BRIDGE EQUIPMENT

Capt.Priya Ranjan

Topics BNWAS
 • BNWAS
The purpose
2 of BNWAS (Bridge Navigational Watch Alarm System) is to monitor bridge activity and
detect operator disability which could lead to marine accidents.
BNWAS monitors the watch officer's presence through watch safety system functions.
On a typical sea-faring vessel, be it naval or merchant, personnel keep watch on the bridge and over the
running machinery.
The generic bridge watch standers are a lookout and an officer or mate who is responsible for the
safe navigation of the ship.
Watch standing, or watch keeping, in nautical terms concerns the division of qualified personnel to operate
a ship continuously.

The system monitors the awareness of the OOW and automatically alerts the Master or another qualified
OOW if for any reason the OOW become incapable of performing the oow duties.

BWNAS shud be operational whenever the ships heading or track control system is engaged,unless
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Description of requirement
This Bridge Navigation Watch Alarm System (BNWAS) in simple terms is a timer alarm system that forces
watch officers to reset this system in periodic time intervals to insure that they are fully alerted (not
sleeping, playing solitaire with bridge computer,etc).
Safe navigation means keeping the vessel on course and away from dangers as well as collision avoidance
from other shipping.
An engineering specialist ensures that running machinery continues to operate within tolerances and
depending on the vessel; this can also be accomplished from the bridge.
A secondary function of watch keeping is to respond to emergencies, be it on own ship or involving other
ships.
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Duration
Watch durations will vary between vessels due to a number of reasons and restrictions.
The traditional three-watch system is from the days of sail, where the ships company was divided into
three and the day divided into six watches of four-hours duration, such that an individual would keep two
four-hour watches each day separated by an eight-hour time for sleep or recreation.
Examples of other systems include 4 by 6-hour and 7's and 5's when a warship has half its ships company
on watch at a time.
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Primary Duties of Officer on Watch (OOW) on Ship’s Bridge

A deck officer assigned with the duties of watch keeping and navigation on a ship’s bridge is known as the
officer on watch (OOW).
While keeping a watch on the bridge he is the representative of the ship’s master and has the total
responsibility of safe and smooth navigation of the ship.
Officer on Watch (OOW) is also in charge of the bridge team, which is there to support him in the
navigation process.
He is also responsible to ensure that the ship complies with COLREGS and all the orders of the master are
followed with utmost safety under all conditions.
 • BNWAS
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The requirement has the following main technical characteristics:

After the system has been activated no alarm for a period of 3 to 12 minutes.
After this period the system initiates a visual alarm on the bridge
If not reset with a period of 15 seconds an audible alarm on the bridge is activated.
If not reset with a period of 15 seconds from last audible bridge alarm, a second stage audible alarm is
activated in a remote location (ships office, master office).
If not reset a third stage alarm is activated in a remotely location were other officers can take corrective
action within 90 seconds from the initiation of second stage alarm.
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The three main duties of an officer on watch (OOW) are:

• Navigation

• Watch keeping

• GMDSS radio watch keeping

• A list of main duties of an officer on watch (OOW) is provided below.

• However, this is not an exhaustive list and the duties may change according to the requirements.
 • BNWAS
Duties of
10 OOW

• Maintaining a proper watch along with general surveillance of the ship

• Monitoring and recording all bridge activities
• Checking navigational equipment in use at regular interval of time
• Following a proper navigation plan to avoid any kind of collision according to COLREGS
• Must know how to use Automatic Radar Plotting Aid (ARPA)
• Must know how to use Electronic Chart and Display System (ECDIS)
• Should be conversant with the ship’s speed, turning circles, and ship handling characteristics
• Keep a continuous watch on GMDSS radio for any kind of distress or general signals
• Prepare, execute, and monitor a safe passage plan
• Ensure handing over of the watch is done according to shipboard operation procedures
• Asking for support whenever required
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• Contact master when need arise

• Should be fully aware of all safety equipment on board ship
• Must use helm and signaling apparatus whenever required
• Must know how to use all equipment meant for prevention of pollution at the sea and safety of lives
• Should not leave the bridge unattended during his watch
• These are the primary duties of any officer of watch at the bridge. However, there would also be
additional duties allotted to the officer depending on his rank.
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Duties of OOW
• Maintaining a proper watch along with general surveillance of the ship
• Monitoring and recording all bridge activities
• Checking navigational equipment in use at regular interval of time
• Following a proper navigation plan to avoid any kind of collision according to COLREGS
• Must know how to use Automatic Radar Plotting Aid (ARPA)
• Must know how to use Electronic Chart and Display System (ECDIS)
• Should be conversant with the ship’s speed, turning circles, and ship handling characteristics
• Keep a continuous watch on GMDSS radio for any kind of distress or general signals
• Prepare, execute, and monitor a safe passage plan
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• Ensure handing over of the watch is done according to shipboard operation procedures
• Asking for support whenever required
• Contact master when need arise
• Should be fully aware of all safety equipment on board ship
• Must use helm and signaling apparatus whenever required
• Must know how to use all equipment meant for prevention of pollution at the sea and safety of lives
• Should not leave the bridge unattended during his watch
• These are the primary duties of any officer of watch at the bridge. However, there would also be
additional duties allotted to the officer depending on his rank.
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A Bridge Navigational Watch Alarm System, abbreviated BNWAS, is an automatic system which
sounds an alarm if the watch officer on the bridge of a ship falls asleep, becomes otherwise incapacitated,
or is absent for too long a time.
The BNWAS is automatically engaged when the ship's auto pilot is activated.
The minimum requirement for a BNWAS under International Maritime Organization standards is to have a
dormant stage and three alarm stages, except that on a non-passenger vessel, the second stage may be
omitted.
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Stage 1: When the autopilot is engaged, the bridge officer is required to signal his presence to the BNWAS
system every 3 to 12 minutes in response to a flashing light, either by moving an arm in front of a motion
sensor, pressing a confirmation button, or directly applying pressure to the BNWAS center.

