Manual BNWAS KW-810 Iss02 Rev10 16-11-11

AMI
A MAARINE (UK) LTD

D
BRIDG
GE NAVIGATION
NAL WA
ATCH ALLARM SYYSTEM
(BNWASS)
KW810
0
© This Manuual and the infformation conntained therein is the propeerty of AMI M
Marine (UK) Ltdd.
It must not be reproduced or othe
erwise disclossed without prrior consent in m AMI Marine (UK) Ltd
n writing from
M
Manual Bridge Navigational
N Waatch Alarm Systtem Iss02 Rev10 16‐11‐11.doccx
Bridge Navigational Watch Alarm System (BNWAS) KW810.
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Document Date Modification Number (where applicable)

Revision Brief Record of Change and Reason for Change
Iss2 Rev1 04.11.10 Complete Update
Rev2 03.12.10 Reviewed Cable Specs
Rev3 05.01.11 Addition of the Autopilot and GPS sentence specifications
Rev4 09.02.11 Clarification on the Autopilot Input
Rev5 21.04.11 Text amendments
Rev6 16.05.11 Updated unit install info and NMEA explanation.
Rev7 24.06.11 Text amendments
Rev8 04.08.11 Addition of the Duty Officer Selector Option.
Rev9 16.09.11 Updated text to ease installation
Rev10 16.11.11 Addition of KW810‐SAB (Sounder Beacon)
NOTE:
All alterations must be verified by re‐authorisation and approval of the complete document.
AMI MARINE (UK) LTD
Unit 2 Tower Industrial Estate

Tower Lane
Eastleigh
Southampton
SO50 6NZ
United Kingdom
Tel No: +44 (0) 23 8048 0450

Fax No: +44 (0) 23 8065 1126
Email: technical@amimarine.net
Web: www.amimarine.net
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Page 4 of 62
Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
IMP
PORTA
ANT WARNI
W NGS
DANGERR: HIGH VO
OLTAGE!
RISK OF E
ELECTRICAAL SHOCK!!
Thhis unit has a high voltage

e source inside.
Disconnect frrom the pow
D wer before removing prottective coverrs.
DO NOT re emove the coovers while the
t unit is swwitched on.
12 Volt
V DC electrrical power on o external units.
u
NOTICE
Compass ssafe distance
e is 1 meter.
NOTICE
No user servviceable partts inside, serrvicing only by
b properly
qualified and certified tecchnical staff.
NOTICE
This manual is for in
nformationall use only, a nd may be changed
c hout notice. This manua
with al should
not be cconstrued as a commitm ment of AM MI Marine (U UK) Ltd. Under no circuumstances doesd AMI
Marine (UK) Ltd assume any ressponsibility oor liability for any errors or inaccuraccies that may appear
in this document. The equip pment shouuld only be used for the t purposees intendedd by the
manufaccturer; any deviation
d from this will vooid the warranty of the product.
p
PPage 5 of 62
2
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CONTENTS
Introduction: ................................................................................................................................ 9
Indications and Operation: ........................................................................................................ 14
Monitor and Alert Panel (MAP): ..................................................................................... 14
Remote Alert Panel (RAP): ......................................................................................................... 15
Watch Alert Panel (WAP) 2nd & 3rd Stage Alarms: ..................................................................... 15
Sounder Beacon (SAB) 3rd Stage Alarms: ................................................................................... 15
Duty Officer Selector (DOS): ...................................................................................................... 16
Operation: .................................................................................................................................. 17
Dimensions:................................................................................................................................ 19
Specifications – AMI Proprietary NMEA Output 1:.................................................................... 34
Specifications – AMI Proprietary NMEA Output 2:.................................................................... 36
Specifications – $BWALR Sentence NMEA Output: ................................................................... 37
Unacknowledged Alarm Transfer Interface A.T.I....................................................................... 38
Specifications – Autopilot Dry Contact Input: ........................................................................... 39
Specifications – Autopilot Sentence NMEA Input: .................................................................... 40
Specifications – GPS Sentences NMEA Input: ............................................................................ 41
Fault Conditions: ........................................................................................................................ 42
System Block Diagram: .............................................................................................................. 44
Example Installation Diagram: ................................................................................................... 45
System Block Diagram with DOS:............................................................................................... 46
Certificates of Type Approval and Declaration of Conformity: ................................................. 48
System Terminations: ................................................................................................................ 51
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Introduction:
MARITIME NAVIGATION AND
RADIOCOMMUNICATION EQUIPMENT AND SYSTEMS –
BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS)
The International Standard IEC62616‐Ed1 specifies the minimum performance requirements,

technical characteristics and methods of testing, and required test results, for a bridge navigational
watch alarm system (BNWAS) as required by Chapter V of the International Convention for the
Safety of Life at Sea (SOLAS), as amended. It takes account of the general requirements given in IMO
resolution A.694(17) and is associated with IEC 60945. When a requirement in this International
Standard is different from IEC 60945, the requirement in this standard takes precedence.
The standard incorporates the parts of the performance standards included in IMO resolution
MSC.128(75).
All text of the standard, whose wording is identical to that of IMO resolution MSC.128(75), is printed
in italics, and the resolution and associated performance standard paragraph numbers are indicated
in brackets.
(128/A1) 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 (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 is underway at sea (SOLAS V/19.2.2.3).
The IMO Committee approved the draft amendments to the SOLAS Regulation that requires the
mandatory carriage of a bridge navigation watch alarm system for the subsequent adoption at the
MSC 86. (Amendments to the SOLAS Reg. V/19 ‐ Carriage requirements for a bridge navigational
watch alarm system)
Application: The amendments stipulate as follows:

1st July 2011 on or after for all new builds of 150 gt or over ‐ (keel lay base)
Ships constructed prior to 1st July 2011 will have to fit the BNWAS by the 1st survey after:
1st July 2012 for cargo ships of 3000 gt or over and all passenger ships.
1st July 2013 for cargo ships of 500 gt or over but less than 3000 gt.
1st July 2014 for cargo ships of between 150 gt or over but less than 500 gt.
These requirements also apply to ships not engaged on international voyages.
Page 9 of 62
Bridge
e Navigatio
BNWAS) KKW810.
3 Performance requireme
ents
3.1 Functionalitty
3.1.1 Operationall modes
(128/A44.1.1.1) The BNWAS

B shall incorporatee the followin
ng operational modes:
• Automatic (Automatica
( lly brought into operattion whenevver the shipp's heading or track
control systeem is activatted and inhibbited when th
his system is not activateed)
• Manual ON (In operation n constantly))
• Manual OFFF (Does not operate undeer any circum mstances)
NOTE The Autom matic mode isi not suitabble for use on a ship conforming
c tto regulatio
on SOLAS
V/19.2.22.3 which req
quires the BW
WNAS to be in operationn whenever the
t ship is unnderway at sea.
s
3.1.2 Operationall sequence of

o indicationss and alarmss
3.1.2.1 Dormant pe
eriod
(128/A44.1.2.1) Oncee operational, the alarm system shalll remain dorrmant for a period of beetween 3
and 12 m
min (Td). Seee Figure 1.
(128/A44.1.2.2) At th
he end of thiis dormant pperiod, the alarm
a system
m shall initiatte a visual in
ndication
on the b
bridge.
Figure 1 – Alarm sequuence without acknowle

edgements
3.1.2.2 FFirst stage bridge audible alarm
(128/A44.1.2.3) If noot reset, the BNWAS shaall additionally sound a first

f stage aaudible alarm
m on the
bridge 115 s after thee visual indica
ation is initiaated.
3.1.2.3 SSecond stage

e remote audible alarm
(128/A44.1.2.4) If nott reset, the BNWAS

B shall additionallyy sound a seccond stage re remote audib ble alarm
in the ba
ack‐up officeer's and/or Master's
M locattion 15 s afteer the first sttage audible alarm is inittiated.
PPage 10 of 62
6
3.1.2.4 Third stage remote audible alarm
(128/A4.1.2.5) If not reset, the BNWAS shall additionally sound a third stage remote audible alarm at
the locations of further crew members capable of taking corrective actions 90 s after the second
stage remote audible alarm is initiated.
3.1.2.5 Alarm alternatives
(128/A4.1.2.6) In vessels other than passenger vessels, the second or third stage remote audible
alarms may sound in all the above locations at the same time. If the second stage audible alarm is
sounded in this way, the third stage alarm may be omitted.
(128/A4.1.2.7) In larger vessels, the delay between the second and third stage alarms may be set to a
longer value on installation, up to a maximum of 3 min, to allow sufficient time for the back‐up
officer and/or Master to reach the bridge.
Installation set‐up facilities shall be provided to inhibit the third stage alarm and to increase the
delay between the second and third stage alarms to 3 min.
3.1.3 Reset function
3.1.3.1 Description of reset function
(128/A4.1.3.2) The reset function shall, by a single operator action, cancel the visual indication and
all audible alarms and initiate a further dormant period. If the reset function is activated before the
end of the dormant period, the period shall be re‐initiated to run for its full duration from the time of
the reset.
Single operator action is defined as activating a hard‐key or soft‐key including any necessary cursor
movement.
3.1.3.2 Initiation of reset function
(128/A4.1.3.3) To initiate the reset function, an input representing a single operator action by the
OOW is required. This input may be generated by reset devices forming an integral part of the
BNWAS or by external inputs from other equipment capable of registering physical activity and
mental alertness of the OOW.
For the purposes of this standard, mental alertness means consciously intended operations or
movements (for example performing a function available in the human‐machine interface) for which
there is no risk of automatic generation by vibration or by movement of the ship.
NOTE The IMO subcommittee on the safety of navigation at its 55th session (NAV 55/21) described three methods for
the reset function as follows:
1) by a single operator action from a device forming an integral part of the BNWAS, for example a manually operated
button or a touch screen; or
2) by external inputs from other equipment registering physical activity, for example sensors preferably detecting the
presence and movements of a human body or floor pressure pads detecting movement of a human; or
3) by external inputs from other equipment registering mental alertness of the OOW, for example speech recognition
sensors or changes in the operation of the manual controls of bridge equipment.
3.1.3.3 Continuous activation

