Manual BNWAS Iss02 Rev11 2012-01-10 New ATI & New PIR

Bridge Navigational Watch Alarm System (BNWAS) KW810.
AMI MARINE (UK) LTD

BRIDGE NAVIGATIONAL WATCH 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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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)
Rev11 10.01.12 Update KW810‐SAB Terminations
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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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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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) 2nd & 3rd Stage Alarms: .......................................................................... 15
Duty Officer Selector (DOS): ...................................................................................................... 16
Officer Alert Selector I/F (OAS): ................................................................................................. 16
Operation: .................................................................................................................................. 17
Dimensions:................................................................................................................................ 19
OAS Officer Alert Selector Interface: ......................................................................................... 25
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.
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3 Performance requirements
3.1 Functionality
3.1.1 Operational modes
(128/A4.1.1.1) The BNWAS shall incorporate the following operational modes:

• Automatic (Automatically brought into operation whenever the ship's heading or track control
system is activated and inhibited when this system is not activated)
• Manual ON (In operation constantly)
• Manual OFF (Does not operate under any circumstances)
NOTE The Automatic mode is not suitable for use on a ship conforming to regulation SOLAS V/19.2.2.3
which requires the BWNAS to be in operation whenever the ship is underway at sea.
3.1.2 Operational sequence of indications and alarms
3.1.2.1 Dormant period
(128/A4.1.2.1) Once operational, the alarm system shall remain dormant for a period of between 3 and 12
min (Td). See Figure 1.
(128/A4.1.2.2) At the end of this dormant period, the alarm system shall initiate a visual indication on the
bridge.
Figure 1 – Alarm sequence without acknowledgements
3.1.2.2 First stage bridge audible alarm
(128/A4.1.2.3) If not reset, the BNWAS shall additionally sound a first stage audible alarm on the bridge 15 s
after the visual indication is initiated.
3.1.2.3 Second stage remote audible alarm
(128/A4.1.2.4) If not reset, the BNWAS shall 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.
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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
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(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.
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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.
4.1.2.6 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.
4.1.2.7 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.
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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Indications and Operation:

Monitor and Alert Panel (MAP):
Controls:
RESET AND TEST Touch Pad.
PUSH FOR EMERGENCY Touch Pad.
Visual and Audible Indications:
• SYSTEM ACTIVE = Timer is activated.
• SYSTEM FAULT = Fault detected.
• BRIDGE ALERT = 1st Stage Alarm.
• OFFICER ALERT = 2nd Stage Alarm. LDR
• CREW ALERT = 3rd Stage Alarm.
• Audible alarm for all 3 stages of alarm.
• Audible alarm for system fault = a 1 second beep every 3 seconds.
• Both ‘RESET and TEST’ and ‘PUSH for EMERGENCY’ pads are illuminated when power applied.
• Night Illumination level controlled by the light sensor LDR.
Key Switch Position (Key is located in the BNWAS MEU enclosure):
OFF ‐ SYSTEM ACTIVE is off.
AUTO ‐ BNWAS in standby the SYSTEM ACTIVE will lazy flash, 6 seconds on and 2 seconds off.
AUTO ‐ BNWAS is active then SYSTEM ACTIVE will be permanently lit.
MANUAL ‐ SYSTEM ACTIVE will be permanently lit.
BRIDGE ALERT, OFFICER ALERT and CREW ALERT:
These are cancelled and reset by the PIR detecting movement in the bridge area, or by pressing the RESET
AND TEST pad on the Monitor and Alert Panel (MAP) or the WATCH ALERT RESET pad on the Remote
Acknowledge Panel (RAP).
Pressing the RESET AND TEST pad on the MAP or the RESET pads on the RAPs will initiate a quick BEEP on
all bridge units to acknowledge the action.
SYSTEM FAULT:
The alert can be muted by pressing the RESET AND TEST pad on the MAP. The SYSTEM FAULT will continue
to be illuminated until the fault is cleared.
EMERGENCY CALL:
Press and hold the PUSH FOR EMERGENCY pad for a minimum of 1.5 seconds. This will initiate the alarm
sequence at the OFFICER ALERT stage but disables the PIR, and then proceeding as per the normal time line
sequence.
Note! That only by pressing the RESET AND TEST pad on the MAP or the WATCH ALERT RESET pad on the
RAP will cancel the emergency call as the PIR will have been disabled.
BRIDGE ALERT TEST:
Press the RESET AND TEST pad for a minimum of 1.5 seconds. The BRIDGE ALERT is initiated for as long as
the touch pad is held pressed. SYSTEM ACTIVE & SYSTEM FAULT indications are also lit. The OFFICER ALERT
and CREW ALERT are temporarily disabled to prevent any alarm off the bridge.
Note! The sensitivity of the RESET AND TEST pad is not as sensitive as the RAP units. This is to reduce the
chance of an accidental reset of an emergency call.
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Remote Alert Panel (RAP):
Controls:
WATCH ALERT RESET Touch Pad.
Visual and Audible Indications:

• WATCH ALERT RESET pad is dimly illuminated
when power applied.
• Visual indication for all 3 stages.
• Audible alarm for all 3 stages of alarm.
• Night Illumination level controlled by light
sensor LDR on the MAP.
BRIDGE ALERT, OFFICER ALERT and CREW ALERT:

These can also be acknowledged and reset by pressing the WATCH ALERT RESET pad on the RAP.
During the dormant period pressing the WATCH ALERT RESET pad on the RAP will briefly BEEP to
acknowledge the action.
Watch Alert Panel (WAP) 2nd & 3rd Stage Alarms:
Controls:
None
Visual and Audible Indications Only:

• SYSTEM ACTIVE = Timer is activated.
• WATCH ALERT = 2nd or 3rd Stage Watch
Alarm.
• Audible alarm for 2nd or 3rd Stage Watch
Alarm.
WATCH ALERT:
This can only be acknowledged and reset by
attending the bridge and pressing the RESET AND TEST pad on the Monitor and Alert Panel (MAP) or the
WATCH ALERT RESET pad on the RAP.
Sounder Beacon (SAB) 2nd & 3rd Stage Alarms:
Controls:
None
Visual and Audible Indications Only:

• Visual and audible alarm for 2nd or 3rd Stage Alarm.
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Duty Officer Selector (DOS):
Controls:
DUTY OFFICER SELECTOR Touch Pad.
Visual Indications:
• On power up will rotate touch pads to test
the illumination then defaulting to Officer
1.
• Selected Officer will be illuminated.
DUTY OFFICER:
The duty officer will receive an alert at the 2nd stage and all the non‐selected officers will then receive the
alert at the 3rd stage.
Officer Alert Selector I/F (OAS):
Used in conjunction with the DOS unit, distributes the Duty Officer to the selected WAP.
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Operation:
Once the MEU has been configured the cover and padlock in place the Captain is to switch the system into
the required MODE and remove both the padlock and MODE selection keys and keep them in a secure
place to prevent any unauthorised changes or tampering.
ALERT sequence without Acknowledgements:

Once operational, the Bridge Navigational Watch Alarm System (BNWAS) will remain dormant for a period
of between 3 and 12 min (Td).
At the end of this dormant period (Td), the BNWAS will initiate a visual indication only on the bridge i.e. the
RESET AND TEST pad and the BRIDGE ALERT indication will flash on and off for 15 seconds.
If within this 15 second period (Td +15sec) the BNWAS is not acknowledged, the system will additionally
sound the 1st stage audible alarm on the bridge only for a further 15 seconds.
If the 1st stage alarm is not acknowledged (Td +30sec), the BNWAS will advance to the 2nd stage remote
alarm condition where the OFFICER ALERT/WATCH ALERT which is an audible and visual alarm in the
designated Officer’s and/or Master’s location.
If the 2nd stage alarm is not acknowledged (Td +120/210sec ‐ this is dependent on how close the
Captains/Masters cabin is away from the bridge), the BNWAS will advance further and go into the 3rd stage
remote alarm condition where the CREW ALERT/WATCH ALERT which is an audible and visual alarm at
locations where crew members can be alerted to take corrective actions.
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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.
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Dimensions and Installation:
MEU Enclosure:
Protection: IP55
Housing: PRESSED STEEL
Weight: 5Kg
Colour: Powder Coated
300mm 155mm
300mm
270mm
ALL FIXING
HOLES 10mm
270mm
GLAND PLATE
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MAP Unit:
Protection: IP54
Housing: Moulded ABS
Weight: 0.5Kg
Colour: Beige or Black
Installing the MAP.

