compiled a BNWAS buyer’s guide with key questions and points for consideration with a comparison table, which can be downloaded.

BNWAS Switched Off - Grounding Probe Blasts Lack of Safety Compliance

A UK accident investigation by the Maritime Accident Investigations Branch (Maib) into the grounding of the containership Karin Schepers has revealed a series of failures by the ship’s officers to implement recent industry safety measures and the safety-management policy of its operator.

Karin Scheper after grounding

Ship’s Master Was Asleep and Intoxicated

It was found that the ship’s master was asleep and intoxicated at the time the 803-teu vessel grounded on the UK’s Cornish coast on 3rd August 2011. The sound of music and his snoring could be heard on the bridge.

The master had relieved the second officer of the watch but fell asleep a short time later. No lookout was posted, and with no-one awake on the bridge the vessel continued on for over 2 hours before running aground.

Previous Grounding

This wasn’t the first time that the vessel had been involved in a similar incident as it had grounded in Danish waters in March 2009 when the chief officer was intoxicated and fell asleep on the watch. The vessel’s operator at the time, HS Schiffahrts, introduced a zero-alcohol policy but as implementation of this onboard the vessel would have been entrusted with the master, in this case it would not have been effective.

BNWAS Switched Off

In both incidents the Bridge Navigational Watch Alarm System (BNWAS) - intended to monitor motion on the bridge and prevent the watch from falling asleep – had been switched off.

Karin Scheper's BNWAS was turned off

BNWAS became mandatory under SOLAS Chapter V Regulation 19, adopted by the IMO in June 2009.

Afterwards, the master was asked by the Maritime and Coastguard Agency (MCA) to back up the voyage data recorder (VDR). He was also asked a second time by the vessel’s owner to do the same thing. However, the information was not saved, although the Maib was able to recover data from the VDR.

The Maib describes the safety-management system on the Karin Schepers as “ineffective”. Audits of the vessel’s safety management system, by the owner, had failed to detect that important safety requirements were being ignored.

Reduce the Risk of Crew Tampering with BNWAS 

Whereas most BNWAS systems use a key switch for turning the system on and off the Navgard™ BNWAS from Martek Marine requires a master password to switch it off. This means that, provided the password is kept confidential by senior crew, it is not possible for any crew member to turn the system off whenever they want.

Navgard BNWAS

Although this would not have prevented an incident like the Karin Schepers grounding if it was the master who turns off the BNWAS, it would at least be able to highlight the system being turned off in safety audits by the owner thanks to logging system events onto an integral SD card.

By checking during safety audits that the system has been in continuous operation owners can ensure that this important safety measure is being followed.

Navgard™ is the World’s No.1 BNWAS and is approved by all major classification societies.

Find out more about Navgard™ BNWAS.

Read the full Maib report into the grounding of the Karin Schepers

Accident Report Concludes BNWAS Could Have Prevented Grounding

A ship's mate who had been drinking the night before and was probably sleep-deprived didn't notice the ship had gone aground for at least 10 minutes, a report has found.

The Transport Accident Investigation Commission's report into the grounding of the Anatoki off the coast of Golden Bay in May 2010 also found a navigational and alarm system should have been fitted on the bridge to mitigate the risk of one-man bridge operations.

The report says the mate consumed four or five pints of beer on shore before returning to the Anatoki about 10.15pm the night before, 45 minutes before he went on duty.

He was relieved shortly after midnight but was back on watch shortly after 4am.

Data shows the ship ran aground at 5.06am. The mate used a buzzer to call the engineer to say the engine “sounded different”.

When he tried to turn the ship around shortly afterwards he realised it was aground. He informed the master at 5.25am but the ship could not be refloated until after 1pm that day, with the assistance of a workboat and a charter fishing vessel.

The report said the mate, who had been in the fishing industry for 18 years, didn't recall falling asleep while on duty, but the events suggested it was a strong possibility.

"If he had not fallen asleep, he must have been doing something other than monitoring the progress of the vessel."

It also noted that he would have had a maximum of 3.5 hours of sleep in the previous 21 hours, which was likely to adversely affect his performance.

The report also said had the ship been fitted with a working bridge watch navigational and alarm system, the mate might have been alerted in time to prevent the ground.

Maritime New Zealand said it agreed it was desirable to make these alarms mandatory.

BNWAS Regulations

The requirements making it mandatory to have a bridge navigational watch alarm system (BNWAS) fitted to all passenger and cargo vessels can be found in the amendments made to SOLAS Chapter V Regulation 19 that were adopted by the IMO on 5th June 2009 in Resolution MSC.282(86).

The changes see the following subparagraph is added to paragraph 2.2 of the regulations:

.3 a bridge navigational watch alarm system (BNWAS), as follows:
.1 cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size constructed on or after 1 July 2011;
.2 passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey* after 1 July 2012;
.3 cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the first survey* after 1 July 2012;
.4 cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first survey* after 1 July 2013; and
.5 cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey* after 1 July 2014.

The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea;
.4 a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration."

BNWAS Compliance Timetable

Navgard™ - The World’s No.1 BNWAS

Navgard™ BNWAS

Navgard™ is a Bridge Navigational Watch Alarm System (BNWAS) manufactured by Martek Marine, designed specifically as a solution to the requirements of SOLAS Chapter V Regulation 19. The system meets the performance standards outlined in MSC.128(75) & IEC 62616.

