PALOMPON INSTITUTE OF TECHNOLOGY

COLLEGE OF MARITIME EDUCATION

PACKET 2 Marine Transportation Department
D-WATCH 2
LEARNING MODULE

https://knowledgeofsea.com/tag/
bridge-watchkeeping/

Alfon H. Olorvida
INST

Note : This module is for educational use only and not for any commercial purposes.
MODULE
OVERVIEW
MODULE OVERVIEW

Purpose of
the Module
To continue the learning process of the maritime students despite the
threat of COVID-19 pandemic.

Module Title

Deck Watchkeeping w/ Bridge Resource Management

Module
Description
Objectives of the module leading towards the competencies in planning and
conducting a passage and determine position, as well as, maintaining a safe
navigational watch. Specifically, students will be exposed to the learning
process of acquiring conceptual framework on steering and control system;
working knowledge of the Principles to be observed in keeping a
navigational watch; use of routieng in accordance with the General
Provisions on Ship’s Routeing; use of information from navigational
equipment for maintaining a safe navigational watch; blind pilotage
techniques; general principles for ship reporting systems and with VTS
procedures; and bridge resource management.
MODULE OVERVIEW Continued….

Module
Outcomes
CO1: Explain steering control systems, operational procedures and
demonstrated change-over from manual to automatic control and vice
versa and adjusted controls for optimum performance to steer the ship and
complied the helm orders

Module
Requirement
Faculty Requirements: CMO 67, S. 2017, Section 13.2
Prerequisite: D-WATCH1, NAV 6, MGMT 1

Module
Guide
This module is composed of three (3) topics. Every lesson was made as
comprehensive as possible. Take note that prior knowledge of the
previous lesson is required for you to understand the next lesson or topic.
To answer all the assessments correctly, do not skip any lesson.
 KEY
TERMS
KEY TERMS

AIS ( Automatic Identification System ) - transponders designed to be capable of

providing position, identification and other information about the ship to other ships and to
coastal authorities automatically.

MSC (Maritime Safety Committee) – an organization which deals with all matters related
to maritime safety and maritime security which fall within the scope of IMO, covering both
passenger ships and all kinds of cargo ships.

VDR (Voyage Data Recorder) - an equipment fitted onboard ships that record the various
data on a ship which can be used for reconstruction of the voyage details and vital
information during an accident investigation.

S-VDR (Simplified Voyage Data Recorder) - a simplified VDR, which records information
that is only absolutely necessary and does not record information as extensive as the
VDR.

BNWAS (Bridge Navigational Watch & Alarm System) - a monitoring and Alarm system
which notifies other navigational officers or master of the ship if the officer on watch
(OOW) does not respond or he/she is incapable of performing the watch duties efficiently
 Deck Watchkeeping
w/ Bridge Resource

TO
Management

https://sale-gps.com/product/furuno-ais-transponder-with-
display-class-a/

“Topic: “Automatic Identification System

Equipment”
ACTIVATING STUDENTS SCHEMATA

In 2000, IMO adopted a new requirement (as part of a

revised new chapter V) for all ships to carry automatic
identification systems (AISs) capable of providing
information about the ship to other ships and to coastal
authorities automatically.

The regulation requires AIS to be fitted aboard all ships

of 300 gross tonnage and upwards engaged on
international voyages, cargo ships of 500 gross tonnage
and upwards not engaged on international voyages and
all passenger ships irrespective of size. The requirement
became effective for all ships by 31 December 2004.

Ships fitted with AIS shall maintain AIS in operation at all

times except where international agreements, rules or
standards provide for the protection of navigational
information.
This module will cover the basic operation and working
principle of the AIS.
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

Determine the basic principles of

Automatic Identification System
equipment and its operation
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES

Answer the following questions.