Page 11 of 62
(128/A4.1.3.4) A continuous activation of any reset device shall not prolong the dormant period or
cause a suppression of the sequence of indications and alarms.
3.1.4 Emergency call facility and transfer of alarms
(128/A4.1.4) Means may be provided on the bridge to immediately activate the second, and
subsequently third, stage remote audible alarms by means of an "Emergency Call" push button or
similar.
Installation set‐up facilities shall be provided for an “Emergency Call” system.

Facilities shall also be provided to immediately actuate the “Emergency Call” system from other
equipment capable of transferring an unacknowledged alarm by contact closure or equivalent
circuit, or an IEC 61162 interface using the ALR sentence.
NOTE Examples of equipment which are capable of transferring alarms include Integrated Navigation Systems and
Track Control Systems.
IMO Resolution MSC.252(83), paragraph 20.5.1 states: After a time defined by the user unless otherwise specified by IMO,
an unacknowledged alarm should be transferred to the bridge navigational watch alarm system (BNWAS), if available. The
unacknowledged alarm should remain visible and audible.
IMO Resolution MSC.74(69) annex 2, paragraph 5.3.4 states: In the case of any failure or alarm status received from the
position‐fixing sensor, the heading sensor or the speed sensor in use: 1) an alarm should be generated at the track control
system; 2) the system should automatically provide guidance to the user of a safe steering mode; and 3) a back‐up
navigator alarm should be given if a failure or alarm status is not acknowledged by the officer of the watch (user) within
30s.
Page 12 of 62
Bridge
e Navigatio
BNWAS) KKW810.
Extract ffrom MSC12

28 (75)
4.1.2 Operationall sequence of o indicationss and alarmss

4.1.2.1 Once operattional, the alarm system m should rem
main dorman nt for a periood of between 3 and
12 min (Td).
4.1.2.2 At the end of
o this dorma ant period, t he alarm sysstem should initiate a vissual indicatio
on on the
bridge.
4.1.2.3 If not reset, the BNWASS should addditionally sou und a first sttage audible alarm on th he bridge
15 s after the visual indiccation is init iated.
4.1.2.4 If not reset, the BNWASS should addditionally sou und a second stage rem mote audible alarm in
the back‐up p officer’s annd/or Masteer’s location 15 s after the first staage audible alarm is
initiated.
4.1.2.5 If not reset, the BNWAS should addiitionally sound a third sttage remote audible alarrm at the
locations of further creww members ccapable of taaking correcttive actions 990 s after the second
stage remotte audible ala arm is initiatted.
4.1.2.6 In vessels other
o than passenger veessels, the se econd or third stage rem mote audible alarms
may sound in all the above locationns at the sam me time. If thhe second sttage audible e alarm is
sounded in this
t way, the e third stage alarm may beb omitted.
4.1.2.7 In larger veessels, the delay betweeen the secon nd and third d stage alarm ms may be set to a
longer valuee on installattion, up to a maximum of 3 min, to allow sufficieent time for thet back‐
nd/or Master to reach thhe bridge.
up officer an
4.1.3 Reset functiion

4.1.3.1 It should no e to initiate the reset function or cancel any auddible alarm from
ot be possible f any
device, equiipment or syystem not phhysically locaated in areas of the briddge providing proper
look out.
4.1.3.2 The reset fuunction shou uld, by a sin gle operator action, can ncel the visuual indicationn and all
audible alarms and initiaate a furtherr dormant peeriod. If the reset
r functioon is activate
ed before
the end of the
t dormantt period, thee period shou uld be re‐initiated to runn for its full duration
from the timme of the reset.
4.1.3.3 To initiate the reset function, an inpput represennting a singlee operator aaction by the e OOW is
required. Th his input maay be generrated by resset devices forming an integral parrt of the
BNWAS or by b external inputs from other equipment capable of registeering physica al activity
and mental alertness of the OOW.
4.1.3.4 A continuou us activation of any resett device shouuld not proloong the dorm mant period or cause
a suppressioon of the seq
quence of inddications andd alarms.
4.1.4 Emergency call

c facility
Means may be provided on the bridgge to immed diately activa
ate the seconnd, and subsequently
third, stage remote audiible alarms bby means of an
a ‘Emergen ncy Call’ pushh button or similar.
s
PPage 13 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Indicatio
ons and Opeeration:
Monitorr and Alert Panel
P (MAP)::
Controlss:
RESET A
AND TEST Tou
uch Pad.
PUSH FO
OR EMERGEN NCY Touch Pad.
Visual and Audible Indications:

I
 SYSTEM ACTTIVE = Timer is activated..
 SYSTEM FAU ULT = Fault detected.
d
 BRIDGE ALERT = 1st Stage Alarm.
 OFFICER ALEERT = 2nd Sta age Alarm. LDR
 CREW ALERTT = 3rd Sta age Alarm.
 Audible alarrm for all 3 sttages of alar m.
 Audible alarrm for systemm fault = a 1 second beep p every 3 secconds.
 Both ‘RESETT and TEST’ and ‘PUSH forr EMERGENC CY’ pads are illuminated when powerr applied.
 Night Illuminnation level controlled
c byy the light se
ensor LDR.
NWAS MEU enclosure):
Key Swittch Position (Key is located in the BN
OFF M ACTIVE is off.
‐ SYSTEM o
AUTO ‐ BNWAS in standby the SYSTEM M ACTIVE will lazy flash, 6 seconds on and 2 secon
nds off.
AUTO ‐ BNWAS is active thhen SYSTEM A ACTIVE will be
b permanen ntly lit.
MANUA AL ‐ SYSTEM M ACTIVE will be permannently lit.
BRIDGE ALERT, OFFIICER ALERT and a CREW A ALERT:
These arre cancelled and reset by the PIR deetecting movvement in the bridge areea, or by pressing the
RESET AAND TEST pad d on the Mo onitor and Allert Panel (M
MAP) or the WATCH
W ALERRT RESET pa ad on the
Remote Acknowledgge Panel (RAP).
Pressingg the RESET AND TEST pad p on the M MAP or the RESET pads on the RAPss will initiatee a quick
BEEP on owledge the action.
n all bridge units to ackno
SYSTEMM FAULT:
The alerrt can be mu uted by presssing the RESSET AND TESST pad on th
he MAP. Thee SYSTEM FA
AULT will
continuee to be illuminated until the fault is ccleared.
EMERGEENCY CALL:
Press an
nd hold the PUSH FOR EMERGENCY pad for a minimum
m of 1.5
1 seconds. This will initiate the
alarm seequence at the R ALERT stagge but disables the PIR, and then prroceeding ass per the
t OFFICER
normal ttime line seq
quence.
Note! Th
hat only by pressing
p the RESET AND TTEST pad on the MAP or the WATCH ALERT RESE
ET pad on
t emergency call as thee PIR will havve been disabled.
the RAP will cancel the
BRIDGE ALERT TESTT:
Press th
he RESET AND TEST pad for a minim um of 1.5 se econds. The BRIDGE ALEERT is initiate ed for as
long as tthe touch paad is held prressed. SYSTEEM ACTIVE & SYSTEM FA AULT indicattions are also lit. The
OFFICERR ALERT and CREW ALERT T are temporrarily disable
ed to prevent any alarm ooff the bridgge.
Note! TThe sensitivity of the RESET AND TTEST pad is notn as sensitive as the RAP units. This
T is to
reduce tthe chance of
o an acciden
ntal reset of aan emergenccy call.
PPage 14 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Remote Alert Panel (RAP):
Controlss:
WATCH ALERT RESETT Touch Pad.
Visual and Audible Indications:

I
 WATCH ALERT RESET pad is dimly illuuminated
when powerr applied.
 Visual indicaation for all 3 stages.
 Audible alarrm for all 3 sttages of alar m.
 Night Illuminnation level controlled
c byy light
sensor LDR on
o the MAP.
BRIDGE ALERT, OFFIICER ALERT and

a CREW A ALERT:
These caan also be accknowledged
d and reset bby pressing th
he WATCH ALERT
A RESET pad on the RAP.
R
During tthe dormantt period pressing the W

WATCH ALERTT RESET pad on the RAPP will briefly BEEP to
acknowlledge the acttion.
Watch A WAP) 2nd & 3rd Stage Alaarms:

Alert Panel (W
Controlss:
None
Visual and Audible Indications

I Only:
O
 SYSTEM ACTTIVE = Timer is activated..
 WATCH ALERT = 2nd or 3rd Stage Waatch
Alarm.
 Audible alarrm for 2nd or 3rd Stage Waatch
Alarm.
WATCH ALERT:
This can only be acknowledged and
a reset by
attendin
ng the bridgee and pressin
ng the RESETT AND TEST pad
p on the Monitor
M and A
Alert Panel (MAP) or
the WATTCH ALERT RESET
R pad onn the RAP.
AB) 3rd Stage Alarms:

Sounderr Beacon (SA
Controlss:
None
Visual and Audible Indications

I Only:
O
 Visual and audible alarmm for 3rd Stagge Alarm.
PPage 15 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Duty Offficer Selecto

or (DOS):
Controlss:
DUTY OFFFICER SELEC
CTOR Touch Pad.
Visual In
ndications:
 On power up will rotate touch pads
to test the illumination then
t
defaulting too Officer 1.
 Selected Offficer will be illuminated.
DUTY OFFICER:
The dutyy officer will receive an alert
a at the 2 nd stage and all the non‐selected offiicers will the
en
rd
receive tthe alert at the
t 3 stage.
Officer A
Alert Selecto
or I/F (OAS):
Used in conjunction with the DO

OS unit, distriibutes the Duty Officer to
o the selecteed WAP.
PPage 16 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Operatio
on:
Once th
he MEU has been configgured the coover and paadlock in pla ace the Capttain is to sw
witch the
system into the required MODE E and removve both the padlock and d MODE seleection keys and
a keep
them in a secure plaace to preven
nt any unautthorised chan
nges or tamp
pering.
ALERT seequence witthout Ackno owledgemen ts:

Once opperational, th
he Bridge Naavigational W
Watch Alarm NWAS) will reemain dormant for a
m System (BN
period o
of between 3 and 12 min (Td).
At the end of this doormant perio od (Td), the B

BNWAS will initiate a vissual indicatioon only on th
he bridge
i.e. the R
RESET AND TEST
T pad andd the BRIDGEE ALERT indiccation will fla
ash on and ooff for 15 secconds.
If withinn this 15 seecond period (Td +15seec) the BNW WAS is not acknowledgged, the sysstem will
additionnally sound the 1st stage audible
a alarm
m on the brid
dge only for a further 15 seconds.
If the 1sst stage alarm is not ackknowledged (Td +30sec), the BNWA AS will adva nce to the 2nd stage
remote alarm condition where the OFFICEER ALERT/WA ATCH ALERT
T which is ann audible an
nd visual
alarm in
n the designaated Officer’ss and/or Masster’s locatio
on.
If the 2nnd stage alarrm is not acknowledged (Td +120/2 210sec ‐ this is depende nt on how close
c the
Captainss/Masters caabin is away from the briidge), the BN
NWAS will addvance furtheer and go intto the 3rd
stage reemote alarm condition where
w the CRREW ALERT/W WATCH ALER RT which is aan audible and visual
alarm att locations where
w crew members
m cann be alerted to ective actionss.
t take corre
PPage 17 of 62
6
UNACKNOWLEDGED ALARM TRANSFER sequence:

The BNWAS ATI detects the UNACKNOWLEDGED alarm and enables the transfer.
When the transferred unacknowledged alarm arrives, the BNWAS alert is immediately initiated at
the 2nd stage/OFFICER ALERT. The system then follows the alarm sequence at the (Td +30sec).
Pressing a BNWAS RESET touch pad on the MAP or RAP clears the emergency request mutes the
audible alarm & disables further transfers.
This disabling is necessary to prevent triggering the emergency call whilst the bridge is manned.
The BRIDGE ALERT on the MAP and RAP will continue to give the visible alert until all alarms are
acknowledged at their source equipment.
If a new unacknowledged alarm arrives whilst the transfer is disabled the new alarm will not trigger
the BNWAS audible alert as a member/s of the ships staff is/are in attendance on the bridge.
In the event of the NMEA data flow stopping by the source equipment being switched off a timeout
of 32 seconds is used to clear that particular alarm status.
Page 18 of 62
Bridge
e Navigatio
BNWAS) KKW810.
Dimensiions:
MEU Enclosure:
Protection: IP55
5
Housingg: PRESSED STEEL
Weight: 5Kg
Colour: Powwder Coated
300mm 155mm
300mm
270m
mm
ALL FIX
XING
HOLES 10mm
270mm
m
GLAN
ND PLATE
E
PPage 19 of 62
6
Bridge
e Navigatio
BNWAS) K W810.
MAP Un nit:
Protection: IP544
Housingg: Mou ulded ABS
Weight: 0.5K
Kg
Colour: Beigge or Black
Installin
ng the MAP.
First deccide on the lo
ocation and the orientat ion of
the basee assembly.
There arre two moun

nting optionss, Desk‐top aand Wall
mount.
There arre 2 glands supplied if ussed 2 x 14mm

m holes
are requ
uired to allow
w fitting.
Once the route and entry of the cables has bbeen

made, sccrew the basse assembly to the requi red
location and feed the cable in.
Cut backk the outer sheath

s by 10 to 15cm andd trim
back thee screen to ensure
e that there can be no
groundinng of the PCB.
Terminaate the cablee as per the system termiination

sheet on
n page 39.
PPage 20 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
SK3 SK11 MAP
FAULT
ACTIV
CREW
SW IL
SK1
EMER
+12V
12V SK2
BEEP
BRID
GND
LDR
ACK
OFF
1 2 3 4 5 6 1 2 3 4 5 6
1
6
The cable from the BNWAS MEU U to the Moonitor and Alert Panel (MMAP) require s 12 cores screened so
either a 12 core screeened or 6 co upply as stan dard 6 core screened.
ore screenedd x 2 are suitable. AMI su
The screeen should be grounded to the base pplate or encllosure only. There
T is no ggrounding in the MAP.
Notice iss to be obserrved that the

e terminals w p to 2.0mm2 conductors..
will accept up
Once th he cable hass been term minated andd connected correctly align the MA AP unit to the
t base
assemblly, press firmmly and alloww the side caatch to hold the MAP in place. Oncee the MAP iss in place
turn thee locking screews on the la
atch mechannism 90 degre ees to lock th
he MAP in pllace.
PPage 21 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
RAP, WA AP and DOS Units:

Protection: IP655
Housingg: Mou ulded ABS
Weight: 0.2K
Kg
Colour: Beigge or Black
Installin
ng the RAP an nd WAP unitts.
First deccide on the lo
ocation of th
he base assem
mbly and maark out the lo
ocation of thhe 2mm pilott holes.
Using 4 x 3.5mm x 12mm screwss (not supplieed) attach th

he unit to its location.
The panel can be hung from the base unit byy the use of the
t 2 white nylon
n tabs.
Cable en ntry can eith

her be from behind direcctly into the base or from
m outside onn the bulkhe
ead using
the 2 glaands supplied. The glands require 14 mm holes inn to the base to allow fittting.
PPage 22 of 62
6
Once the route and entry of the cables has been made, screw the base assembly to the required
location and feed the cable in.
Cut back the outer sheath by 10 to 15cm, if more than one unit is installed in the circuit prepare
each cable and link and insulate the screen to ensure that there can be no grounding to the PCB.
Terminate the cable as per the system termination sheet on page 39 for RAP and page 41 for WAP.
The cable from the BNWAS MEU to the Remote Acknowledge Panel (RAP) and the Watch Alert Panel
(WAP) requires 5 core screened minimum. AMI supply as standard a 6 core screened cable.
The screen should be grounded to the base plate or enclosure only. There is no grounding in the units.
Multiple units should have their cable screens linked to provide the best possible protection along the
entire circuit length.
Due to AMI’s unique manufacturing of the RAP and WAP units, this allows maximum flexibility with the
cable installation. The RAP units, 2nd stage WAP units and 3rd stage WAP units can be installed in any
combination of parallel and series as shown in the following example diagrams.
Notice is to be observed that the terminals will accept up to 2.0mm2 conductors.
RAP Unit:
BRIDGE ACK RAP 1 RAP 2

SK4 SK1 SK2 SK1 SK2
+12V
GND
AUD
ACK
LED
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
1 5
RAP 3
SK1 SK2
1 2 3 4 5 1 2 3 4 5
Page 23 of 62
WAP Unit 2nd Stage:

OFFICER ALERT 2ND STAGE WAP 1 WAP 2
AUD/SW
ACTIV SK10 SK1 SK2 SK1 SK2
+12V
GND
LED
SW
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
1 6
WAP 3
SK1 SK2
1 2 3 4 5 1 2 3 4 5
WAP Unit 3rd Stage:
MEU
WAP 1 WAP 2
CREW ALERT 3RD STAGE
SK8 SK1 SK2 SK1 SK2