Navgard™ is the only BNWAS approved by all major classification societies – ABS, BV, CCS, ClassNK, CRS, DNV, GL, IR, KR, LR, PRS, RINA and RR. In addition, Navgard™ was the first system to achieve USCG approval.

If you have ships of different class in your fleet, you don’t have to worry about your classification societies rejecting a BNWAS that is only approved by a single different society or incurring additional certification costs that are generally more than the cost of the equipment itself.

Find out more about Navgard™ BNWAS.

Martek Marine Expands BNWAS Installation Service in USA

Following on from previous events in the UK, Singapore and Germany, Martek Marine has held another of its Navgard™ BNWAS training days, this time in Houston, USA.

Martek's Tim Holt demonstrating the Navgard BNWAS

The Houston event was hosted by Tim Holt, Martek Marine’s Senior Service Engineer who gave comprehensive practical training to 3 new reseller/installation companies who will add an even greater US presence to what is already the biggest BNWAS reseller/installation network in the marine industry.

Attending the training session was representatives from Complete Marine, Sperry Marine and Offshore Inland.

Martek Marine now has a BNWAS reseller and installation network of over 60 companies spread across the world, able to provide installation services where our customers need them most.

Also present at the event, held at the Crowne Plaza Hotel in River Oaks, Houston was Matt Roberts, Martek’s Regional Sales Manager for USA.

Speaking about the event, Matt commented:

"All of the attendees were particularly impressed with the ease of installation offered by the Martek system, especially with the fact that it could be installed with a single cable type."

The Navgard™ BNWAS from Martek Marine is the World’s No.1 BNWAS with approvals from all of the major classification societies, an impressive reference list and testimonials from some of the best known companies in the shipping industry.

Find out more about Navgard™ - The World’s No.1 BNWAS.

Update on Lloyd’s Register Requirements for BNWAS

As outlined in one of our earlier blog posts Lloyd’s Register (LR) had initially not accepted the use of passive infra red (PIR) sensors to detect movement on the ship’s bridge stating:

‘We understand these requirement as such that the reset functionality may be provided by either physical reset push buttons at Officer of the Watch (OOW)’s proper look out positions, e.g. conning position, navigation operation & watch station (radar & ECDIS workstation), wings, etc., or by input from other equipment on the bridge capable of registering operator’s action in positions giving proper look out, e.g. operation of radars or ECDIS. Movement of OOW (or other thing) detected by the motion sensors in wheelhouse is not sufficient to demonstrate the OOW’s mental alertness…’

However, more recently LR has modified their position on the use of PIRs to say:

“LR does accept the use of reset arrangements based on the detection of movement for vessels where Flag Administrations accept the use of them.  However, LR does not accept the use of reset arrangements based on the detection of movement for vessels with the additional optional ‘NAV1’ or ‘IBS’ class notations.”

So, provided that the Flag Administrator of your vessel approves of their use as a method of resetting your BNWAS and your vessel does not have additional ‘NAV1’ or ‘IBS’ notations then you are able to use PIRs as a more convenient reset method.

Read more about how the Danish experience of BNWAS shows the benefits that using a system that incorporates an activity reset method has over a manual reset system. 

Grounding of Karin Schepers highlights the importance of a fully functioning BNWAS

This year sees the compliance date for cargo ships of 3,000gt and over to ensure that they have installed a type approved bridge navigational watch alarm system (BNWAS). Whilst this is yet another regulatory headache for many ship owners and managers, it is worth considering the case of the Karin Schepers to see the importance of a fully functioning BNWAS on your vessels.

Karin Schepers Grounding

Karin Schepers is a 7,852 GT, 9,340 DWT Container Ship, built in 2007, registered in Antigua & Barbuda and classed in Germanischer Lloyd. It had a crew of 12 including a master, a chief officer, a 2nd officer, 3 able bodied seamen and 2 ordinary seamen.

Karin Schepers departed Helsinki, Finland, on 20 March 2009 at 1730 bound for Teesport, England with a cargo of containers.

However, on 22 March at 0935 Karin Schepers grounded in position 55°39’44 N - 012°42’15 E, 0.9 nm north of Drogden dredged channel in the Sound. The speed when the ship grounded was 12 knots. The draft was 6.40m fore and 6.60m aft before the grounding. After the grounding the draft fore was reduced by 1.90m and the draft aft was increased by 0.80m.

At highest water in the morning of 23 March at 0820 the ship was refloated by help of a tug and towed into the Port of Copenhagen.

Causes of the Grounding

Following the grounding an accident investigation was carried out by the Danish Maritime Authority – It found that the grounding was caused be the following:

• The chief officer was incapacitated due to intoxication.
• The chief officer fell asleep during his watch.
• There was no look out on the bridge.
• The Bridge Navigational Watch Alarm System was off.
• No crewmembers reacted on the various attempts to draw attention to the dangerous path the ship was taking.

In the report the shipping company was recommended to introduce procedures ensuring that watch keeping on the bridge always is optimal in the prevailing circumstances and conditions including the use of lookout and Bridge Navigational Watch Alarm System.