I. Aside from AIS display,

where can you view the AIS
data of other vessel?

https://sale-gps.com/product/furuno-ais-transponder-with-
display-class-a/

II. Identify all the information

that can be found on the
AIS display shown above.
 FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
FEEDBACK AND ANALYSIS

Feedback and Analysis will be

based from the student’s
activity.
MAIN TOPIC
Automatic Identification System

https://www.imo.org/en/OurWork/Safety/Pages/AIS.aspx

AIS transponders
Automatic identification systems (AIS) transponders are designed to be capable of
providing position, identification and other information about the ship to other
ships and to coastal authorities automatically.
Automatic Identification System

Regulations for carriage of AIS

SOLAS regulation V/19 - Carriage requirements for shipborne navigational
systems and equipment - sets out navigational equipment to be carried on
board ships, according to ship type. In 2000, IMO adopted a new
requirement (as part of a revised new chapter V) for all ships to carry
automatic identification systems (AISs) capable of providing information
about the ship to other ships and to coastal authorities automatically.

The regulation requires AIS to be fitted aboard all ships of 300 gross
tonnage and upwards engaged on international voyages, cargo ships of 500
gross tonnage and upwards not engaged on international voyages and all
passenger ships irrespective of size. The requirement became effective for
all ships by 31 December 2004.

Ships fitted with AIS shall maintain AIS in operation at all times except
where international agreements, rules or standards provide for the
protection of navigational information.

A flag State may exempt certain ships from carrying an AIS. Performance
standards for AIS were adopted in 1998.

The regulation requires that AIS shall:

- provide information - including the ship's identity, type, position,

course, speed, navigational status and other safety-related
information - automatically to appropriately equipped shore stations,
other ships and aircraft;
- receive automatically such information from similarly fitted ships;
- monitor and track ships; and
- exchange data with shore-based facilities.
Automatic Identification System

Maritime security - AIS ship data

At its 79th session in December 2004, the Maritime Safety Committee
(MSC) agreed that, in relation to the issue of freely available automatic
information system (AIS)-generated ship data on the world-wide web, the
publication on the world-wide web or elsewhere of AIS data transmitted by
ships could be detrimental to the safety and security of ships and port
facilities and was undermining the efforts of the Organization and its
Member States to enhance the safety of navigation and security in the
international maritime transport sector.

The Committee condemned the regrettable publication on the world-wide

web, or elsewhere, of AIS data transmitted by ships and urged Member
Governments, subject to the provisions of their national laws, to discourage
those who make available AIS data to others for publication on the world-
wide web, or elsewhere from doing so.

In addition, the Committee condemned those who irresponsibly publish AIS

data transmitted by ships on the world-wide web, or elsewhere, particularly
if they offer services to the shipping and port industries.

- https://www.imo.org/en/OurWork/Safety/Pages/AIS.aspx
Automatic Identification System

Maritime security - AIS ship data

At its 79th session in December 2004, the Maritime Safety Committee
(MSC) agreed that, in relation to the issue of freely available automatic
information system (AIS)-generated ship data on the world-wide web, the
publication on the world-wide web or elsewhere of AIS data transmitted by
ships could be detrimental to the safety and security of ships and port
facilities and was undermining the efforts of the Organization and its
Member States to enhance the safety of navigation and security in the
international maritime transport sector.

The Committee condemned the regrettable publication on the world-wide

web, or elsewhere, of AIS data transmitted by ships and urged Member
Governments, subject to the provisions of their national laws, to discourage
those who make available AIS data to others for publication on the world-
wide web, or elsewhere from doing so.

In addition, the Committee condemned those who irresponsibly publish AIS

data transmitted by ships on the world-wide web, or elsewhere, particularly
if they offer services to the shipping and port industries.