ACTIV
+12V
GND
AUD
ALM
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
1 5
Page 24 of 62
Bridge
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BNWAS) KKW810.
OAS Offficer Alert Se

elector Interfface:
Removee the 4 x screew caps and screws

s to acccess the basse.
Make 2 holes in the base and secure the encclosure.
The unitt can be orientated as ne
ecessary.
3RD STAGE MEU 2ND STAGE
E BNWAS OFFICER ALERT
T SELECTOR INTE
ERFACE OAS
CREW ALERT
T OFFICER ALERT
A
SK8 SK10 SK5 SK2 OFFICER
O 3 SK4 OFFICER
R1
1 2 3 4 5 1 2 3 4 5 6 1 2 3 4 5 6 1 2 3 4 5 1 2 3 4 5
S OFFICER 4
SK1 SK3 OFFIICER 2
1 2 3 4 5 1 2 3 4 5
WAP 4 W
WAP 1
SK1 SK2 SK1 SK2
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
SK1 WAP 3 SK2 SK1 W

WAP 2 SK2
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
PPage 25 of 62
6
DOS Duty Officer Selector Unit:

MEU DOS
SK12 SK8 SK1
ACTIV
+12V
GND
AUD
SW POS1
ALM
1 2 3 4 5
SW POS2
1 5
SW POS3
GND COM
The cable from the BNWAS MEU to the Remote Acknowledge Panel (RAP) and the Watch Alert Panel
(WAP) requires 5 core screened minimum. AMI supply as standard a 6 core screened cable.
The cable screen should be grounded at the MEU either on the base plate or the enclosure only. There
is no grounding to be done in the peripheral units.
Multiple units should have their cable screens linked to provide the best possible protection.
Due to AMI’s BNWAS unique manufacturing the BNWAS allows maximum flexibility with the cable
installation. The units can be installed in parallel and series as shown in the previous figures.
SYSTEM FAULT Extension:
SK9 Main Electronics Unit

3RD STAGE
CREW ALERT
4TH STAGE
ALARM
SYSTEM
FAULT
DATA 1 DATA 2 DATA 3 DATA 4 ALM 1 ALM 2 ALM 3 ALM 4

SK1 SK2 SK3 SK4
1 4 1 4 1 4 1 4
ATI
Normally when a system fault occurs, the SYSTEM FAULT indication will illuminate and the buzzer will
give a short beep every 2 seconds.
However it is possible to forward the alert to the Captain or duty officer of the system fault by linking
the system fault relay output from SK9 ‐ 5&6 on the MEU to the Alarm Transfer Interface SK3 ‐ 1&2.
This will initiate the system alert at the 2nd stage.
Page 26 of 62
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BNWAS) KKW810.
Specificaations – PIR::
Inputs:
12 VDC aat 28mA
Outputss:
Motion Detected
Controlss:
None
Terminaal: NC (alarm
m relay)
Normally closed until movementt detected.
Visual In
ndications:
The dual colour LED is used to signal various alarm and trouble messages.
None: N
No detection
Flashingg green: PIR walk‐test

w detection.
Steady rred (5 s): Mo

otion detection
Flashingg red and gre

een (alternattely): Initial w
warm‐up rou
utine (stops 30 seconds aafter power up).
Note! Iff the LED ma

aintains alterrnate red andd green flash
hing beyond the warm‐upp period, a
malfuncction has beeen diagnosedd. Replace thee unit withouut delay.
Installattion: Bulkheaad surface orr corner.
Mountin
ng Height: Up
U to 2.4 m (8
8 ft.)
Max. Co
overage: 12 m (40 ft.) dia
agonal size / 90°
Mass Im
mmunity: Imm ects weighinng up to 36 kg (80 lb.)
mune to obje
Vertical Adjustmentt: 3‐position adjustment scale: 1.8 m (6 ft.),

2.1 m (77 ft.) and 2.4 m (8 ft.).
PPage 27 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Installattion Hints
To minim mize false deetections:
In additiion, a few im
mportant rule
es must be o bserved
while seelecting a moounting locattion:
If two PIIR units are installed in th

he bridge theey should
not facee each other and must be e mounted att least 2
meters aapart.
Do not install the PIR

R units in pla
aces where oone of the
two deteector circuitss detects con
nstantly or
intermitttently, due to
t environme ental interfeerence.
Mountinng
Removee the front co
over as show
wn below.
Coverr and PCB Reemoval
Loosen tthe vertical adjustment

a screw,
s slide tthe PCB dow
wn and removve it via the “keyhole”.
Pull the PCB straightt out and putt it aside unttil required again.
a
Refer to
o the followin
ng figure and
d punch out tthe mountin ng knockouts at the rear w
wall of the base
b (for
surface mounting) or
o at the angled sides of tthe base (forr corner mou
unting).
Inside View
w
Punch out any one of

o the wiring knockouts sshown above
e.
PPage 28 of 62
6
Hold the base against the bulkhead at the selected installation location, mark the points for drilling
and drill the pilot holes.
Pass the wires through the wiring inlets into the base and attach the base to the bulkhead.
Return the PCB to its place within the base.
For multi PIR installations, to join and complete the return of the detection loop wire use one of the
spare terminals internal to the PIR e.g. TAMP alternatively another method of joining the detection
return loop to ensure a continuous loop is to use an insulated butt crimp or any other similar
method ensuring that the connection is insulated from the internal circuitry of the PIR PCB.
Single PIR Dual PIR

MEU SK6
MEU SK6 To join and complete the return of
+12V
the detection loop wire use one of
GND
GND
+12V
DET
GND
GND
DET
1 4 1 4 the spare terminals internal to the

PIR e.g. TAMP as below.
TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C.
+ ─ + ─ + ─
PIR 1 PIR 1 PIR 2
Triple PIR
MEU SK6 To join and complete the return of Or using an insulated butt crimp or
+12V
the detection loop wire use one of any other method ensuring that the
GND
GND
DET
1 4 the spare terminals internal to the connection is insulated from the

PIR e.g. TAMP as below. internal circuitry of the PIR PCB.
TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C.
+ ─ + ─ + ─
PIR 1 PIR 2 PIR 3
The cable from the BNWAS MEU to the Motion Detectors requires 4 cores screened.
AMI supply as standard 6 cores screened.
The screen should be grounded to the base plate or enclosure only. There is no grounding in the PIR.
Multiple units should have their cable screens linked to provide the best possible protection.
Page 29 of 62
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BNWAS) KKW810.
Vertical Adjustmentt:
To mainntain maximu um coverage e range the vvertical adjusstment scalee must be adj
djusted in acccordance
with thee actual mounting heightt (refer to beelow figure).
Loosen tthe vertical adjustment
a screw
s and sliide the printted circuit bo
oard up or doown until thee pointer
shows thhe actual mo ounting height on the scaale.
When do one, re‐tightten the screw
w tight.
Verrtical Adjustm
ment
Setting tthe Motion Event Countter:

wish to set the PIR detector for maxximum false
If you w e detection immunity, shhift DIP switch No. 1
(SW‐1) tto ON. In thiss position, tw
wo consecutiive motion events
e are required to tri p the PIR detector.
Detectio on Walk Testt

Rotate tthe MW RAN NGE control fully
f counterr‐clockwise to
o MIN.
Verify thhat DIP switcch SW‐2 is seet to ON (thee LED is enabled).
Install th
he front coveer in place.
Walk accross the deetector’s fie eld of view in differentt directions, at various distances from
f the
detectorr, and verifyy proper dete ection throuughout the detector's
d co
overage areaa (the red ligght glows
for 1.3 to 5 seconds)).
When done, removee the cover and a set DIP switch SW‐2 2 to OFF to prevent
p any possible polllution of
the officcer’s night vision.
Remoun nt the cover and
a fasten itt to the base using the smmall screw att the bottom
m.
Mode Seelector
The DIP switch modee selector is mounted onn the unit’s PCB.
P
SW‐1 OFF Onee motion eve ent trips the PPIR
ON Twoo motion eve ents trip the PIR
SW‐2 OFF The LED is disabled. Recomm mended for night
n vision.
ON The LED is enablled permaneently.
SW‐3 OFF Not used and to be left in thhe OFF position.
ON Not used and to be left in thhe OFF position.
SW‐4 OFF Output relay opens upon mootion event.
ON Output relay opens upon mootion event and a also whe en a PIR faultt is detected
d.
Recomm
mended posiitions
SW‐1 ON Two
o motion eveents trip the PIR.
SW‐2 OFF The LEDs are dissabled. Recom mmended fo or night vision.
SW‐3 OFF Not used and to be left in thhe OFF position.
SW‐4 ON Output relay opens upon mootion event and a also whe en a PIR faultt is detected
d.
PPage 30 of 62
6
Bridge
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BNWAS) KKW810.
Specificaations – SAB
B:
Protection: IP65
5
Housingg: Mouulded ABS
Weight: 0.5K
Kg
Colour: Red with Red Le
ens
The KW8810‐SAB can n be used in an adjacent passage way to the Ship ps Office, Offficers Mess Room or
ocations whicch may be coonsidered suitable for 3RDD stage alertss.
Lounge aand other lo
For the llower volum

me levels of between 64 aand 99 dB(A) use the follo
owing switchh setting;
00111. ((As shown in the figure below). 1 = O N, 0 = OFF
For the h
higher volum
me levels of between
b 70 and 109 dB(A) use the fo
ollowing swittch setting;
00110.
Adjust th
he volume to evel using thee pot. CCW  for minim
o required le W  for maximum.
mum and CW
Optio
on Switch KW810-SB
FLASHNI
SK9 MEU
External Ship Supply +
3RD STAGE
+24VDC C +
CREW ALERT
0VDC
C ‒
12345
4TH STAGE
ON
‒
ALARM
‒
SYSTEM +
‒
FAULT
Volum
me Control ON
N
Butt Joint/Terrminal Block