In this incident it was not the fact that there was no BNWAS that contributed to the grounding, it was that the crew were able to easily turn off the installed system, making it useless.

Protect Your Vessels - Prevent Your Crew from Turning off BNWAS

Many systems available on the market use simple key switches which make it far too easy for anyone to turn the BNWAS off, removing vital protection for the vessel.

To prevent this happening on your vessels and to deter your crew from switching the BNWAS off, Navgard™ BNWAS from Martek Marine requires a master password to switch it off and also confirms continuous operation by logging to integral SD-card. Navgard™ also logs all alarm events in real time, giving you a permanent record of bridge activity.

This is just one of the many benefits that make Navgard™ the World’s No.1 BNWAS. Click here to find out more.

Read the full accident report of the Karin Schepers’ grounding.

Navgard™ BNWAS Approved by United States Coast Guard (USCG)

If your vessels operate in US waters or if your fleet is owned/managed out of the USA then when you look to install BNWAS (Bridge Navigational Watch Alarm System) you should consider selecting a system with US Coast Guard approval.

Navgard™ BNWAS

Navgard™ is the first and only system approved by the US Coast Guard (as of the time of publication). This gives you the ‘peace of mind’ that your vessel has the highest quality of BNWAS installed and that it is compliant with the rigorous standards of safety and performance required from the US Coast Guard Authority.

US owners and managers will want to ensure that the BNWAS they choose has passed their own coast guard approval process.

Even if your vessels are not currently operating in US waters, having a system with such a wide range of approvals will ensure that your vessels are attractive to all charterers for all trading routes in the future, including US territorial waters.

Navgard™ – The World’s No.1 BNWAS

• Approved By All Major Classification Societies
• Easiest, Quickest & Lowest Cost System to Install - Guaranteed!
• 3-Year Warranty - Built To Last on Your Ships
• Worldwide Service & Sales Partners

Find out more about Navgard™ BNWAS

Bahamas Flag Accept PIRs for BNWAS Compliance

The Bahamas Maritime Authority (BMA) has until now held the view that passive infra-red motions detectors were not an acceptable technology for compliance with BNWAS requirements. However, following a review of the available technology, the BMA has changed its stance.

A statement from the BMA reads:

“As you will be aware, the BMA stance on PIR as a reset method for BNWAS has always been that they are not acceptable. However following a review of the performance standards of Intelligent PIR and review of IMO NAV 55/20/2 and 55/21 papers, we are now of the view that 'Intelligent' PIR are acceptable. Therefore, we will be changing the relevant Section of The Bahamas National Requirements to reflect this view and allowing BNWAS with PIR to be fitted providing that the IMO performance standards are met.” 

In a later communication the BMA advised:

“The BMA will accept motion sensors approved to industry standards or by one of our RO's as a valid reset method.”

Navgard™ BNWAS

The Navgard™ BNWAS from Martek Marine uses unique Type Approved dual technology infra-red & microwave motion sensors solving the problems of false reset by air-conditioning systems or objects moving on the bridge which affect conventional sensors.

We also use digital temperature compensation to automatically adjust sensitivity ensuring sensors maintain detection range & reset function, even when the temperature on the bridge is near to body temperature.

Find out more about Navgard™, the only BNWAS approved by all major classification societies.

MOL commits to Martek BNWAS

Mitsui OSK Line has made a firm commitment to install Bridge Navigational Watch and Alarm Systems (BNWAS) on board its ships ahead of regulatory requirements.

MOL to install Martek Marine's Navgard BNWAS

The company has taken the opportunity of the drydocking of 17 of its vessels so far this year to install the Martek Marine Navgard BNWAS. 

MOL said it was likely that all of its existing vessels would be fitted with BNWAS before the end of 2011.

Under the terms of the revised SOLAS regulations new passenger vessels and cargo ships greater than 150gt have had to implement BNWAS since July 2011. However, existing passenger ships and cargo vessels greater than 3,000gt can wait until July 2012 before BNWAS becomes mandatory, while existing cargo ships of between 500gt and 3,000gt can wait until July 2013, and those between 150 and 500gt until July 2014.

Alan Stewart, MOL Tankship Management (Europe) Ltd Deputy General Manager explained that the carrier had already witnessed an increasing frequency of comments by SIRE inspectors regarding whether or not a BNWAS was fitted. He said that MOL had decided on a course of “being proactive and not waiting until the last minute, as is usual in the marine industry”. 

Navgard BNWAS

Martek’s Navgard system was able to demonstrate that it had all necessary approvals, Mr Stewart said, while the company had been able “to solve any challenges that arose”.

The latest deal follows hard on the heels of a contract through which Martek is supplying its Navgard BNWAS to Seacom Electronics, the UK subsidiary of global ship management services giant V.Ships.

A number of serious maritime accidents continue to be attributed to issues relating to tiredness, and to the situational awareness of officers on the bridge, leading to widespread calls for owners and operators to act well before they must install BNWAS.

The International Chamber of Shipping has carried out a detailed investigation into accident reports in the Malacca Straits which are transited by more than 70,000 vessels each year. It identified ‘loss of situational awareness’ as one of the most significant factors that need to be addressed as a cause of accidents. Of the incidents examined, 68% resulted in collisions and all could have potentially caused harm or pollution incidents.  