- https://www.imo.org/en/OurWork/Safety/Pages/AIS.aspx
Automatic Identification System

PRINCIPLE:

Watch this YouTube video:

https://www.youtube.com/watch?v=mRtBr-
2Oqz0&ab_channel=MarineOnline

OPERATION:

Watch this YouTube video:

https://www.youtube.com/watch?
v=a2XBEgQUpVo&ab_channel=INFINITYMARINER
ASSESSMENT
Assessment

1. Define AIS.
2. State briefly the principle of AIS.
3. Identify the numbered items on the figure below.

AIS-JHS MANUAL
FEEDBACK
Feedback
SUMMARY
Summary
 Deck Watchkeeping
w/ Bridge Resource

TO
Management

https://shipip.com/voyage-data-recorder-vdr-on-a-ship-explained/

“Topic: “Voyage Data Recorder and

Simplified Voyage Data Recorder”
ACTIVATING STUDENTS SCHEMATA

When an accident such as fire, collision, or grounding

will occur onboard, it is necessary to be able to
restructure the events that happened right before the
accident to determine its cause. If injuries or deaths
occurred as a result of the accident, the evidence
recovered afterwards will be critical in establishing what
happened to cause the accident, why the accident
occurred and who, if anyone, was responsible.

One of the first things investigators do after a marine

accident is recovering the information stored within a
vessel’s Voyage Data Recorder, or VDR. VDRs are data
recording devices that serve the same function as an
airplane’s black box flight recorder. All passenger ships
and other vessels above 3,000gt that are subject to
SOLAS regulations must carry a VDR onboard.
https://shipip.com/voyage-data-recorder-vdr-on-a-ship-
explained/
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

Differentiate the Voyage Data

Recorder and the Simplified Voyage
Data Recorder equipment.
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES

Choose in the box which information is mandatory for VDR and which information
is mandatory for S-VDR.

VDR S-VDR

Date and time

Ship’s position
Speed and heading
Bridge audio Communication audio (radio)
Radar data
ECDIS data
Echo sounder
Main alarms
Rudder order and response
Hull opening (doors) status
Watertight and fire door status
Speed and acceleration
Hull stresses
Wind speed and direction
 FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
FEEDBACK AND ANALYSIS

Feedback and Analysis will be

based from the student’s
activity.
MAIN TOPIC
VDR and S-VDR

Voyage Data Recorder

The IMO defines the Voyage Data Recorder as a complete system,
including any items required to interface with the sources of input signals,
their processing and encoding, the final recording medium, the playback
equipment, the power supply and dedicated reserve power source.
Akin to the ‘Black Box’ on airplanes, a Voyage Data Recorder is an
equipment fitted onboard ships that record the various data on a ship which
can be used for reconstruction of the voyage details and vital information
during an accident investigation.
Information is stored in a secure and retrievable form, relating to the
position, movement, physical status, command and control of a ship over
the period and following an incident. This information is used during any
subsequent safety investigation to identify the cause(s) of the incident.
Aside from its usage in accident investigation, it can also be used for
preventive maintenance, performance efficiency monitoring, heavy weather
damage analysis, accident avoidance and training purposes to improve
safety and reduce running costs.

Understanding VDR
As mentioned earlier, a VDR or voyage data recorder is an instrument
safely installed on a ship to continuously record vital information related to
the operation of a vessel. It contains a voice recording system for a period
of at least last 12 hours (for VDRs installed post-July 2014, the period of the
integrated details recorded is 48 hours as per the MSC Resolution 333.90).
This recording is recovered and made use of for investigation in events of
accidents in a compressed and digitised format.
A ship’s VDR is far superior to a black box of an aeroplane as it stores a
variety of data and that too for not less than a period of 12 hours. The data
records covering the last 12 hours are continuously overwritten by the latest
data.
A VDR is capable of withstanding heavy weather, collisions, fires and
pressure conditions even when a ship is at a depth of several meters in
water.
VDR and S-VDR

How VDR works?

The VDR can be classified to contain following units,

– the Data Collection Unit (DCU) (fitted on the bridge that pulls in data from
all the integrated sources),

– a Data Recording Unit (DRU) (fitted on the monkey island that stores all of
the data that is recorded via the unit within the wheelhouse) and
microphones to record bridge audio. The DCU contains the Data Processor
Unit, interface modules and backup batteries. It collects data from sensors
as required by the IMO and IEC standards. The batteries supply power to
the DCU to record bridge audio for 2 h in case of a main ship’s power
failure. The flash memory in the DRU stores the data coming from the DCU.
The data can be retrieved by using playback software for investigation after
an incident. The DRU components are embodied in the protective capsule.
The capsule ensures survival and recovery of the recorded data after an
incident.

