Bridge Navigational Watchkeeper Alarm System (BNWAS) KW810.

AMI MARINE (UK) LTD

BRIDGE NAVIGATIONAL WATCHKEEPER ALARM SYSTEM

(BNWAS)

KW810

© This Manual and the information contained therein is the property of AMI Marine (UK) Ltd.
It must not be reproduced or otherwise disclosed without prior consent in writing from AMI Marine (UK) Ltd

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 Bridge Navigational Watchkeeper Alarm System (BNWAS) KW810.

Document Date Modification Number (where applicable)

Issue Brief Record of Change and Reason for Change
1 18.06.09 Original Issue
2 10.11.09 Revised & Updated as per IEC 62616 FDIS

NOTE:
All alterations must be verified by re-authorisation and approval of the complete document.

AMI MARINE (UK) LTD

Unit 2 Tower Lane

Tower Industrial Estate
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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 Bridge Navigational Watchkeeper Alarm System (BNWAS) KW810.

IMPORTANT WARNINGS

DANGER: HIGH VOLTAGE!

RISK OF ELECTRICAL SHOCK!

This unit has a high voltage source inside.

Disconnect from the power before removing protective covers.
DO NOT remove the covers while the unit is switched on.
12 Volt DC electrical power on external units.

NOTICE
Compass safe distance is 1 meter.

NOTICE
No user serviceable parts inside, servicing only by properly
qualified and certified technical staff.

NOTICE
This manual is for informational use only, and may be changed without notice. This manual should
not be construed as a commitment of AMI Marine (UK) Ltd. Under no circumstances does AMI
Marine (UK) Ltd assume any responsibility or liability for any errors or inaccuracies that may appear
in this document. The equipment should only be used for the purposes intended by the
manufacturer; any deviation from this will void the warranty of the product.

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Introduction:

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)

Background: A bridge watch alarm system is a device which triggers an alarm if an Officer on Watch
(OOW) becomes incapable of performing the OOW’s duties. IMO had adopted the performance
standard as MSC. 128 (75) and there are ships which have already installed the equipment on a
voluntary basis. Currently, there are two types, i.e., one which requires the watch officer to press a
button in an interval (if he fails to do so, it triggers the alarm), or another, which detects movements
of the watch officer, using the motion sensor technology. (So far as the sensor finds movements of
the watch officer the alarm will not go off).

Application: The draft 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.

Extract from MSC128 (75)

4.1.2 Operational sequence of indications and alarms

4.1.2.1 Once operational, the alarm system should remain dormant for a period of between 3 and
12 min (Td).
4.1.2.2 At the end of this dormant period, the alarm system should initiate a visual indication on the
bridge.
4.1.2.3 If not reset, the BNWAS should additionally sound a first stage audible alarm on the bridge
15 s after the visual indication is initiated.
4.1.2.4 If not reset, the BNWAS should additionally sound a second stage remote audible alarm in
the back‐up officer’s and/or Master’s location 15 s after the first stage audible alarm is
initiated.
4.1.2.5 If not reset, the BNWAS should 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.

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4.1.3 Reset function

4.1.3.1 It should not be possible to initiate the reset function or cancel any audible alarm from any
device, equipment or system not physically located in areas of the bridge providing proper
look out.
4.1.3.2 The reset function should, 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 should be re‐initiated to run for its full duration
from the time of the reset.
4.1.3.3 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.
4.1.3.4 A continuous activation of any reset device should not prolong the dormant period or cause
a suppression of the sequence of indications and alarms.

4.1.4 Emergency call facility

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.

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Specifications – 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 Watch Alert Panel for the 3rd Stage Alarm for Crews quarters/General ship wide. SK8.
6. 3 x Dry Contacts for: SK9.
a. 3rd Stage Active Watch Alarm for General Ship Alarm.
b. 4th Stage for activating for etc. SSAS Distress system
c. System Faults.
7. NMEA 0183 for GPS and Navigation Equipment Alarm input and BNWAS status data out for
VDR and Ships Alarm Monitoring System. SK7.
8. Autopilot data if available or “Autopilot engaged” opto‐isolated DC voltage input port.
(9 to 32v DC = AP engaged) SK5.
9. PIR. SK6.

Controls on the MEU PCB:

SW5 ‐ OFF/MANUAL ON/AUTO ON Key Switch.
• OFF removes power totally including the battery backup to the BNWAS.
• 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:

SW1 ‐ sets the Dormant Period before stage 1 alert, in minutes. (Ref 4.1.2.1)
0000 0001 0010 0011 0100 0101 0110 0111
3 4 5 6 7 8 10 12

SW2 ‐ sets delay in seconds from 2nd to 3rd Stage alert. (Ref 4.1.2.5 & 7)
0000 0001 0010 0011 0100 0101 0110 0111
90 100 110 120 130 140 160 180

SW3
1. 0 = use voltage input for autopilot engaged. 1 = use autopilot HTD data.
2. 1 = SOG > 3 knots to enable BNWAS in auto mode. 0 = disable SOG to activate BNWAS.
3. 1 = use PIR detector to reset timer. 0 = ignore PIR input.
4. Two options of beep and LED flash characteristic.

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Visual Indications on PCB:

1. AC Power ON. LD1
2. System Fault. LD9
3. PIR Activity. LD6
4. GPS & Navigation Equipment Alarm NMEA input. LD2
5. BNWAS Status and Alarm NMEA output. LD4
6. Autopilot NMEA / AP engaged input. LD5
7. Main Acknowledged. LD8
8. Remote Acknowledged. LD3
9. Emergency Call. LD7

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M.E.U. – Terminal Connections

Equipment Termination Signal CORE Colour/No CABLE Type MEU Termination

AUTOPILOT +12V for Dry Contact (AMI‐3) SK5‐1 (+12V)

Return from Dry Contact SK5‐2 (GND)

NMEA AUTOPILOT A SK5‐3 (IN A)

NMEA AUTOPILOT B SK5‐4 (IN B)

PIR + +12V (AMI‐3) SK6‐1 (+12V)

– GND SK6‐2 (GND)

ALARM MOTION DETECTED SK6‐3 (DET)

ALARM GND SK6‐4 (GND)

Cable Types
Cable 1 (AMI‐1)
3 Core screened. Conductor Thickness 2.5mm2

Cable 2 (AMI‐2)
12 Core Screened. Conductor Thickness 0.5mm2.

Cable 3 (AMI‐3)
4 Core Screened. Conductor Thickness 0.5mm2.

Cable 4 (AMI‐4)
2 Core Screened Data Cable. 1 amp.

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