BIMCO has issued advice to its members urging them to consider fitting systems at drydockings before the mandatory implementation date, and not to wait until annual surveys within the compliance window.

A BNWAS monitors bridge activity and detects any operator disability that could lead to shipping accidents. Under revisions to SOLAS, the regulations specify that the system has to be reset either manually or automatically through motion sensor devices at intervals of between three and 12 minutes.

Paul Luen, Martek Chief Executive, said: “There have been a number of incidents recently which show a lot can happen in three minutes, let alone 12 minutes, and so it is vital these systems are installed on vessels as soon as possible. Owners delaying implementation until the last minute are risking the lives of their crew and the safety of their vessels. Where is the sense in that?”

The Navgard system comprises either a bulkhead-mounted or console-mounted control panel with an onboard Passive Infra-Red (PIR) movement detector that offers a 10m range. The system is highly modular, enabling it to accommodate any bridge size and layout. Navgard is the world’s first BNWAS system fully type approved by all major classification societies. 

Mr Luen says: “The vessel’s next dry docking is an ideal time to install BNWAS. But, such is the ease of installation of Navgard that the work could be done while alongside or during passage.”

Find out more Navgard - the World's No.1 BNWAS - and its benefits to you.

Guidelines for ROs when recommending an exemption for a BNWAS installed Minimum requirements

The Estonian Maritime Administration has issued Guidelines for ROs when recommending an exemption for a BNWAS installed prior to 1st of July 2011 requirement which are not in full compliance with the MSC.128(75) when the following minimum requirements are fulfilled:

1. The BNWAS operational modes can be selected between

• Manual ON (in operational constantly) and
• Manual OFF (does not operate under any circumstances);

2. The selection of the operational modes is protected by a key switch or password;

3. Once operational the system remains dormant for a period between 3 and 12 min;

4. At the end of this dormant period a visual indication is initiated on the bridge;

5. If not reset, the system sounds additionally a first stage audible alarm on the bridge 15s after the visual indication is initiated;

6. If not reset, the system sounds additionally a second stage remote audible alarm in the back-up officer and/or Master's location 15s after the first stage;

7. If not reset the system sounds additionally a third stage remote audible alarm at the locations of further crew members min. 90s and max. 180s after the second stage;

8. The audible alarm for the third stage is easily identifiable by its sound and indicates urgency. Moreover the sound must clearly distinguish itself from the fire alarm, general alarm etc;

9. The reset push buttons are only available in positions on the bridge giving proper look out, i.e. conning position, workstation for navigation and maneuvering, the workstation for monitoring and the bridge wings;

10. The BNWAS is connected to a distribution panel supplied from Main Switchboard.

Navgard - The World's No.1 BNWAS

If your current system does not meet the minimum criteria or you do not have a system in place then the Navgard BNWAS from Martek Marine can provide you with the easiest and most cost effective route to compliance. Find out more...

Martek lands BNWAS deal for V.Ships’ fleet

Martek Marine has secured a contract to supply its Navgard Bridge Navigation Watch Alarm System (BNWAS) to Seacom Electronics, the UK subsidiary of global ship management services giant V.Ships.

Navgard BNWAS

Southampton-headquartered Seacom has placed an initial order for a Navgard BNWAS compliance package comprising a Navgard panel with two weatherproof external resets, an internal reset, three cabin alarms and four high intensity audio visual alarms.

Martek will also deliver items including an illuminated push-button reset for the bridge, a bridge wing reset button, officer cabin alarm and a high intensity corridor audio-visual alarm.

The initial contract is expected to be followed by orders for further packages to be installed on V.Ships’ vessels during the next three years.

Martek’s Navgard system is designed to comply with SOLAS Regulation V/19 as amended by MSC.282(86), which requires a BNWAS to be installed on all new and existing cargo and passenger vessels. The system also meets the requirements of the performance standards set out by MSC.128(75) & IEC 62616.

The Navgard system comprises either a bulkhead-mounted or console-mounted control panel with an onboard Passive Infra-Red (PIR) movement detector that offers a 10m range. The system is highly modular, enabling it to accommodate any bridge size and layout, and has been designed to facilitate and speed up the installation process.

Navgard is the world’s first BNWAS system fully type approved by all major classification societies, and this was a particularly important factor in Seacom’s decision to opt for Martek’s technology, according to Neil Sayce, managing director of Seacom Electronics.

“This saved us from the hidden costs and risks associated with getting additional approvals,” he said.

Under the terms of the SOLAS amendment all new cargo ships over 150gt and all new passenger ships of any size constructed after July 1 2011 have to be equipped with a BNWAS. Furthermore, all existing passenger ships and cargo vessels over 3,000gt have to be equipped not later than the first special survey after July 1 2012 and all existing cargo ships over 500gt by the first survey after July 1 2013. The final category of vessels, cargo ships over 150gt, will have to comply by July 1 2014.

“The importance of this agreement with Seacom cannot be overstated,” said Paul Luen, chief executive officer of Martek. “Seacom expects to order significant numbers of further ship sets during the mandatory compliance schedule for BNWAS.”