The flash memory in the DRU stores the data coming from the DCU. The
data can be retrieved by using playback software for investigation after an
incident. The DRU components are embodied in the protective capsule. The
capsule ensures survival and recovery of the recorded data after an
incident.
VDR and S-VDR

The VDR at least must record the following:

Date and time (SVDR)
Ship’s position (SVDR)
Speed and heading (SVDR)
Bridge audio (SVDR)
Communication audio (radio) (SVDR)
Radar data (SVDR)
ECDIS data (SVDR)
Echo sounder
Main alarms
Rudder order and response
Hull opening (doors) status
Watertight and fire door status
Speed and acceleration
Hull stresses
Wind speed and direction

The data that is collected or pulled in from all the integrated sources is, as
mentioned above, kept in the storage capsule and holds information for the
12 hours (or 48 hours) preceding it and continuously refreshed as the
voyage progresses.

There is also a record button provided in the bridge unit so that after
pushing button (say during starting of any incident like collision or
grounding), the recorder will start recording a new set of information from
that period of time.

The capsule mentioned above is a very sturdy unit, capable of withstanding

shock and pressures associated with a marine mishap (collision, grounding,
bad weather etc). It might be a float-free arrangement as with the HRU or
attached with the EPIRB for simultaneous release.
VDR and S-VDR

S-VDR
The SVDR is nothing but a simplified VDR, which records information that is
only absolutely necessary and does not record information as extensive as
the VDR. Naturally, it is more cost effective and more in usage on board
merchant ships. The concept of SVDR can be best understood by
comparing the data below with that of the VDR. Mandatory information to be
recorded in an SVDR are marked next to the category above. The last two
interfaces of Radar and ECDIS may be recorded only if there are standard
interfaces available.

OVERVIEW OF VDR:

Watch this YouTube

video:

- https://www.youtube.com/
watch?
v=Gi28ZxlHQNM&ab_chan
nel=RAYCETV
ASSESSMENT
Assessment

Answer the following questions

1. What is the difference between VDR and S-VDR?

2. What mandatory information must be recorded on
VDR?
3. What mandatory information must be recorded on
S-VDR?
FEEDBACK
Feedback
SUMMARY
Summary
 Deck Watchkeeping
w/ Bridge Resource

TO
Management

https://www.mackaycomm.com/products/safetysecurity/
bnwas/jrc-jcx-161-bnwas/

“Topic: “Bridge Navigational Watch Alarm

System (BNWAS)”
ACTIVATING STUDENTS SCHEMATA

Navigating a giant vessel is not at all an easy job and

when it comes to situations of emergency, wherein the
navigational officer has to make some quick decisions,
the safety of the entire ship and its crew depends on that
officer.
This is when automated systems are extremely useful.
BNWAS is one type of automated system used on ships.
While the navigation of the ship is probably the most
important aspect of delivering the cargo and the crew
safely between two points, it must also be understood
that the human component attached to navigation is
open to errors and faults; with a sudden mishap with
respect to the watchkeeper (sudden unavailability due to
health reasons while on watch), the ship might be
exposed to dangers and the BNWAS assists to tackle
such a problem.
-https://www.marineinsight.com/marine-navigation/what-is-bridge-
navigational-watch-alarm-system-bnwas/
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

Determine the basic principles and

operation of Bridge Navigational
Watch Alarm System;

Explain the operational awareness of

BNWAS by the navigational
watchkeepers and the transmission of
alerts to the responsible
officer in charge
during untoward
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES

Read the incident report below and answer the

questions given.