12345
00111
PPage 31 of 62
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Configuration – Main Electronic Unit (MEU):

Input/Output Ports:
1. 110/220VAC to 12VDC Battery Backed Supply. SK1.
2. MAP Monitor and Alert Panel. SK3.
3. RAP Remote Alert Panel SK4.
4. WAP Watch Alert Panel for the 2nd Stage Alarm for nominated Officer cabins. SK10.
5. WAP 4 way selector switch for the 2nd Stage Alarm for nominated Duty Officer cabin.
6. WAP Watch Alert Panel for the 3rd Stage Alarm for Crews quarters/General ship wide. SK8.
7. 3 x Dry Contacts for: SK9.
a. 3rd Stage Active Watch Alarm for General Ship Alarm.
b. 3rd Stage for KW810‐SAB (Sounder Beacon)
c. System Faults.
8. NMEA 0183 input for GPS and Navigation Equipment Alarm messages via the A.T.I. PL1.
9. NMEA 0183 output BNWAS status data for VDR and Ships Alarm Monitoring System. SK7.
10. NMEA 0183 input for Autopilot data if available or “Autopilot engaged” Dry Contact. SK5.
11. PIR. SK6.
Controls on the MEU PCB:

SW5 ‐ OFF/MANUAL ON/AUTO ON Key Switch.
 OFF disables the BNWAS but still allows the Emergency Call function.
 MANUAL ON selects permanent active, not waiting for autopilot engagement or GPS to
indicate ship is under way.
 AUTO ON the system will only be active if autopilot is engaged or GPS gives speed which
indicates the vessel is underway.
DIL Switch To Select functions: (These switches are under the black plastic cover)
SW1‐1 ‐ 0 = Very low level illumination for night vision preference.
SW1‐1 ‐ 1 = Low level illumination for night vision.
SW1‐2, 3, 4 ‐ sets the Dormant Period before stage 1 alert, in minutes. (Ref 4.1.2.1)
X000 X001 X010 X011 X100 X101 X110 X111

3 Min 4 Min 5 Min 6 Min 7 Min 8 Min 10 Min 12 Min
SW2‐1 ‐ 0 = Normal. The delay from 2nd to 3rd Stage alert as set by SW2‐2, 3, 4
SW2‐1 ‐ 1 = Removes the delay from 2nd to 3rd Stage so both stages will sound together.
Also the delay from 2nd to 4th stage alert is doubled according to SW2‐2, 3, 4 setting.
SW2‐2, 3 & 4 ‐ sets the delay in seconds from 2nd to 3rd Stage alert. (Ref 4.1.2.5 & 7)
SW2‐5 ‐ 0 = Normal operation. 1 = For Future Options
SW2‐6 ‐ 0 = Test & Demo mode with 15 secs dormant period 1 = Normal operation.
X000XX X001XX X010XX X011XX X100XX X101XX X110XX X111XX

90 Sec 100 Sec 110 Sec 120 Sec 130 Sec 140 Sec 160 Sec 180 Sec
SW3
1. 0 = Use Dry Contact for autopilot engaged. 1 = Only use if Autopilot NMEA data available.
2. 0 = Disable $GPVTG to activate BNWAS. 1 = Use $GPVTG to activate BNWAS in AUTO.
3. 0 = Ignore PIR input 1 = Use PIR detector to reset timer.
4. 0 = Normal Beep (Morse B) 1 = Alternate Beep characteristic (Morse Z).
5. 0 = Full BNWAS function when power fails. 1 = Emergency Call only when power fails.
6. 0 = Duty Officer Alert interface installed. 1 = Duty Officer Alert option not fitted.
Page 32 of 62
Bridge
e Navigatio
BNWAS) KKW810.
Visual In
ndications on MEU and ATI
A PCBs:
LD1 ‐ AC Power ON.

LD2 ‐ GPS & Navvigation Equipment Unaccknowledged d Alarms NMMEA input froom the A.T.I.
LD3 ‐ Remote Accknowledged d.
LD4 ‐ BNWAS Status and Alarm NMEA ouutput.
LD5 ‐ Autopilot NMEA
N (including Unacknnowledged Alarm)
A / AP engaged inpuut.
LD6 ‐ PIR Activityy.
LD7 ‐ Emergencyy Call.
LD8 ‐ Main Ackn nowledged.
LD9 ‐ System Fault.
On tthe A.T.I. (Alaarm Transfer Interface) D

DATA 1, 2, 3 & 4 LD1 to 4 and ALM 1,, 2, 3 & 4 LD5 to 8.
Board Laayout: MAIN

N board with
h the A.T.I. bbeneath.
PPage 33 of 62
6
Specifications – AMI Proprietary NMEA Output 1:
$PAMIV,BWxx,a,b,cccc,d,ee,ff.f,g,hhhh,iiii,jjjj,kkkkkk,lllll,mm,Annnnnnnn,*hh
$PAMIV,BW29,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
$PAMIV,BWxx, where xx is the program version.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
a) MODE. 0, 1, 2 = OFF, ON, AUTO.
E = emergency call,
T = test,
X = external unacknowledged alarm.)
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
b) STATE. 0 = no alarm, proceeding through stages 1, 2, 3, to 4.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
c) TIMER. 0000, counting up, being zeroed by PIR or manual reset
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
d) SYSTEM_FAULT, 0 = Normal. F = Fault detected.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
e) AUTOPILOT/TRACK CONTROLLER
 AUTOPILOT MODE from HTD sentence. (?? If data not received)
 ?O = Override, ?M = Manual, ?T = Track Control etc.
 AP_ENGAGED ?0, becoming ?1 when autopilot is engaged.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
f) SOG Speed over ground from GPS. (e.g. 03.0 for 3 knots $ ??.? If no data received)
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
g) SYSTEM_ACTIVE, 0 = inactive, becoming 1 when BNWAS system is active.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,P000,1111,0000,000001,01100,00,A00000000,*3D
h) ACTIVITY MONITOR
 PIR_DETECT = 0 for no activity and 1 for movement detected.
It becomes P if it remains inactive or continuously active for 20 minutes.
 ACK_SW 0 becoming 1 when activated.
 REMOTE ACKNOWLEDGE SWITCH, 0 or 1
 EMERGENCY SWITCH, 0 or 1
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
i) SYSTEM ELECTRONICS
 1 = Mains ON. M = Mains fail.
 1 = Battery high. B = Battery low.
 1 = Light detected. 0 = Low or no light.
 1 = Wire loop intact. W = Wire is cut.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
j) DORMANT PERIOD as set on SW1 e.g. x000 for 3 minutes.
Page 34 of 62
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
k) DELAY stage 2 to 3 as set on SW2 e.g. x000xx for 180 seconds.
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
l) SW3 bits
 0 = Use voltage input for autopilot engaged. 1 = Use autopilot HTD data.
 0 = Do not use SOG. 1 = Use SOG in auto mode.
 0 = Ignore PIR input. 1 = Use PIR detector.
 0 = Normal. Two options of beep and LED flash characteristic.
 0 = Full BNWAS function when AC fails. 1 = Only Emergency Call
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
m) EXTERNAL ALARM. 1 = UNACKNOWLEDGED
 GP/GN/GL ALR via the KW909 ATI.
 AP/AG ALR via autopilot port
$PAMIV,BW19,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
n) UNACKNOWLEDGED ALARM TRANSFER INTERFACE
 ATI DETECTED = “A”
 STATUS of the 8 ATI inputs 0 = Normal and 1 = Alarm detected.
Page 35 of 62
Specifications – AMI Proprietary NMEA Output 2:
If the system has or detects the KW909‐FM Unacknowledged Alarm Transfer Interface data the
BNWAS will repeat the input and reports in group 7 and 8 a ‘0’ for a normal status. If an alarm state
occurs then it will report a ‘1’.
XDR MESSAGE COMPATIBLE WITH KW932
$PAMI,XDR,Z,0100,0000,0000,0000,0000,0000,0000,0000,*2C
$PAMI,XDR,Z,abcd,1234,abcd,abcd,abcd,abcd,abcd,abcd,*hh
1. Group 1
a. Mode = off
b. Mode = auto
c. Mode = on
d. System active
2. Group 2
1234 = 4 figure timer count
3. Group 3
a. Bridge Alert, Stage 1 alert
b. Officer Alert, Stage 2 alert
c. Crew Alert, Stage 3 alert
d. Stage 4 alert
4. Group 4
a. AP engaged
b. AP unacknowledged alarm
c. GP unacknowledged alarm
d. Unacknowledged alarm from the KW909
5. Group 5
a. Acknowledge switch operated to reset the counter. Momentary indication.
b. Remote acknowledge switch operated to reset the counter. Momentary.
c. PIR operated to reset the counter, momentary indication.
d. Not used
6. Group 6
a. System fault
b. Mains fail
c. Not used
d. Not used
7. Group 7
a, b, c, d Channels 1, 2, 3 & 4 KW909 unacknowledged alarms
8. Group 8
a, b, c, d Channels 5, 6, 7 & 8 KW909 unacknowledged alarms
This message is sent at 1 sec intervals and the “BW” message at a 10 second interval. The BW
message is used to check the fixed settings of the switches, and the XDR for VDR replay.
Page 36 of 62
Specifications – $BWALR Sentence NMEA Output:
$BWALR,hhmmss,000,A,V,c--c*hh<CR><LF>
Additionally, the BNWAS shall provide an interface according to IEC 61162‐1, ALR sentence, with the
following message content:
– hhmmss: this part may be left blank (NUL) if the BNWAS does not include UTC time
information.
– xxx: Designation of source of alarm or source of reset command. The automatic

mode is designated as "000".
– A: A = Dormant period exceeded

V = Dormant period not exceeded
– A: A = Alarm acknowledged
V = Alarm unacknowledged
– c ‐ ‐ c: BNWAS status
Examples:
$BWALR,121356,001,V,A,BNWAS AUTO STANDBY. 03 MINS. STAGE 0,*11