Based in Rotherham, South Yorkshire, Martek Marine is one of the world’s leading suppliers of safety and environmental monitoring systems to the marine industry. As well as BNWAS, Martek Marine offers systems for engine emissions monitoring, gas detection, water level detection and cargo tank monitoring.

Seacom Electronics installs and services a wide range of communication, navigation and entertainment systems for all vessel types. Its parent company, V.Ships, is the world’s largest supplier of ship management services, supporting a fleet of over 1,000 vessels. The managed fleet comprises a broad range of vessel types including tankers, bulk carriers and containerships as well as specialised ships, such as offshore vessels.
 
Find out more about Navgard - the World's No.1 BNWAS

Hamburg Training Event Sees Martek Marine Expand BNWAS Support Network

Martek's Regional Sales Manager Jonathan Love (2nd right) with Engineers
at the BNWAS training course in Hamburg.

Following the increased demand for Martek Marine's Navgard™ - The World's No.1 BNWAS and the success of previous BNWAS training events in the UK and Singapore, Martek have held a BNWAS installer training course in Hamburg, Germany.

The event saw 16 engineers from 9 companies, representing 8 different countries.

Attending were engineers from ROKO Marine Services (Latvia), UEG Marine Electronics (Latvia), Baltic Marine Contractors (Estonia), STT International (Turkey), SIRM S.p.A. (Italy), Aage Hempel (Spain), Lammers (Germany), Electro Radio Navigational Chamber (Russia) and existing Martek representative ELMAR (Lebanon).

In addition to Navgard™, Martek’s leading BNWAS, there was also a great deal of interest in Lifeforce marine automated external defibrillator, Marine QUATTRO portable multi-gas detector and Marine EXTREME portable single gas detector.

If you are interested in becoming a re-seller or an installer for Navgard™ - the World’s No.1 BNWAS then email us at webenquiries@martek-marine.com.

See Martek’s current sales and installation/service partners.

Bermuda Ship Registry Give Advice for Continued Use of Existing BNWAS

The amendments to SOLAS Chapter V, regulation 19 which were introduced by MSC.282 (86) allow for Bridge Navigational Watch Alarm Systems (BNWAS) fitted before 1st July 2011 and which may not meet the IMO Performance Criteria to be accepted after 1st July 2011 at the discretion of the administration on the basis of an exemption.

The Government of Bermuda Department of maritime Administration has issued a shipping notice to set out the essential requirements for such a system to be accepted in Bermuda ships and the procedures to be followed.

Requirements for acceptance of existing BNWAS

Any system fitted before 1st July 2011 and which does not meet the IMO Performance Standards for such a system, or which cannot be demonstrated to meet them, may still be acceptable in a Bermuda ship provided that the system has:

• A manual ON/OFF facility protected by either a key switch, password system, or a location in the master’s cabin,
• A dormant period of between 3 and 12 minutes once switched on,
• A visual indication and an audible alarm in the wheelhouse at the end of the dormant period, but the first 15 seconds of alarm may be visual only. The visual alarm should be a flashing indication visible from all operational positions on the bridge where the OOW may reasonably be expected to be stationed. The colour of the indication(s) should be chosen so as not to impair night vision and dimming facilities (although not to extinction) should be incorporated,
• A first stage audible alarm which sounds on the bridge at the end of the visual indication period which has its own characteristic tone or modulation intended to alert, but not to startle, the OOW. This alarm should be audible from all operational positions on the bridge where the OOW may reasonably be expected to be stationed. This function may be engineered using one or more sounding devices,
• Arrangements so that if the alarm is not reset it is transferred to the backup officer’s cabin and/or the Master’s cabin within 30 seconds,
• Arrangements so that if the alarm is not reset within 30 to 90 seconds from the first visual indication in the wheelhouse, (3 minutes for larger vessels) the alarm sounds in public spaces such as mess room, ship’s office, conference room etc.
• An alarm which sounds in the locations of the Master, officers and further crew members capable of taking corrective action at the end of the bridge audible alarm period which is easily identifiable by its sound and should indicate urgency. The volume of this alarm should be sufficient for it to be heard throughout the locations above and to wake sleeping persons,
• An alarm reset function provided in the wheelhouse which may be either a push button, and / or movement detector or similar in positions providing a proper lookout,
• An emergency call facility which activates the final alarm stage.
• A timing accuracy of the system within 5% or 5 seconds whichever is less,
• An indication of any power supply failure to the system with means to provide a repeat of this indication on any central alarm panel if fitted.
• Means of activating the reset facility which is only be available from positions on the bridge that provide a proper lookout and preferably adjacent to visual indications. Means of activating the reset function should be easily accessible from the conning position, the workstation for navigating and manoeuvring, the work station for monitoring and the bridge wings.
• The operational mode indicated to the officer of the watch,

For more information and to find out how to submit a request for exemption then read the full document on the Bermuda Ship Registry website.

Navgard™ - World's No.1 BNWAS

If you do not already have a BNWAS onboard your vessels or if you find that your existing system is not exempt from the BNWAS regulations then Martek Marine can help you comply.

Navgard™ is the World's No.1 BNWAS with Type Approval from all the major classification societies ensuring that you can fit the same system across your whole fleet, irrespective of who your vessels are classed by.

Find out more about Navgard™ BNWAS.

Does Your Existing Dead Man Alarm Comply With SOLAS BNWAS Requirements?