-https://www.marineinsight.com/case-studies/real-life-accident-sleeping-during-watch-leads-to-vessel-grounding/
-nautinst

A small cargo vessel was on a coastal passage and proceeding at full sea
speed. At midnight, the Master, one of the two watchkeepers on board, was
relieved by the other officer. Soon after taking over the watch, the OOW, as was
the common practice on this vessel, sent the duty lookout below.
It was later determined that the OOW fell asleep sometime after sending the
lookout below. With the Bridge Navigational Watch Alarm System (BNWAS)
turned off and other alarms not activated, available bridge resources that could
have alerted the crew and/or awoken a sleeping OOW were silenced. As a
result the vessel steamed at 11.5 knots with no-one in control on the bridge for
over an hour before grounding.
All of the vessel’s crew, with the exception of the OOW, were awoken by the
vessel running aground. The Master ran to the bridge, where he found the OOW
still asleep. He roused him and simultaneously placed the engine control to
neutral. The OOW awoke confused and was shocked to find that the ship was
aground.
In the days leading up to the accident, the OOW had maintained the 0000-0600
watch. However, for the 24-hour period preceding the accident this routine was
reversed. While the vessel was alongside he was the duty night officer, but was
expected to rest from midnight (when he would normally be on watch) and work
through from 0700-1200, (when he would normally be asleep). It is likely that
this change of routine impacted upon his quality of sleep during the night in port.
He did have over four hours rest before taking over the watch from the Master at
midnight and appeared to be fit and well at that time. However, within one hour
of taking the watch the OOW failed to call the pilot station, despite specific
instructions in the Master’s night order book (which he had signed) and the
Master’s verbal reminder to him at the watch handover. This suggests that
weariness was already affecting his cognitive ability.
EXERCISES/ ACTIVITIES

Questions :
1. Who do you think is at fault in causing such
accident?
2. What do you think are the actions to be made
by ship’s crew in order to avoid such accidents
from happening again in the future?
 FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
FEEDBACK AND ANALYSIS

Feedback and Analysis will be

based from the student’s
activity.
MAIN TOPIC
BNWAS

What is BNWAS?
Bridge Navigational Watch & Alarm System – BNWAS is a monitoring and
Alarm system which notifies other navigational officers or master of the ship
if the officer on watch (OOW) does not respond or he/she is incapable of
performing the watch duties efficiently, which can lead to maritime
accidents.

What is purpose of BNWAS?

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 is
achieved through a mix of alarms and indications which alert backup OOWs
as well as the Master.

Why Ships Need BNWAS?

There have been many incidents in the past wherein ships have collided or
grounded due to wrong decision or inefficiency in taking a decision at the
correct time.
If during an emergency situation, a navigational officer is not capable of
handling that situation, it can lead to devastating scenarios. To avoid this
BNWAS is installed on the bridge which acts similar to a dead man alarm in
the engine room.
A series of alert and alarm is first sounded by BNWAS in the Navigation
Bridge to alert officer on watch. If there is no response to the series of
alarms, then BNWAS will alert other Deck officers, which may include
Master of the ship, so that someone can come out on the bridge and handle
the situation and tackle the problem.
BNWAS

Operational Requirements of BNWAS

The BNWAS primarily has three modes of operation:
Automatic
Manual ON
Manual OFF
Alarms and Indications
1. Once the BNWAS is put into operation, the dormant period should be
between 3 to 12 minutes. This dormant period is the time in which the BNWAS is
active without giving any alarm and it only once the dormant period is over that
the alarm is sounded and the alarm/indication is sounded and the reset function
needs to be activated.
2. Once the dormant period ends, a visual indication (first stage; flashing
indication) must be activated indicating/demanding that the officer rest it, if
available and active.
3. If not reset within 15 seconds of the visual indication, an audible alarm is
sounded (first stage).
4. If at the first stage the audible alarm is not reset, 15 seconds after the
audible alarm, another audible alarm (second stage; the sound should have its
own characteristic tone or modulation intended to alert, but not to startle, the
OOW) is sounded in the backup officer’s and/or Master’s cabin.
5. If at the second stage the audible alarm is not reset, 90 seconds after it,
another audible alarm is sounded (third stage; easily recognisable, indicates
urgency, a volume sufficient for it to be heard throughout the locations above and
to wake sleeping persons) at the locations of further crew members capable of
taking corrective actions.
6. Except for passenger vessels, the second and third stage alarm can be
combined to sound at all locations. If this is applied, the third stage alarm may be
omitted.
7. For very large vessels, sufficient time of up to 3 minutes must be
accounted for the backup officer or the Master to the reach the Bridge to tend to
the situation.
BNWAS