First decide on the location and the orientation of
the base assembly.
There are two mounting options, Desk‐top and Wall

mount.
There are 2 glands supplied if used 2 x 14mm holes

are required to allow fitting.
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 and trim

back the screen to ensure that there can be no
grounding of the PCB.
Terminate the cable as per the system termination

sheet on page 39.
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SK3 SK11 MAP
FAULT
ACTIV
CREW
SW IL
SK1
EMER
SK2
+12V
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 to the Monitor and Alert Panel (MAP) requires 12 cores screened so either a
12 core screened or 6 core screened x 2 are suitable. AMI supply as standard 6 core screened.
The screen should be grounded to the base plate or enclosure only. There is no grounding in the MAP.
Notice is to be observed that the terminals will accept up to 2.0mm2 conductors.
Once the cable has been terminated and connected correctly align the MAP unit to the base assembly,
press firmly and allow the side catch to hold the MAP in place. Once the MAP is in place turn the locking
screws on the latch mechanism 90 degrees to lock the MAP in place.
Page 21 of 62
Bridge
e Navigatio
onal Watcch Alarm System (B
BNWAS) KKW810.
RAP, WAP aand DOS Uniits:

Protection: IP65
Housing: Mouldeed ABS
Weight: 0.2Kg
Colour: Beige or Black
Installing th
he RAP and WAP
W units.
First decidee on the locattion of the base assemblly and mark out
o the locattion of the 2 mm pilot ho
oles.
Using 4 x 3.5mm x 12mm screws (no

ot supplied) attach the unit
u to its location.
The panel can be hung from

f the basse unit by thee use of the 2 white nylo
on tabs.
Cable entryy can either be from beh hind directly into the base or from outside
o on thhe bulkhead
d using the 2
glands suppplied. The glaands require 14mm holess in to the baase to allow fitting.
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.
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
SK10 SK1 SK2 SK1 SK2
ACTIV
+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
OAS Officer Alert Selector Interface:
Remove the 4 x screw caps and screws to access the base.

Make 2 holes in the base and secure the enclosure.
The unit can be orientated as necessary.
3RD STAGE MEU 2ND STAGE BNWAS OFFICER ALERT SELECTOR INTERFACE OAS
CREW ALERT OFFICER ALERT
SK8 SK10 SK5 SK2 OFFICER 3 SK4 OFFICER 1
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
SK1 OFFICER 4 SK3 OFFICER 2

1 2 3 4 5 1 2 3 4 5
WAP 4 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 WAP 2 SK2

1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
Page 25 of 62
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
Specifications – PIR:
Inputs:
12 VDC at 18mA
Outputs:
Motion Detected
Controls:
None
Terminal: NC (alarm relay)

Normally closed until movement detected.
Visual Indications:
Steady red LED will illuminate for 2‐3 seconds on detection of movement.
Installation:
Bulkhead surface or corner.
Mounting Height:
1.8 to 2.4 m (6 to 8 ft.)
Max. Coverage:
12 m (40 ft.) diagonal size / 90°
Mass Immunity:
Immune to objects weighing up to 36 kg (80 lb.)
Vertical Adjustment:
3‐position adjustment: 1.8 m (6 ft.), 2.1 m (7 ft.) and 2.4 m (8 ft.).
Installation Hints
To minimize false detections:
In addition, a few important rules must be observed while
selecting a mounting location:
If two PIR units are installed in the bridge they should not face
each other and must be mounted at least 2 metres apart.
Do not install the PIR units in places where the detector circuit
detects constantly or intermittently, due to environmental
interference.
Page 27 of 62
Mounting
Remove the front cover as shown below.
Cover and PCB Removal
Loosen the vertical adjustment screw, slide the PCB down and remove it via the “keyhole”.
Pull the PCB straight out and put it aside until required again.
Refer to the following figure and punch out the mounting knockouts at the rear wall of the base (for surface
mounting) or at the angled sides of the base (for corner mounting).
Inside View
Punch out any one of the wiring knockouts shown above.