There are a number of companies who already have a simple dead man alarm or similar type of system installed on some of their vessels and are unsure whether or not this is sufficient for compliance with SOLAS Regulation V/19 BNWAS requirements.

In some cases they may be able to get an exemption from the BNWAS regulations but this is not always the case. The existing system still needs to meet certain requirements and so we have produced a checklist of required features to help give you determine whether your existing system is compliant.

The following is only a guide and if you are at all unsure then you should check with your relevant class society or flag authority.

• System should have 3 operation modes - Automatic - system comes into operation when ships heading or track control system is activated; Manual ON and Manual OFF.
• Alarm system to have a configurable dormant period of 3-12 minutes.
• The reset function or alarm cancellation can only be located on the bridge. 
• First level Alarm - Initially a visual indication on the bridge followed 15 seconds later by an audible alarm if system not reset.
• Second stage Alarm - remote audible alarm in Masters(compulsory) and other Officers quarters(as required).
• Third level Alarm - remote audible alarm at locations designated general crew areas.
• All alarms should be easily identifiable by its sound and should indicate urgency. Volume should be significant enough to wake people up and be tone selectable.
• The reset function should, by single operator action, cancel all visual and audible alarms and initiate a further dormant period.
• Resets should be tamper alarmed and designed to prevent continual activation.
• System should have an emergency call function which will activate Level two and esclalate to Level 3 alarms in remote locations.
• System should be security protected so that access to the system configuration is only available to the Master.
• System should be powered by ships main power but MUST have a battery back up giving a minimum of 6 hours usage.
• Inputs should be available for additional reset devices for connection to bridge equipment capable of generating reset signals as verified by the appropriate approved bodies.
• Output(s) should be available for connection to bridge visual and audible alarms and equipment.

If you find that the above checklist shows that your current deadman alarm system does not fully comply with the requirements of SOLAS Chapter V Regulation 19 then we would be delighted to discuss your requirements with you to see how we can help.

Navgard™ – our bridge navigational watch alarm system (BNWAS) – was designed specifically for compliance with these regulations and is Type Approved by all the major classification societies to meet the performance standards outlined in MSC.128(75) and IEC 62616:2010.

You can find out more about Navgard™ by visiting the BNWAS product page on our website.

MPA Singapore Rule Out Use of Motion Sensors on BNWAS for Their Vessels

The Maritime and Ports Authority of Singapore has clarified the issue of use of motion sensors as a method of confirming OOW activity to reset a BNWAS on Singapore registered vessels.

MPA Singapore has taken a similar viewpoint to Lloyd’s Register in that they do not see motion sensors as providing an indication of the awareness of the Officer of the Watch (OOW).

MPA Singapore state:

“A motion sensor would not meet the design criteria for reset function in accordance with MSC.128(75). As stated in paragraph 6.2.2, "Reset devices should be designed and installed so as to minimise the possibility of their operation by any means other than activation by the OOW.

In the case of BNWAS, the OOW may not be the only trigger for the motion sensors, in particular, in consideration that the ship is moving, and in rough seas the rolling could be severe, resulting in curtains swaying, falling objects in bridge, etc, all which may trigger the motion sensors. Also, having motion sensors would add an additional device to the alarm system, which would then require testing and approval that they can function properly in a shipboard environment as part of the alarm system.

The intent is also clearly stated in the above para 6.2.2, that the activation by the OOW positively is preferred, not via a passive means such as motion sensors. The resolution also actually provides an example of where the reset button could be located, eg chart table or ECDIS, where the OOW would be for considerable periods of time and therefore could easily reach out to reset the alarm. The aim is to include simple reset devices which would not be prone to false resets or failure and for the OOW to have complete awareness of the need to actively reset the alarm. Motion sensors will take away this awareness.

Please refer to our shipping circular no. 21 of 2010 on BNWAS.”

Navgard™ - Lloyd’s Register (LR) Type Approved BNWAS

The LR Type Approved version of the Navgard™ BNWAS has been designed and approved to operate without the use of motion sensors. Instead, the system operates with manual push buttons to reset the BNWAS at the prescribed intervals to meet with LR requirements.

The criteria that the systems meets for Lloyd’s Register Type Approval also means that it is ideal to meet the requirements of the Singapore MPA.

Find out more about Navgard LR Type Approved BNWAS.

Lloyd’s Register Requirements for BNWAS

An updated version of this article is now available - click to view updated article.

Anyone who has any of their vessels classified by Lloyd’s Register of Shipping should be aware of one very important requirement that the classification society has stipulated for BNWAS.

While many BNWAS use passive infra red (PIR) sensors to detect movement on the ship’s bridge as a way of automatically resetting the BNWAS, LR do not recognise this technology as an acceptable method of determining the awareness of the OOW.

In their Rules and Regulations for the Classification of Ships, Part 7, Chapter 9, Section 4.2 – Navigational Arrangements and Integrated Bridge Systems, LR state:

4.2.3 Acknowledgement of any alarm is to automatically reset the time interval between warnings. Manual adjustment of controls may also be used for this purpose. Manual adjustment of controls and navigation equipment is to automatically reset the watch safety interval timer. Reset arrangements based on the detection of movement in the bridge are not considered to satisfy this requirement or to confirm well-being and watch-keeping awareness.