The Reset Function

1. Reset can only be done from physically located areas of the bridge
providing proper look out.

2. Reset can be only be done with a single operator action (for those
familiar with BNWAS, one stroke to the round reset switch) which starts the
dormant period further, cancelling the alarms/indications.

3. Constant activation of the dormant period vis a vis the reset button
should not extend the dormant period to more than that is set or bring about
any suppression of the alarms/indications.

Additionally,
8. An “Emergency Call” feature must be present to immediately skip to
the second and third stage alarms. This is present for the OOW to summon
immediate assistance.

9. Accuracy of the BNWAS should be within the window of 5% or 5

seconds, whichever is lesser.

10. Operational Mode and the duration of the Dormant Period setting
shall be restricted to the Master only.

11. To be powered from the main power supply. The malfunction

indication and all elements of the Emergency Call facility should be powered
from a battery maintained supply.

12. Outputs should be available for integration with other bridge

equipment if need be.
BNWAS

BNWAS
DISPLAY
BNWAS

BNWAS RESET
BUTTON
BNWAS

OVERVIEW OF BNWAS:

Watch this YouTube

video:

- https://www.youtube.com/watch?
v=Rdk2JoAtPTY&ab_channel=MarintecLtd.%28NewZealand
%29
- https://www.youtube.com/watch?
v=9o8N2gdxUTc&ab_channel=CadetEducation
ASSESSMENT
Assessment

Answer the following questions

4. What is the primary function of BNWAS?

5. What was being monitored by the BNWAS system?
6. What will happen if there is no response to the BNWAS
alarm on bridge?
7. What BNWAS alarm will appear when the dormant
period ends (first stage)?
8. In which location were you able to reset the BNWAS
alarm?
9. Who is authorized to change the BNWAS setting?
10. Identify the function of the marked button on the
illustration.

3
2

1
4
FEEDBACK
Feedback
SUMMARY
Summary
SOURCES
SOURCES

TOPIC 4
1. https://knowledgeofsea.com/tag/bridge-watchkeeping/
2. https://sale-gps.com/product/furuno-ais-transponder-with-display-class-a/
3. https://www.imo.org/en/OurWork/Safety/Pages/AIS.aspx
4. https://www.youtube.com/watch?v=mRtBr-2Oqz0&ab_channel=MarineOnline
5. https://www.youtube.com/watch?v=a2XBEgQUpVo&ab_channel=INFINITYMARINER
6. AIS-JHS MANUAL

TOPIC 5
1. https://shipip.com/voyage-data-recorder-vdr-on-a-ship-explained/
2. https://www.youtube.com/watch?v=Gi28ZxlHQNM&ab_channel=RAYCETV

TOPIC 6
1. https://www.mackaycomm.com/products/safetysecurity/bnwas/jrc-jcx-161-bnwas/
2. https://www.marineinsight.com/marine-navigation/what-is-bridge-navigational-watch-
alarm-system-bnwas/
3. https://www.marineinsight.com/case-studies/real-life-accident-sleeping-during-watch-
leads-to-vessel-grounding/
4. nautinst
5. https://www.youtube.com/watch?v=Rdk2JoAtPTY&ab_channel=MarintecLtd.
%28NewZealand%29
6. https://www.youtube.com/watch?v=9o8N2gdxUTc&ab_channel=CadetEducation