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.
Page 28 of 62
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
Vertical Adjustment:
To maintain maximum coverage range the vertical adjustment scale must be adjusted in accordance with
the actual mounting height (refer to below figure).
Loosen the vertical adjustment screw and slide the printed circuit board up or down until the pointer shows
the actual mounting height on the scale.
When done, re‐tighten the screw tight.
Vertical Adjustment
Setting the Pulse Counter:
Set the PIR detector for maximum false detection immunity; shift the jumper between to 2 & 3. In this
position, three consecutive motion events are required to trip the PIR detector.
Pulse Counter Setting Options

Detection Walk Test
Verify that the LED is enabled.
Install the front cover in place.
Walk across the detector’s field of view in different directions, at various distances from the detector, and
verify proper detection throughout the detector's coverage area (the red LED will illuminate for several
seconds each time motion is detected).
When done, remove the cover and disable the LED to prevent any possible pollution of the officer’s night
vision.
Remount the cover and fasten it to the base using the small screw at the bottom.
Setting the LED Jumper
Page 30 of 62
Specifications – SAB:
Protection: IP65
Housing: Moulded ABS
Weight: 0.5Kg
Colour: White with Red Lens
The KW810‐SAB sounder beacon can be used for the 2nd stage alert in the officer cabins with the volume
level recommended set to low.
OFFICER ALERT 2ND STAGE

KW810-SB Option Switch
AUD/SW
SK10
ACTIV
FLASHNI
+12V
GND
LED
SW
+
+VDC
1 6 +
ON ‒
1 2 3 4 5
-VDC [1]
‒
ON
‒
VOL
Vol 1 2 3 4 5 -VDC [2]

‒
001101
WAP Vol = Volume Level

OFF = 0 = Low 81dB Volume Control
ON = 1 = High 92dB
To the
next SAB
For 3RD stage alerts e.g. in an adjacent passage way to the Ships Office, Officers Mess Room or Officer’s
Lounge and other locations which may be considered suitable with the volume set to high.
MEU CREW ALERT 3RD STAGE

SK8 KW810-SB Option Switch
ACTIV
FLASHNI
+12V
GND
AUD
ALM
+
1 5 +VDC
+
ON ‒
1 2 3 4 5
-VDC [1]
‒
ON
‒
VOL
Vol 1 2 3 4 5 -VDC [2]

‒
101101
WAP Vol = Volume Level

OFF = 0 = Low 81dB Volume Control
ON = 1 = High 92dB
To the
next SAB
Up to 6 sounder beacons may be connected in series using the spare terminals +VDC & –VDC [1].
Page 31 of 62
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. 4th Stage
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
Visual Indications on MEU and ATI PCBs:
LD1 ‐ AC Power ON.

LD2 ‐ GPS & Navigation Equipment NMEA input from the A.T.I.
LD3 ‐ Remote Acknowledged.
LD4 ‐ BNWAS Status and Alarm NMEA output.
LD5 ‐ Autopilot NMEA (including Unacknowledged Alarm) / AP engaged input.
LD6 ‐ PIR Activity.
LD7 ‐ Emergency Call.
LD8 ‐ Main Acknowledged.
LD9 ‐ System Fault.
On the A.T.I. (Alarm Transfer Interface) DATA 1, 2, 3 & 4 LD1 to 4 and ALM 1, 2, 3 & 4 LD5 to 8.
Board Layout: MAIN board with the A.T.I. beneath.
Page 33 of 62
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,BW31,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
$PAMIV,BWxx, where xx is the program version.
$PAMIV,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?0,00.0,0,0000,1111,0000,000001,01100,00,A00000000,*3D
d) SYSTEM_FAULT, 0 = Normal. F = Fault detected.
$PAMIV,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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,BW31,2,0,0000,0,?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 (BW12 B30 and earlier only).
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 there is excessive activity due to high volume
of crew members in the bridge area or a PIR has failed or there is a break or short in the cable.
To test the BNWAS MEU PIR circuit’s operation unplug PL6 and remove the wires from the plug.
Make and fit a small wire link between terminals 3 and 4 of the plug. Note at this stage the PIR LED
LD6 is active/on. Fit the plug into SK6 and LD6 will go off.
Ensure SW3‐3 is set to 1 Use PIR and set SW2‐6 to 0 Test & Demo mode. This will reduce all timings
to 15 seconds.
Switch the BNWAS to manual and wait for the MAP/RAP to start the visual alert.
Pull PL6 out from SK6 and the MAP/RAP will stop the visual alert and the dormant period will be
reset wait for 5 seconds and then place PL6 back into SK6.
If this test result is good then there is a problem with the cabling/termination or a PIR.
If the test has no effect then there is a fault with the main board.
No audio alert from the WAPs on the 2nd stage circuit:

If the WAPs are flashing and there is no audio then it is most likely that SW3‐6 is in the off position 0.
This is a result of telling the system that there is a DOS/OAS unit fitted when there is not.
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Page 43 of 62
System Block Diagram:
Page 44 of 62
Bridge
e Navigatio
BNWAS) K W810.
Examplee Installation
n Diagram:
PPage 45 of 62
6
System Block Diagram with DOS:
Page 46 of 62
Bridge
e Navigatio
BNWAS) KKW810.
Exxample Instaallation Diagram with DO

OS:
PPage 47 of 62
6
Certificates of Type Approval and Declaration of Conformity:
Page 48 of 62
Page 49 of 62
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)
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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)
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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)
OFFICER ALERT +VDC 12V+ (BNWAS‐5) SK10‐1 (12V+)

(OPTION) (SAB)
2ND STAGE –VDC [1] OFFICER ALERT 2ND STAGE SK10‐3 (LED))
CREW ALERT +VDC 12V+ (BNWAS‐5) SK8‐1 (12V+)

(OPTION) (SAB)
3RD STAGE –VDC [1] CREW ALERT 3RD STAGE SK8‐3 (ALM LED))
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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)
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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)
Recommended Cable Types Minimum Conductor Size (Note conductor thickness 2.0mm maximum)
Cable 1 (BNWAS‐1)
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)
2 Core Screened Data Cable ‐ Conductor thickness minimum of 0.5mm2
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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 Iss02 Rev11 2012-01-10 New ATI & New PIR

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Bridge Navigational Watch Alarm System (BNWAS) KW810.

AMI MARINE (UK) LTD

Document Date Modification Number (where applicable)

AMI MARINE (UK) LTD

Unit 2 Tower Industrial Estate

Tel No: +44 (0) 23 8048 0450

DANGER: HIGH VOLTAGE!

This unit has a high voltage source inside.

Application: The amendments stipulate as follows:

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

3.1.1 Operational modes

(128/A4.1.1.1) The BNWAS shall incorporate the following operational modes:

3.1.2 Operational sequence of indications and alarms

3.1.2.1 Dormant period

Figure 1 – Alarm sequence without acknowledgements

3.1.2.2 First stage bridge audible alarm

3.1.2.3 Second stage remote audible alarm

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 from MSC128 (75)

4.1.2 Operational sequence of indications and alarms

4.1.3 Reset function

4.1.4 Emergency call facility

Indications and Operation:

Remote Alert Panel (RAP):

Visual and Audible Indications:

BRIDGE ALERT, OFFICER ALERT and CREW ALERT:

Watch Alert Panel (WAP) 2nd & 3rd Stage Alarms:

Visual and Audible Indications Only:

Sounder Beacon (SAB) 2nd & 3rd Stage Alarms:

Visual and Audible Indications Only:

Duty Officer Selector (DOS):

Officer Alert Selector I/F (OAS):

ALERT sequence without Acknowledgements:

UNACKNOWLEDGED ALARM TRANSFER sequence:

Dimensions and Installation:

Installing the MAP.

There are two mounting options, Desk‐top and Wall

There are 2 glands supplied if used 2 x 14mm holes

Once the route and entry of the cables has been

Cut back the outer sheath by 10 to 15cm and trim

Terminate the cable as per the system termination

SK3 SK11 MAP

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

RAP, WAP aand DOS Uniits:

Using 4 x 3.5mm x 12mm screws (no

The panel can be hung from

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 Officer Alert Selector Interface:

Remove the 4 x screw caps and screws to access the base.