The system is in automatic in standby with the dormant period set to 3 minutes and no alarms.
$BWALR,122251,001,A,V,BNWAS ALERT STAGE 2,*3A

The system is at second stage alarm.
$BWALR,160932,001,V,A,BNWAS SWITCHED OFF. 03 MINS. STAGE 0,*18

The system is in switched off with the dormant period set to 3 minutes and no alarms.
$BWALR,161023,001,V,A,BNWAS TRANSFERING UNACK ALARM 00001000,*69

The system is transferring an unacknowledged alarm i.e. ALM1.
$BWALR,161023,002,V,A,BNWAS PROBLEM. POWER. ,*15

The system has detected that the mains supply has failed.
$BWALR,161023,002,V,A,BNWAS PROBLEM. ALARM INT. ,*19

The system has detected that the unacknowledged Alarm Transfer Interface (A.T.I.) has failed.
$BWALR,,002,V,A,BNWAS PROBLEM. GPS. ,*09

The system has detected that the $GPVTG sentence is missing.
$BWALR,,002,V,A,BNWAS PROBLEM. POWER. GPS. ,*58

The system has detected that the mains supply has failed and that the $GPVTG sentence is missing.
The alarm message is sent with any change of the BNWAS settings for mode or dormant period, and
with any activated and reset alarm.
Page 37 of 62
Unacknowledged Alarm Transfer Interface A.T.I.

NMEA Alarm
The BNWAS A.T.I. on receiving an $--ALR,,,,V, sentence will initiate the alarm sequence at the
OFFICER ALERT stage then proceeding as per the normal time line sequence.
ALR ‐ Set Alarm State

Local alarm condition and status. This sentence is used to report an alarm condition on a device and
its current state of acknowledgment.
$--ALR,hhmmss.ss,xxx,A,A,c--c*hh<CR><LF>
Alarm's description text
Alarm's acknowledge state, A= acknowledged, V = unacknowledged
Alarm condition (A = threshold exceeded, V = not exceeded)
ID number of the alarm source
Time of alarm condition change, UTC
Acknowledging the alarm at the offending equipment will change the Unacknowledged field in the
$--ALR,,,,A, sentence and once received the BNWAS will reset. After 32 seconds the BNWAS
will also reset if the ALR message times out.
Acknowledging the unacknowledged alarm at the BNWAS will mute the audio alarm and step back
from the OFFICER ALERT to a silent BRIDGE ALERT. When the $--ALR,,,,A, sentence is received
or the ALR message times out after 32 seconds the BNWAS will reset.
Dry Contact Alarms

The BNWAS A.T.I. on receiving an alarm signal will also initiate the alarm sequence at the OFFICER
ALERT stage then proceeding as per the normal time line sequence.
When the transferred unacknowledged alarm arrives, the BNWAS alert is immediately initiated at
the 2nd stage/OFFICER ALERT. The system then follows the alarm sequence at the (Td +30sec).
Pressing a BNWAS RESET touch pad on the MAP or RAP clears the emergency request mutes the
audible alarm & disables further transfers.
This disabling is necessary to prevent triggering the emergency call whilst the bridge is manned.
The BRIDGE ALERT on the MAP and RAP will continue to give the visible alert until all alarms are
acknowledged at their source equipment.
If a new unacknowledged alarm arrives whilst the transfer is disabled the new alarm will not trigger
the BNWAS audible alert as a member/s of the ships staff is/are in attendance on the bridge.
In the event of the NMEA data flow stopping by the source equipment being switched off a timeout
of 32 seconds is used to clear that particular alarm status.
Page 38 of 62
NOTE!
ONLY at the source (an ARPA for instance) can an unacknowledged alarm be acknowledged.
Any source MUST have its own facility to:
Output the unacknowledged‐alarm by ALR message or contact closure.
Output acknowledgement with a new ALR message or by opening its contacts.
Autopilot unacknowledged alarm ALR data may be input via the AP port on the main board.
Concerning the unacknowledged‐alarm transfer interface:

By default the A.T.I. is always fitted and the GPS data is input on port DATA 1 of the A.T.I.
It is conceived that some existing equipment would have an instant‐alarm output but no provision
for a delayed unacknowledged‐alarm output. That is, the contacts close the instant the equipment
generates an audible alarm, and if connected to the A.T.I. then the BNWAS would give a most
undesirable immediate 2nd stage OFFICER ALERT not giving the Officer On Watch to investigate the
cause of the alarm. The KW909‐FM Alarm Transfer Interface can be programmed to provide a 30
second delay to any channel by pre programming the EPROM, and so give the OOW time to
investigate and acknowledge the alarm.
Specifications – Autopilot Dry Contact Input:
Ideally a dry contact signal output from the autopilot which closes when it is switched to automatic.
The autopilot input for dry contact SK5 pins 1 and 3 going to the dry contact on the autopilot and
SK5 pins 2 and 4 are linked.
Or a 5 to 15 volt DC signal which when at 0 volt the autopilot is off and when the voltage is present
the autopilot is switched to automatic.
The autopilot input for voltages 5 to 15 volts DC SK5 pin 3 = +v and SK5 pin 4 = 0v.
SK5 pins 2 and 4 are not used.
Page 39 of 62
Specifications – Autopilot Sentence NMEA Input:
*HTC ‐ Heading/Track Control Command

*HTD ‐ Heading/Track Control Data
Commands to, and data from, heading control systems. Provides input to (HTC) a heading controller to set
values, modes and references; or provides output from (HTD) a heading controller with information about
values, modes, and references in use.
$--HTC,A,x.x,a,a,a,x.x,x.x,x.x,x.x,x.x,x.x,x.x,a*hh<CR><LF>
$--HTD,A,x.x,a,a,a,x.x,x.x,x.x,x.x,x.x,x.x,x.x,a,A,A,A,x.x*hh<CR><LF>
Vessel heading, degrees
Off‐track status A = within limits
Off‐heading status V = limit reached or
Rudder status exceeded
Heading Reference in use, T/M
Commanded track 4,6, degrees
Commanded off‐track limit5, n. miles (unsigned)
Commanded heading‐to‐steer6, degrees
Commanded rate of turn for heading changes, deg./minute
Commanded radius of turn for heading changes, n. miles
Commanded off‐heading limit, degrees (unsigned)
Commanded rudder limit, degrees (unsigned)
Turn mode3 R = radius controlled
2
Selected steering a mode T = turn rate controlled
Commanded rudder direction, L/R=port/stbd N = turn is not controlled
Commanded rudder angle, degrees
Override1, A = in use, V = not in use
Notes:
1) Override provides direct control of the steering gear. In the context of this sentence override means a temporary
interruption of the selected steering mode. In this period steering is performed by special devices. As long as field
"Override" is set to "A" both fields “Selected steering mode" and "Turn mode" shall be ignored by the
heading/track controller and its computing parts shall operate as if manual steering was selected.
2) All steering modes represent steering as selected by a steering selector switch or by a preceding HTC sentence.
Priority levels of these inputs and usage/acceptance of related fields are to be defined and documented by the
manufacturer. Selected steering modes may be:
M = Manual steering. The main steering system is in use
S = Standalone (heading control). The system works as a stand‐alone heading controller. Field
"Commanded heading to steer" is not accepted as an input.
H = Heading control. Input of commanded heading to steer is from an external device and the system works
as a remotely controlled heading controller. Field "Commanded heading to steer is accepted as an input.
T = Track control. The system works as a track controller by correcting a course received in field
“Commanded track". Corrections are made based on additionally received track errors (e.g., from
sentence XTE, APB,...)
R = Rudder control. Input of commanded rudder angle and direction from an external device. The system
accepts values given in fields "Commanded rudder angle'' and “Commanded rudder direction" and
controls the steering, by the same electronic means as used in modes S, H, or T.
3) Turn mode defines how the ship changes heading when in steering modes S, H, or T according to the selected turn
mode values given in fields "Commanded radius of turn" or "Commanded rate of turn". With turn mode set to "N"
turns are not controlled but depend on the ship's manoeuvrability and applied rudder angles only.
4) Commanded track represents the course line (leg) between two waypoints. It may be altered dynamically in a
track‐controlled rum along a pre‐planned radius.
5) Off‐track status can be generated if the selected steering mode is "T".
6) Data in these fields shall be related to the heading reference in use.
Page 40 of 62
Specifications – GPS Sentences NMEA Input:
$GPVTG ‐ Course Over Ground and Ground Speed

