Manual BNWAS KW-810 Iss02 Rev10 16-11-11
Manual BNWAS KW-810 Iss02 Rev10 16-11-11
Manual BNWAS KW-810 Iss02 Rev10 16-11-11
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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Bridge Navigational Watch Alarm System (BNWAS) KW810.
NOTE:
All alterations must be verified by re‐authorisation and approval of the complete document.
Email: technical@amimarine.net
Web: www.amimarine.net
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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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!!
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
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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
Page 7 of 62
Bridge Navigational Watch Alarm System (BNWAS) KW810.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
Introduction:
MARITIME NAVIGATION AND
RADIOCOMMUNICATION EQUIPMENT AND SYSTEMS –
BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS)
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)
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.
Page 9 of 62
Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
3 Performance requireme
ents
3.1 Functionalitty
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
3.1.2.1 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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
(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.
(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.
(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.
(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.
(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.
(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.
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
onal Watcch Alarm System (B
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.
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.
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Bridge
e Navigatio
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BNWAS) KKW810.
Controlss:
WATCH ALERT RESETT Touch Pad.
Controlss:
None
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.
Controlss:
None
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
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):
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Bridge
e Navigatio
onal Watcch Alarm System (B
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.
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
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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.
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Bridge
e Navigatio
onal Watcch Alarm System (B
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
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Bridge
e Navigatio
onal Watcch Alarm System (B
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.
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
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.
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.
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
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.
The panel can be hung from the base unit byy the use of the
t 2 white nylon
n tabs.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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.
RAP Unit:
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
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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
MEU
WAP 1 WAP 2
CREW ALERT 3RD STAGE
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
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
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
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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.
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.
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Bridge
e Navigatio
onal Watcch Alarm System (B
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
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
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Bridge
e Navigatio
onal Watcch Alarm System (B
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:
Mountinng
Removee the front co
over as show
wn below.
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
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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.
+12V
the detection loop wire use one of
GND
GND
+12V
DET
GND
GND
DET
TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C.
+ ─ + ─ + ─
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
TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C. TST TRB TAMP 12V N.C.
+ ─ + ─ + ─
The cable from the BNWAS MEU to the Motion Detectors requires 4 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.
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Bridge
e Navigatio
onal Watcch Alarm System (B
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
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.
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e Navigatio
onal Watcch Alarm System (B
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 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
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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)
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.
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
onal Watcch Alarm System (B
BNWAS) KKW810.
Visual In
ndications on MEU and ATI
A PCBs:
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
$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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
$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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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’.
$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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
$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.
– c ‐ ‐ c: BNWAS status
Examples:
The alarm message is sent with any change of the BNWAS settings for mode or dormant period, and
with any activated and reset alarm.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
$--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.
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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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.
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.
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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
$--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.
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
$--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.
$--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
Bridge Navigational Watch Alarm System (BNWAS) KW810.
Fault Conditions:
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.
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e Navigatio
onal Watcch Alarm System (B
BNWAS) K W810.
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) K W810.
Examplee Installation
n Diagram:
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e Navigatio
onal Watcch Alarm System (B
BNWAS) K W810.
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Bridge
e Navigatio
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) K W810.
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Bridge
e Navigatio
onal Watcch Alarm System (B
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PPage 49 of 62
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Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
Decla
aratio
on of Confor
C rmity
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”
QINETIQ is notified bo
ody 0191
Cody Tecchnology Parkk
Ively Roaad, Farnborough
Hampshire.
GU14 0LX X
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
System Terminations:
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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)
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Bridge Navigational Watch Alarm System (BNWAS) KW810.
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:
A full explanation of AMI Marine (UK) Ltd warranty conditions can be found on our web site or requested via email.
‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐
Please complete and return to AMI Marine (UK) either by post to the above address or by email to technical@amimarine.net
Serial Number
Date of Purchase
Installation Company
Vessel Name
IMO Number
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