15 OCT 2019
Your cyber security is only as strong as your weakest link. A number of pieces of electronic equipment on board depend on information received from other electronic systems for effective operations.
10 OCT 2019
Seafarers should be able to fully rely on the IMO-mandated life-saving appliances and equipment at their disposal, says the IMO.
08 OCT 2019
Don’t let your guard down. Observe the approaching vessel and know when to take action.
07 OCT 2019
After a drop in the number of dengue cases in 2017-18, 2019 has seen a sharp increase and countries in South America and South-East Asia are currently the most seriously affected.
01 OCT 2019
When the risk of collision is assessed using a series of compass or radar bearings, it is important to understand its limitations, both at short and long range.
01 OCT 2019
In an effort to assist ships unable to re-route away from the Sulu-Celebes Sea and eastern Sabah region, ReCAAP ISC has published a new guidance with measures to aid the prevention of crew abductions.
25 SEP 2019
Act early. Act large. There have been several collisions in crossing situations where the give way vessel waited too long to make the course alteration.
17 SEP 2019
From Gard’s database on navigation incidents we see that the likelihood of having an incident remains the same in open as well as restricted waters. While the bridge watchkeeping is at its optimum level when navigating in coastal waters, it gets compromised both in terms of manpower and the situational awareness of the navigator as soon as the vessel enters open waters.
In an effort to protect vessels from piracy attacks at Douala anchorage, the Government of Cameroon has decided to supply armed guards, free of charge, that will stay onboard a vessel for the duration of its stay at the anchorage.
Yes. Reducing the speed of the vessel will give the Officer of the Watch (OOW) more time to think and act.
Operating a wrong valve on cargo piping can have serious consequences, most notably pollution, cargo contamination and even an explosion.
Masters and crews are urged to stay vigilant and implement proper security procedures to prevent unlawful access to the ship in South African ports.
The 2019/20 Brown Marmorated Stink Bug season is here and vessels arriving in New Zealand and Australia from countries with established stink bug populations must prepare for increased surveillance and inspection. Last season, New Zealand turned away four contaminated vessels from its waters.
The answer is cargo samples, particularly manifold samples.
An assessment by Norwegian authorities finds that its maritime and oil and gas sectors have recently been victims of cyber campaigns specifically targeting companies in the US, Europe and the Middle East and advise companies to be prepared for continuous activity in the short to medium term.
A number of shipping, refining, fuel supply and standards organisations have worked together to produce Joint Industry Guidance on the supply and use of 0.50% - sulphur marine fuel released on 20 August 2019.
In Gard we see that almost 50% of the cargo loss cases are a result of cargo contamination. Many of these are due to vapour contamination. Vapour contamination may occur due to migration of vapour between incompatible cargoes via the IG lines or from pre-existing vapours from the last cargo in the tank.
From 20 August 2019 Masters must make sure vessels’ automatic identification systems (AIS) are active and transmit the correct information when navigating in Indonesian territorial waters.
Where does the danger lie? When measuring dangerous gases prior to enclosed space entry, we need to take into account the relative weight of the gas when compared to air. For example, we need to be aware that methane is lighter than air, carbon monoxide is the same weight and hydrogen sulphide is heavier than air. This difference in molecular weight requires gas measurements to be taken at different heights of the enclosed space to ensure thorough gas measurement prior to man entry into enclosed space.
The U.S. Coast Guard (USCG) has released updated versions of their marine casualty reporting forms, commonly referred to as the “CG-2692” and Addendums. Members are encouraged to use the most recent version of the reporting forms in future marine casualty reporting and ensure that relevant crews and operational personnel understand the casualty reporting requirements.