The actual course and speed relative to the ground.
$--VTG,x.x,T,x.x,M,x.x,N,x.x,K,a*hh<CR><LF>
Mode Indicator1
Speed over ground, km/hr
Speed over ground, knots
Course over ground, degrees Magnetic
Course over ground, degrees True
Notes:
1) Positioning system Mode Indicator: A = Autonomous mode
D = Differential mode
E = Estimated (dead reckoning) mode
M = Manual input mode
S = Simulator mode
N = Data not valid
The positioning system Mode Indicator shall not be a null field.
$GPZDA ‐ Time & Date

UTC, day, month, year and local time zone.
$--ZDA,hhmmss.ss,xx,xx,xxxx,xx,xx*hh<CR><LF>
Local zone minutes1, 00 to +59
Local zone hours1, 00 to +/‐ 13 hrs
Year
Month 01 to 12 UTC
Day, 01 to 31
UTC
Notes:
1) Local time zone is the magnitude of hours plus the magnitude of minutes added, with the sign of local zone hours,
to local time to obtain UTC. Local zone is generally negative for East longitudes with local exceptions near the
International Date Line.
Example: At Chatham Is. (New Zealand) at 1230 (noon) local time on June 10, 1995
$GPZDA.234500,09,06,1995,-12,45*6C<CR><LF>
In the Cook Islands at 1500 local time on June 10, 1995:
$GPZDA,013000,11,06,1995,10,30*4A<CR><LF>
Page 41 of 62
Fault Conditions:
Loss of SOG from the GPS:

If the SOG is enabled to activate the system when in AUTO mode then after a 25 second time out
after the loss of the $GPVTG data it will cause the system to give a SYSTEM FAULT.
RESET Touch Pads:

If any of the RESET touch pads are constantly closed or shorted then after a 20 minute timeout
period will cause the system to give a SYSTEM FAULT.
Low Battery and Loss of AC:

The BNWAS is powered by the ships main power supply.
The system is battery backed and in the event of a power loss will indicate a SYSTEM FAULT and will
also maintain the EMERGENCY CALL facility for a minimum of 6 hours.
NOTE! Disconnecting the battery will not generate a SYSTEM FAULT.
Wire Security Loop:

If the Wire Security Loop is cut to remove the padlock the BNWAS will initiate a SYSTEM FAULT and
also tag the Tamper field in the NMEA sentence for VDR recording.
Unacknowledged Alarm Transfer Unit (A.T.I.) not detected:

If the ATI is not detected the BNWAS will initiate a SYSTEM FAULT.
PIR Fault:
Under normal operational conditions the PIR will keep the system in a non alarm condition.
If it is noticed that normal movement in the bridge area does not prevent the system from
progressing to the 1st stage alarm then it is most likely a PIR has failed or there is excessive activity
due to high volume of crew members in the bridge area or there is a break or short in the cable.
Page 42 of 62
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Page 43 of 62
Bridge
e Navigatio
BNWAS) K W810.
System Block Diagraam:
PPage 44 of 62
6
Bridge
e Navigatio
BNWAS) K W810.
Examplee Installation
n Diagram:
PPage 45 of 62
6
Bridge
e Navigatio
BNWAS) K W810.
System Block Diagraam with DOSS:
PPage 46 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Exxample Instaallation Diagram with DO

OS:
PPage 47 of 62
6
Bridge
e Navigatio
BNWAS) K W810.
Certificaates of Type Approval an

nd Declaratioon of Conforrmity:
PPage 48 of 62
6
Bridge
e Navigatio
BNWAS) K W810.
PPage 49 of 62
6
Bridge
e Navigatio
BNWAS) KKW810.
Decla
aratio
on of Confor
C rmity
We, thee undersign

ned: AMI Marine ((UK) Ltd, Toweer Lane, Southhampton, Hannts. SO50 6NZZ UK.
Tel: +44 (0) 2 3‐80480450 | Fax: +44 (0) 23‐80480451
Web: www.a mimarine.nett | Email: sales@amimarinee.net
Certify and declare

e that the following
f eq
quipment:
Productt model: KW
W810‐RAP, KW810‐WA AP and KW8
810‐DOS
Conform ms to the fo
ollowing sta
andards:
IEC 609945: 2002 “General R equirements for Marinne Navigatioon Equipme
ent”
IEC 605529: 1992 ‐ IP65
I “Degrees oof Protection
n Provided by Enclosurres”
All equipment manufaactured by AM MI Marine (UKK) is tested and d certified as complying

c witth the relevan
nt parts
of:
IEC 61162‐1 2000, “NM MEA Digital Interfaces”
IEC 60945: 2002, “Gen neral Requirem
ments for Marrine Navigatio on Equipment”
All Interfaces are OPTO
O Isolated and
d will not inteerfere with the
e Ship Equipmment.
The AMI Marine (UK) Ltd

L KW810 Brridge Navigatioonal Watch Alarm
A System (BNWAS),
( alonng with its asssociated
parts, has been tested
d by TUV and QINETIQ
Q and iissued with IEEC 62616 Type
e Approval, wiith certificate number
QQ‐TAN‐‐01/10‐01 which carries thee MCA Flag.
QINETIQ is notified bo
ody 0191
Cody Tecchnology Parkk
Ively Roaad, Farnborough
Hampshire.
GU14 0LX X
PPage 50 of 62
6
System Terminations:
M.E.U. – Terminal Connections

Equipment Termination Signal CORE Colour/No CABLE Type MEU Termination
AC IN LINE 1 AC (BNWAS‐1) SK1‐1 (LINE)
SHIP SUPPLY
‐ SK1‐2 (GND)
LINE 2 AC SK1‐3 (LINE)
MONITOR and SK1‐1 12V+ (BNWAS‐2) SK3‐1 (12V+)

ALERT PANEL
(MAP) SK1‐2 LIGHT SENSOR SK3‐2 (LDR)
SK1‐3 SYSTEM ACTIVE SK3‐3 (ACTIVE)
SK1‐4 SYSTEM FAULT SK3‐4 (FAULT)
SK1‐5 BRIDGE ALERT SK3‐5 (BR AL)
SK1‐6 OFFICER ALERT SK3‐6 (OF AL)
SK2‐1 CREW ALERT SK11‐1 (CR AL)
SK2‐2 AUDIBILE ALARM ALL STAGES SK11‐2 (BEEP)
SK2‐3 ALERT ACKNOWLEDGED SK11‐3 (ACK)
SK2‐4 EMERGENCY CALL SK11‐4 (EMER)
SK2‐5 SW IL SK11‐5 (SW IL)
SK2‐6 GND SK11‐6 (GND)
REMOTE ALERT SK1‐1 12V+ (BNWAS‐4) SK4‐1 (12V+)

PANEL (RAP)
SK1‐2 ACKNOWLEDGED SK4‐2 (ACK SW)
SK1‐3 BRIDGE ALERT SK4‐3 (LED)
SK1‐4 BEEP 1ST STAGE SK4‐4 (AUD)
Page 51 of 62
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Page 52 of 62

OFFICER ALERT SK1‐1 12V+ (BNWAS‐4) SK10‐1 (12V+)
(OPTION 1)
WATCH ALERT SK1‐2 SYSTEM ACTIVE SK10‐2 (SYS)
PANEL (WAP) SK1‐3 OFFICER ALERT 2ND STAGE SK10‐3 (LED)
2ND STAGE
SK1‐4 BEEP 2ND STAGE SK10‐4 (AUD/SW)
OFFICER ALERT SK5‐1 (V+) 12V+ (BNWAS‐4) SK10‐1 (12V+)

(OPTION 2)
OFFICER ALERT SK5‐2 (STAGE 3 ALERT) CREW ALERT 3RD STAGE SK8‐3 (LED ALM)
SELECTOR (OAS) SK5‐3 (OFFICER AL LED) OFFICER ALERT 2ND STAGE SK10‐3 (LED)
SK5‐4 (SW CODE) SW CODE for Selector SK10‐4 (AUD/SW)
SK5‐5 (SW CODE) SW CODE for Selector SK10‐5 (SW)
SK5‐6 (GND) GND SK10‐6 (GND)
WATCH ALERT SK1‐1 12V+ (BNWAS‐4) SK8‐1 (12V+)

PANEL (WAP)
3RD STAGE SK1‐2 SYSTEM ACTIVE SK8‐2 (ACTIV LED)
SK1‐3 CREW ALERT 3RD STAGE SK8‐3 (ALM LED)
SK1‐4 BEEP 3RD STAGE SK8‐4 (BEEP)
RS422 BNWAS BNWAS STATUS NMEA A (BNWAS‐5) SK7‐1 (OUT A)

