He could not see / detect the vessel by all available means including visual early enough as per previous articles.
And yet the Little spittle asked him if Mutin could sea the huge anchor of Stena or may be the chain of the anchor .
And according to cretin Little by not seeing this important items Mutin could not determine if Stena was or was not at anchor. And fellow Mutin was supposed to detect this important details in given visibility and state of daylight. Interesting .
Last time I checked such determination of condition can be made by seeing black ball during day light or anchor lights during night time not to mention other lights. I will skip the other methods for a while .
quote:
Motin was questioned why he had failed to spot the “massive anchor” that was coming out of the Stena Immaculate and if he had seen it.
Motin replied he did not remember and could not recall if he had seen an anchor chain. He argued it may have been hidden by a silhouette or could have been on the other side of the vessel.
end quote
Now some blah blah about BWNAS
BNWAS – Bridge Navigational Watch Alarm System
Regs:
IMO Resolution MSC.128(75) “Performance Standards for Bridge Navigational Watch Alarm System BNWAS”
IMO A.694(17)
IMO MSC.282(86)
SOLAS 74 Regulation V/19
IEC 61162
IEC 60945
IEC 62288
IEC 62616:2010
BNWAS Bridge Navigational Watch Alarm System main objective is to monitor the activity in Wheelhouse and identify any disability of operator which could cause marine accidents.
In particular BNWAS monitors the awareness of 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. Consequently a sequence of warning, indications and alarms alert first the OOW and if he is not responding then alert the Master or another qualified OOW.
Additional the BNWAS may provide the OOW with a means of performing Emergency Calling for immediate assistance if it is demanded.
It is important to be noted that the BNWAS should be operational whenever the Ship’s Heading or Track Control System is engaged and generates valid NMEA 0183 Signal according to IEC 61162, unless inhibited by the Master.
A ship’s Master can inhibit the operation of the Bridge Navigational Watch Alarm System (BNWAS), but this action is restricted by regulatory standards and …safety management system..!!!
According to IMO Resolution MSC.128(75) and related performance standards (IEC 62616), the BNWAS should be operational whenever the ship’s heading or track control system is engaged, “unless inhibited by the Master”.
Key points regarding this capability:
Controlled Use:
While the Master has the authority to inhibit the system (e.g., in specific navigational situations or to prevent nuisance alarms in port), the operating mode and the duration of the dormant period must remain under the control of the Master, often requiring a key or password.
Safety Management Systems (SMS): Company policies and the Master’s standing orders should explicitly define when the system can be inhibited, ensuring it is not disabled unnecessarily.
Automatic Mode Inconsistency:
While some systems have an “Automatic” mode that inhibits the system when the autopilot is off, this is considered unsuitable for compliance with
SOLAS Regulation V/19.2.2.3, which requires the system to be active whenever the ship is underway at sea. ( rem: irrespective on the number of watch keeping personel on the bridge)====>>>STCW check is reuired.
Tamper-Proof Requirements:
While the Master can inhibit the system, the BNWAS must otherwise be tamper-proof to prevent unauthorized disabling by crew members.
In summary, the Master has the authority to inhibit the BNWAS, but they are responsible for its proper use in accordance with safety regulations and …company policy.
Alarm Sequence Stages
Dormant Period (3 to 12 minutes): The system is active but silent, requiring no input.
Visual Indication (0s): At the end of the dormant period, a flashing light appears on the bridge to prompt a reset.
First Stage Audible Alarm (15s after Visual): If not reset, a buzzer sounds on the bridge to alert the Officer of the Watch (OOW).
Second Stage Remote Alarm (15s after First Stage): If the OOW does not respond, an alarm sounds in the Master’s and/or Backup Officer’s cabin.
Third Stage Remote Alarm (90s–3 min after Second Stage): If still not reset, a, loud, distinct alarm sounds in authorized crew member locations (e.g., mess room, cabins). = GENERAL ALARM.
No way to be brief on this topic . No effing way .
Cheers