In further clarification on this issue Lloyd’s have said:

“Paragraph 4.1.3, 5.1.4, 6.2.2 & 6.2.3 of the performance standard adopted by IMO by its MSC. Res. 128(75) provides the requirement on the reset facilities of BNWAS.

We understand these requirement as such that the reset functionality may be provided by either physical reset push buttons at Officer of the Watch(OOW)’s proper look out positions, e.g. conning position, navigation operation & watch station (radar & ECDIS workstation), wings, etc., or by input from other equipment on the bridge capable of registering operator’s action in positions giving proper look out, e.g. operation of radars or ECDIS.

Movement of OOW (or other thing) detected by the motion sensors in wheelhouse is not sufficient to demonstrate the OOW’s mental alertness as required by 4.1.3.3.

The BNWAS is required to be of a type approved by the Flag administration, therefore the justification of using motion sensors as reset facilities for BNWAS is to be given by the relevant Flag authority.”

Navgard™ - Lloyd’s Register Type Approved BNWAS



Navgard LR Type Approved BNWAS

Martek Marine’s Navgard™ BNWAS is available in versions both with and without PIRs. The version of the system that does not use motion detectors uses manual reset buttons instead and is fully Type Approved by Lloyd’s Register.

The version of the system that incorporates PIRs has Type Approvals from a range of other classification societies who have not interpreted the performance standards in the same way as LR and as such allow motion detection as a simpler and less stressful form of indicating activity on the bridge.

By having a system available in versions that can operate with or without PIRs and that has a full range of Type Approvals from all the major Classification Societies it means that you can source your BNWAS from just one supplier even if you have a variety of classed vessels. This can save you a great deal of time and effort.

Find out more about the Navgard™ BNWAS.

What Can You Learn from the Danish BNWAS Experience?

While the international shipping community is starting to turn its attention to how it will comply with the latest amendments to SOLAS V/19, Denmark has had a national requirement of a BNWAS on Danish ships for some time. The Danish implementation started in March 2003 for ships with gross tonnage below 500 and thereafter gradually for larger ships. By 1st March 2006, the national requirement was in force for all ships.

At the fifty-second session of the IMO’s Sub-Committee on Safety of Navigation looked at the human aspect of BNWAS. The Sub-Committee was asked to look at how they could enhance the safety of navigation while still taking into account the human element. In response to this, Denmark has taken a look at the use of BNWAS on Danish ships and on how navigators view the system they use.

In the winter of 2006-07, the Danish Maritime Authority issued a questionnaire to get feedback on the use of BNWAS on Danish ships. 237 responses were received from OOW’s familiar to the use of BNWAS.

Summary of Results

• 93% of the navigators answered “Yes” to the question: “Do you regard the BNWAS to be part of the safety equipment on the bridge protecting the ship and her crew?” This clearly indicates that the OOW’s generally regard the BNWAS as a factor that enhances the safety of navigation.

• In most cases the procedures and routines for Bridge Resource Management on board the ships had been changed to ensure proper use of the BNWAS.

• The number of times the BNWAS had been activated varied according to the way the alarm was reset. Approximately half of the received answers were given from ships equipped with reset button system only. A reset button must be activated manually in order to reset or postpone an alarm.

• On ships with a reset button system, an innumerable number of alarms were seen or heard.

• BNWAS was in many cases only reset after the alarm was activated. The OOW on such ships generally felt the BNWAS to be a source of irritation and distraction. In total, approximately 20% of the OOW’s found the BNWAS irritating due to the many alarms.

• On ships with a system including activity sensors that detects movement on the bridge, the BNWAS gave very few alarms. Furthermore, the OOW on such ships generally viewed the BNWAS to be reassuring. No element of irritation was found in the answers in connection with this type of BNWAS.

Conclusion

Based on the views expressed in the questionnaires, a BNWAS that incorporates activity sensors rather than only a reset button should be installed on your vessels. This will reduce the number of alarms and avoid unnecessary stress and inconvenience to the OOW. This, however, is not an option for any of your vessels that are classed by Lloyd’s Register who have advised that the use of passive infra red (PIR) motion sensors is not acceptable for compliance with SOLAS V/19. All other Classification Societies will accept this form of activity detection.

Only 0.1% of all alarms went to the second stage giving audible alarm in the back-up officer’s and/or master’s locations. No alarms went to third stage giving audible alarm in the locations of further crew members.

How Can Martek Marine Help You?

Navgard, Martek Marine's fully Type Approved BNWAS, is available either with or without the use of PIR motion detectors. This gives you the choice, should your class society allow it, of the most convenient method of compliance for your ships and their crew.

The system is Type Approved by all of the major classification societies, including Lloyd's Register, meaning you can find a BNWAS for your whole fleet from one supplier, even if your vessels are classed by a variety of societies with differing rules.

For more information, click on the links below:

Navgard - Fully Type Approved BNWAS

More information about BNWAS

ClassNK Give Clarification on BNWAS Installation

Japanese classification society ClassNK has released technical information to help clarify the criteria vessels under its class should meet with regards to the installation of bridge navigational watch alarm systems (BNWAS).

The requirements for a BNWAS were laid down in amendments to SOLAS Chapter V Regulation 19 and the performance criteria for these BNWAS were outlined in MSC.128(75) – Performance Standards for a Bridge Navigational Watch Alarm System (BNWAS). Most of things covered in NKK’s guidelines are the same as in the MSC.128(75) performance standards, however, NKK have given extra detail on a couple of areas to make the requirements more explicit.

The first area of clarification is given in section (1) (ii). Whereas MSC.128(75) only says that the reset function should be easily accessible from the bridge wings, the NKK guidelines explicitly state that one reset device should be provided on each bridge wing unless it is easy to reset a first stage alarm using a nearby reset device in the wheelhouse.

The other area where NKK go into more details is in section (2)(ii). MSC.128(75) only describes the location for 2nd and 3rd stage alarms as ‘locations of the Master, officers and further crew members capable of taking corrective action’. NKK give much clearer guidance by saying the 2nd stage alarms should be located in the Captain’s bedroom and Deck officer’s cabin while the 3rd stage alarm should be located in the Officer’s Mess room, Saloon, Recreation room and Ship’s office.

Even if your vessels are not classified with NKK, you may still find these guidelines useful in providing insight to how one classification society views an area of the performance standards that it feels needs extra clarification.

The full text of the guidelines is as follows:

Guidelines for BNWAS Installation

(1) Reset devices:
(i) At least one reset device should be provided near each conning position in the wheelhouse.
More reset devices may be provided to the workstations for navigation, manoeuvring and monitoring in order for safe and effective operation, if desired.
A reset function may be initiated by motion sensors and navigational equipment such as radar, auto-pilot, ECDIS, INS, etc.
(ii) One reset device should be provided to each bridge wing.
Where it is easy to reset a first stage alarm by a reset device located nearby in the wheelhouse, reset devices are not required to be fitted at bridge wings.

(2) Visual indicators and First stage audible alarms
(i) A visual indicator and first stage audible alarm are to be provided in the wheelhouse.
When they are combined with a reset device, individual visual indicators and first stage alarms are not required.
(ii) A visual indicator and first stage audible alarm are to be provided in the bridge wings.
Where a reset device is not provided in the case of 1(ii) above, the following functions are required:
- Flashing indicator in the wheelhouse should be visible from an operational position on the bridge wing; and
- First audible alarm in the wheelhouse should be audible from an operational position on the bridge wing.

(3) Second stage audible alarms and Third stage audible alarms
(i) Second stage audible alarms should be located in the Captain's bedroom and Deck officer's cabins.
In cases where there are three deck officers on board, one deck officer for duty may be selected from the main panel and the alarm in the Captain's bedroom may be changed to a third stage one.
(ii) Third stage alarms should be located in the Officer's Mess room, Saloon, Recreation room and Ship's office.

(4) BNWAS should be supplied by both an AC source (Main and Emergency source) and a DC source (ship's batteries or batteries contained within the device).

(5) BNWAS for ships constructed on or after 1 July 2011 are to be connected with the following mandatory equipment required by SOLAS.
(i) Heading Control System and Track Control System
(ii) Voyage Data Recorder (VDR)

(6) With respect to small ships, BNWAS installations may be designed according to relaxed requirements in cases where such requirements are specified by the Flag State.

(7) An emergency call facility may be provided.

Navgard™ - Martek Marine’s Type Approved BNWAS

Navgard™ is Martek Marine’s answer to compliance with the BNWAS requirements. It is Type Approved with a number of the major classification societies as well as meeting with MSC.128(75) and IEC 62616:2010 performance standards.

Navgard™ BNWAS – Click to find out more.

What is BNWAS?

A BNWAS is required under the amended
terms of SOLAS Chapter V Regulation 19

The term BNWAS is an acronym for the term Bridge Navigational Watch Alarm System – a safety system made mandatory in amendments to SOLAS Chapter V Regulation 19 and adopted on 5th June 2009 by Resolution MSC.282(86).

As outlined in the performance standards MSC.128(75) - “The purpose of the 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 (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW becomes incapable of performing the OOW’s duties. This purpose is achieved by a series of indications and alarms to alert first the OOW and, if he is not responding, then to alert the Master or another qualified OOW. Additionally, the BNWAS may provide the OOW 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.”

When Is Your Deadline for Compliance

The amendments to SOLAS Chapter V Regulation 19 state that a bridge navigational watch alarm system (BNWAS) should be installed as follows:

• cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size constructed on or after 1 July 2011;
• passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey* after 1 July 2012;
• cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the first survey* after 1 July 2012;
• cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first survey* after 1 July 2013; and
• cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey* after 1 July 2014.

A bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration.

When Should You Install?

BIMCO has advised its members to fit systems at their vessels’ next dry docking ahead of the mandatory implementation dates and not wait for annual surveys within the compliance window.

How Can Martek Help You Comply?

Navgard - BNWAS

The Navgard™ bridge navigational watch alarm system (BNWAS) from Martek Marine has been designed specifically to comply with the requirements of the newly amended SOLAS Chapter V Regulation 19.

• Type Approved by all major classification societies
• Control panel mounted PIR
• Simplest system to install
• On-board data logging and approved VDR output

To find out more about the Navgard™ bridge navigational watch alarm system (BNWAS) click here to visit our website.