Stage 2: When a confirmation signal fails to occur within 15 seconds in Stage 1, an alarm will sound on
the bridge, and if there is still no confirmation signal after a further 15 seconds, in the captain’s and the
first officer’s cabins.
One of them must then go to the bridge and cancel the alarm.

Stage 3: If neither the captain nor the first officer cancels the alarm within a specified time period (between
90 seconds and 3 minutes depending on the size of the vessel), an alarm will sound in locations where
other personnel are usually available.
In addition an emergency call function may be provided, by which bridge personnel can activate a Stage 2
or Stage 3 alarm to call for help.
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IMO requirements under the SOLAS resulting from an amendment of June 5, 2009, come into force on the
following dates for ships classified by size:
July 2011: new vessels in excess of 150 tonnes
July 2011: all passenger vessels
July 2012: all vessels in excess of 3,000 tonnes
July 2013: all vessels between 500 and 3,000 tonnes
July 2014: all vessels between 150 and 500 tonnes
Specific nations have added further regulations. For example, vessels of the Norwegian coastal fishery are
required to activate a speed sensor connected to the vessel's motor or GPS.
Wired and wireless versions are available.
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The shipping industry has incurred mammoth losses in past few years due to incidences of collision and
grounding.
The primary reasons of such unfortunate events have been termed as sheer negligence and failure to
comply with effective bridge watch keeping rules.
The new resolution passed by IMO focuses on the importance of using BNWAS-Bridge Navigational
Watch and Alarm System to prevent accidents as a result of watch keeping flaws.
Two unfortunate accidents which were caused as a result of sheer negligence on the part of OOW to carry
out their duties properly.
 • Incident I
While transiting
19 a river while approaching the Port of Balikpapan,
Indonesia, an Italian flagged vessel was grounded on a reef.
The reason for this incident, upon investigation, was revealed sheer negligence on the part of Officer on Watch
(OOW).
The ship’s passage plan indicated the course as a critical one and the course line was laid so as to clear the reef
by 5 cables.
The OOW was distracted by the phone signal and did not check the position of the vessel frequently.
He even altered the course slightly to get a better signal strength, which brought him closure to the reef.
Eventually, the vessel was grounded, amounting to salvage and heavy fine to the owners.
Luckily none of the underwater compartments got damaged for the vessel was carrying around 30,000 MT of
fuel oil cargo.
The root cause found was failure to follow the passage plan and overlooking of the guidelines for effective
watch keeping.
 • Incident 2
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In another incident, which occurred in Singapore Strait few years back, a container vessel collided with an
oil tanker.
The bow of the container struck the mid ship compartment of the VLCC.
There was loss of life, damage to property and environmental pollution as well.
Investigations revealed that the OOW on board the container vessel was working on the bridge computer
while the vessel was transiting Singapore Strait.
By the time he saw the VLCC crossing from Port to Starboard they were in a close quarter situation.
Avoiding action taken by the OOW was not sufficient and timely to avoid the catastrophe. Underlying
cause again was found to be lack of effective watch keeping.
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Due to alarming increase of activities similar to the above mentioned ones, the International Maritime
Organization (IMO) has come up with a resolution A.694(17) associated with IEC 60945.
This resolution focuses on BNWAS – Bridge Navigational Watch alarm system.
With basic principle of monitoring bridge activity and disability of duty officer, the system can
consequentially function as a preventer of marine accidents.
With the help of a series of alarms and indicators this system is able to determine if a bridge watch keeping
officer is disable to execute his watch keeping duties and subsequently alert Master or another qualified
OOW.
Furthermore it can be an aid to call assistance if required by the OOW.
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A mandatory requirement as per Ch. V of The International Convention for Safety of Life at Sea
(SOLAS), BNWAS or the Dead man alarm system for bridge, is mandatory for all existing cargo ships
>3000GRT and not later than the first survey after 1 ST July 2012.
The operational requirements for a BNWAS emphasize on alerting the ship’s master and other qualified
watch keeping officers in an event of disability or negligence of OOW.
To elaborate further BNWAS has a three stage alarm system. Once operational, the BNWAS within 12
minutes will initiate a visual indication on the bridge.
If not reset, the BNWAS will sound a 1st stage audible alarm, in the bridge, 15 seconds after the visual
indication was initialized.
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If the alarm is still not acknowledged within 15 seconds of the first stage alarm, the BNWAS will sound a
second stage remote audible alarm in Master’s cabin or other qualified OOW’s location.
If the second stage alarm is not acknowledged within 90 seconds, it will sound a third stage alarm at the
location of further crew members who are capable of taking action.
If after any stage the alarm is reset, it will again activate after 12 minutes of last indication.
Such great features make BNWAS inevitable part of bridge watch keeping and prove to be a great aid in
mitigating the risks to ship owners.