STATUS & ALR
OUT BNWAS STATUS NMEA B SK7‐2 (OUT B)
RS232 BNWAS BNWAS STATUS NMEA A (BNWAS‐5) SK7‐3 (OUT A)
STATUS & ALR
OUT GND SK7‐4 (GND)
SHIPS 3RD STAGE ALARM (BNWAS‐5) SK9‐1 (3RD CREW ALERT)

EMERGENCY
ALARM PANEL 3RD STAGE ALARM SK9‐2 (3RD CREW ALERT)
KW810‐SB RD
3 STAGE ALARM (Steady) SK9‐3 (4TH STAGE ALM)
& External 24V. RD
3 STAGE ALARM (Steady) SK9‐4 (4TH STAGE ALM)
ALARM & SYSTEM FAULT SK9‐5 (SYS FAULT)
MONITORING
SYSTEM SYSTEM FAULT SK9‐6 (SYS FAULT)
Page 53 of 62
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Page 54 of 62

AUTOPILOT (BNWAS‐5) SK5‐1 (+12V)
(Option NMEA)
SK5‐2 (GND)
NMEA AUTOPILOT A SK5‐3 (IN A)
NMEA AUTOPILOT B SK5‐4 (IN B)
AUTOPILOT +12V for Dry Contact (BNWAS‐5) SK5‐1 (+12V)

(Option Dry
Contact) Linked to SK5‐4 SK5‐2 (GND)
Return from Dry Contact SK5‐3 (IN A)
Linked to SK5‐2 SK5‐4 (IN B)
PIR 12V+ +12V (BNWAS‐3) SK6‐1 (+12V)

V– GND SK6‐2 (GND)
NC MOTION DETECTED SK6‐3 (DET)
NC GND SK6‐4 (GND)
DUTY OFFICER +12V (BNWAS‐5) SK8‐1 (+12V)

SELECTOR
SWITCH Position 2 SK12‐1 (Pos 2)
Position 3 SK12‐2 (Pos 3)
Position 4 SK12‐3 (Pos 4)
GND SK12‐4 (GND)
Recommended Cable Types Minimum Conductor Size (Note conductor thickness 2.0mm maximum)
Cable 1 (BNWAS‐1) 2 Core Screened Data Cable ‐ Conductor thickness minimum of 0.5mm2
2 Core screened Power Cable ‐ Conductor thickness minimum of 1.5mm2
Cable 2 to 4 (BNWAS‐2, 3 & 4)
6 core Screened Data Cable ‐ Conductor thickness minimum of 0.5mm2
Cable 5 (BNWAS‐5)
Page 55 of 62
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O.A.S. – Terminal Connections

Equipment Termination Signal CORE Colour/No CABLE Type OAS Termination
WATCH ALERT SK10‐1 (12V+) 12V+ (BNWAS‐4) SK5‐1 (V+)
PANEL (WAP)
2ND STAGE SK8‐3 (SYS) CREW ALERT 3RD STAGE SK5‐2 (STAGE 3 ALERT)
SK10‐3 (LED) OFFICER ALERT 2ND STAGE SK5‐3 (OFFICER AL LED)
SK10‐4 (AUD/SW) SW CODE for Selector SK5‐4 (SW CODE)
SK10‐5 (SW) SW CODE for Selector SK5‐5 (SW CODE)
SK10‐6 (GND) GND SK5‐6 (GND)
WATCH ALERT SK1‐1 12V+ (BNWAS‐4) SK4‐1 (V+)

PANEL (WAP)
OFFICER 1 SK1‐2 SYSTEM ACTIVE SK4‐2 (SYSTEM LED)
SK1‐3 ALERT SK4‐3 (ALERT LED)
SK1‐4 BEEP SK4‐4 (AUDIBLE ALERT)

PANEL (WAP)

PANEL (WAP)

PANEL (WAP)
Page 57 of 62
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Page 58 of 62
A.T.I. (Alarm Transfer Interface) – Terminal Connections

DATA 1 NMEA A (BNWAS‐5) SK1‐1 (IN A)
GPS NMEA
NMEA B SK1‐2 (IN B)
DATA 2 NMEA A SK1‐3 (IN A)
NMEA
DATA 3 NMEA A (BNWAS‐5) SK2‐1 (IN A)

NMEA
DATA 4 NMEA A SK2‐3 (IN A)
NMEA
ALM 1 Common To Dry Contact (BNWAS‐5) SK3‐1 (+12V)

NO Return from Dry Contact SK3‐2 (STATUS)
ALM 2 Common To Dry Contact SK3‐3 (+12V)
ALM 3 Common To Dry Contact (BNWAS‐5) SK4‐1 (+12V)

ALM 4 Common To Dry Contact SK4‐3 (+12V)
Page 59 of 62
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AMI Marine (UK) Warranty; (abbreviated, full version on request)

The Warranty Period is 36 months parts return to base and 12 months labour from date of purchase unless an alternative period has been
otherwise agreed in writing.
This warranty shall only apply where the REGISTRATION CARD supplied with the goods has been properly completed and returned to AMI
Marine (UK) within the period of 21 days from installation.
The registration form can also be downloaded from the AMI Marine (UK) website www.amimarine.net
Returns Procedure;
Send an email RE: REQUEST FOR RETURN AUTHORISATION to technical@amimarine.net
Please do NOT send items back to AMI Marine (UK) until after you have received a Return Authorisation Response Email instructing you to do so.
Documents to be included;
A copy of the original INSTALLATION REPORT and a print out of your RETURN MATERIAL AUTHORISATION INFORMATION EMAIL, and enclose
both in the return package.
Be sure to pack the returning product securely and according to carrier instructions. Damage incurred during return shipping due to inadequate
protection will render the item ineligible for return, repair, or exchange under the Warranty Terms. Items not received by AMI Marine, will not
be credited.
MOST authorised returns should be returned to the address below ‐ however there are some exceptions, so DO NOT ship to this address
without first reviewing your RETURN AUTHORISATION INFORMATION EMAIL for applicable return instructions:
AMI Marine (UK) Ltd

Unit 2 Tower Industrial Estate
Tower Lane
Eastleigh
Hants
SO50 6NZ
UK
A full explanation of AMI Marine (UK) Ltd warranty conditions can be found on our web site or requested via email.
* Terms of Service and Policies are subject to change without notice.
‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐
Please complete and return to AMI Marine (UK) either by post to the above address or by email to technical@amimarine.net
Warranty Registration Form

Model Number
Serial Number
Date of Purchase
Installation Company
Vessel Name
IMO Number
Page 61 of 62
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Manual BNWAS KW-810 Iss02 Rev10 16-11-11

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AMI

A MAARINE (UK) LTD

Document Date Modification Number (where applicable)

AMI MARINE (UK) LTD

Unit 2 Tower Industrial Estate

Tel No: +44 (0) 23 8048 0450

Thhis unit has a high voltage

The International Standard IEC62616‐Ed1 specifies the minimum performance requirements,

Application: The amendments stipulate as follows:

These requirements also apply to ships not engaged on international voyages.

3.1.1 Operationall modes

(128/A44.1.1.1) The BNWAS

3.1.2 Operationall sequence of

Figure 1 – Alarm sequuence without acknowle

3.1.2.2 FFirst stage bridge audible alarm

(128/A44.1.2.3) If noot reset, the BNWAS shaall additionally sound a first

3.1.2.3 SSecond stage

(128/A44.1.2.4) If nott reset, the BNWAS

3.1.2.4 Third stage remote audible alarm

3.1.2.5 Alarm alternatives

3.1.3 Reset function

3.1.3.1 Description of reset function

3.1.3.2 Initiation of reset function

3.1.3.3 Continuous activation

3.1.4 Emergency call facility and transfer of alarms

Installation set‐up facilities shall be provided for an “Emergency Call” system.

Extract ffrom MSC12

4.1.2 Operationall sequence of o indicationss and alarmss

4.1.3 Reset functiion

4.1.4 Emergency call

Visual and Audible Indications:

Remote Alert Panel (RAP):

Visual and Audible Indications:

BRIDGE ALERT, OFFIICER ALERT and

During tthe dormantt period pressing the W

Watch A WAP) 2nd & 3rd Stage Alaarms:

Visual and Audible Indications

AB) 3rd Stage Alarms:

Visual and Audible Indications

Duty Offficer Selecto

Used in conjunction with the DO

ALERT seequence witthout Ackno owledgemen ts:

At the end of this doormant perio od (Td), the B

UNACKNOWLEDGED ALARM TRANSFER sequence:

There arre two moun

There arre 2 glands supplied if ussed 2 x 14mm

Once the route and entry of the cables has bbeen

Cut backk the outer sheath

Terminaate the cablee as per the system termiination

SK3 SK11 MAP

Notice iss to be obserrved that the

RAP, WA AP and DOS Units:

Using 4 x 3.5mm x 12mm screwss (not supplieed) attach th

Cable en ntry can eith

Notice is to be observed that the terminals will accept up to 2.0mm2 conductors.

BRIDGE ACK RAP 1 RAP 2

WAP Unit 2nd Stage:

WAP Unit 3rd Stage:

SK8 SK1 SK2 SK1 SK2

OAS Offficer Alert Se

Removee the 4 x screew caps and screws

SK1 WAP 3 SK2 SK1 W

DOS Duty Officer Selector Unit: