Bridge Navigational Watch Alarm

9.3 -

System (BNWAS) on Ships

- DEAD MANS ALARM SYSTEM
- WATCH KEEPER ALARM SYSTEM
FACULTY AND CONTENT DEVELOPED BY: CE. PETER. P.D’SOUZA

Purpose of BNWAS: -

• The purpose of a bridge navigational watch alarm system is to monitor

bridge activity and detect operator disability which could lead to marine
accidents.
 • The system monitors awareness of the Officer of the Watch (OOW)
and automatically alerts the Master or another qualified person if, for
any reason, the OOW becomes incapable of performing OOW duties.
• This purpose is achieved by series of indications and alarm to alert first
the OOW and, if he is not responding, then to alert Master or another
qualified person.
• Additionally, the BNWAS provides the OOW with means of calling for
immediate assistance if required.

Carriage Requirements of Bridge Navigational Watch Alarm System (BNWAS):-

1. Cargo ships of 150 grt and upwards and passenger ships irrespective
of size constructed on or after 1 July 2011;
2. Passenger ships irrespective of size constructed before 1 July 2011,
not later than the first survey after 1 July 2012;
3. Cargo ships of 3000 grt and upwards constructed before 1 July 2011,
not later than the first survey after 1 July 2012;
4. Cargo ships of 500 grt and upwards but less than 3000 grt constructed
before 1 July 2011, not later than the first survey after 1 July 2013; and
5. Cargo ships of 150 grt and upwards but less than 500 grt constructed
before 1 July 2011, not later than the first survey after 1 July 2014.

Requirements of BNWAS:-

• The bridge navigational watch alarm system shall be in operation

whenever the ship is underway at sea.
• System is powered by ships main power and MUST have a battery
back up giving a minimum of 6 hours usage.
The BNWAS is designed to monitor the presence of the OOW on the Bridge. Helping
to improve safety and prevent marine accidents.
3 modes are provided:

• Automatic – automatically brought into operation whenever ship’s heading

or track controls system activated & inhibited when this system is not
activated

• Manual On – in operation constantly

• Manual Off – system does not operate in any circumstances

The BMWAS can be switched off only by the Master under the following
circumstances:

• When the ship is under pilotage, or at times when the bridge is manned by
more than one officer such as when in confined waters or similar time when
the continuous manual reset of the BNWAS alarm could distract the OOW
from effective bridge team management.

• the ship is alongside, in Dry-dock or at a repair facility.

There are 3 levels of alarms:
Where reset arrangements are incorporated into other equipment on the bridge, it
must not be in a position where a proper lookout cannot be maintained i.e.
chartrooms.

Bridge Navigation Watch Alarm System (BNWAS) SAMPEL ONBOARD

IMPLEMENTATION.

The Master is responsible for implementing this process.

1. Ensure all OOW are familiar with different modes of operations
Note: As guided by the manufacturer’s manual.
2. Ensure BNWAS is operated on manual mode at all times when:
A. Underway at sea
B. At anchor
Caution: Do not use in automatic operation mode.
3. Record in Deck Logbook times system is:
A. Activated
B. Deactivated
4. Ensure OOW resets periodically to avoid activation of alarms
5. If alarms activated in cabins or common rooms:
 A. Master and backup officer(s) must proceed to Bridge immediately
6. Set dormant period to no higher than 10 minutes
Note: This interval may be reduced when transiting areas deemed to be hazardous
to safe navigation.
7. Ensure only Master holds:
A. Security password
B. Key used to switch modes (where applicable)
8. Ensure back-up battery tested monthly, confirming:
A. Power failure alarm activation by switching off main power supply

• Include test in Planned maintenance system.

DEAD MANS ALARM SYSTEM

Dead man alarm is a safety alarm provided onboard a UMS class ship. It is provided
in the engine room of a Merchant Navy Vessel. It provides safety to the duty
engineers when they work alone in the engine room, in case of an alarm, during their
UMS watch. As per regulation the Dead man alarm should get automatically ON
when there is an alarm during the UMS hours.
How does a Dead man Alarm works ? :

Whenever there is an alarm during the UMS hours, the Dead man alarm
gets activated automatically. The Dead man alarm will be active for the duration of
20 minutes. The duty engineer can find out the cause of the engine room alarm
during this interval and can reset the same. While coming out of the engine room the
Duty Engineer can switch off the Dead man alarm manually.

Suppose, there is a bigger problem and the duty engineer can not rectify
the fault in these 20 minutes then after 20 minutes the warning light will start
flickering on the alarm consoles in the engine room and the duty engineer can reset
the Dead man alarm from the perticular locations in the engine room. If the duty
engineer has met with an accident while working in the engine room then he won't be
able to reset the Dead man alarm during the 5 minutes of warning period and after
this the Dead man alarm will sound in the engine room, on the bridge and also in the
accomodation. With this alarm, the whole crew of the ship will come to know that
something is wrong with the duty engineer and they will go searching after him in the
engine room.
 This will save the duty engineer from any major mishap and his life can be
saved. In this way, the Dead man alarm works for the safety of the duty engineer.

How to reset the Dead man alarm :

The duty engineer can reset the Dead man alarm by pressing the reset
button provided at the different locations in the engine room. The reset button of the
Dead man alarm is provided at following locations -

1) At the entrance of the engine room.

2) In the Engine Control room.

3) On the alarm consoles provided on each deck in the engine room

How to test a Dead man alarm :

The Dead man alarm is an important safety measure provided on the

UMS class ships. Therefore it becomes imperative to test it for proper working from
time to time. The Dead man alarm test is carried out every six monthly onboard ship
by the Electro Technical Officer (ETO). In this test, the ETO switch ONs the Dead
man alarm manually and checks wheather the alarm activation time setting and
warning time setting is as per the regulation. He also confirms wheather the Dead
man alarm gets activated automatically after an alarm during the UMS hours by
putting the Engine room on UMS and triggering an false alarm. In this way the Dead
man alarm is tested from time to time.
WATCH KEEPER ALARM SYSTEMS

3.1.6 UMS - Manned Hand-over

The following procedures are carried out when changing over to Manned
Operation:
Due to alarm initiation
a) When summoned by the extension alarm system, the duty
engineer proceeds to the E.C.R.
b) Inform the bridge of manned condition and the alarm cause.
c) Switch watch-keeping control to the E.C.R.
d) Rectify alarm condition. If necessary call for assistance.
Normal Hand Over
a) The duty engineer proceeds to the E.C.R.
.
b) Inform the bridge of manned condition.
c) Switch watch-keeping control to the E.C.R.
d) Examine the data logger printouts generated during the UMS
period.
e) Hand over to the oncoming duty engineer, discussing any irregularities.
Ideally the hand over should be carried out in front of the
other Engineer's to provide them with continuous plant operation
knowledge.
f) Inform the senior engineer of any plant defects. He will then
decide if they should be included in the present day's work list.
g) The senior engineer delegates the work list and discusses relevant
safety practices.
h) The duty engineer should be aware of all the maintenance being
carried out and should be informed of any changes to the day's
schedule.
The duty engineer can then proceed with his normal tour of inspection.

Unmanned machinery space operations on

board
Safety precautions for Unmanned machinery spaces: Personnel should never enter
or remain in an unmanned machinery space alone, unless they have received
permission from, or been instructed by the engineer officer in charge at the time.
They may only be sent to carry out a specific task which they may be expected to
complete in a comparatively short time.

•
Before entering the space, at regular intervals whilst in the space and on leaving the
space, they must report by telephone, or other means provided, to the duty deck
officer. Before they enter the space the method of reporting should be clearly
explained. Consideration should be given in appropriate instances to using a `permit-
to-work' .

•
If it is the engineer officer in charge who enters the machinery space alone, he too
should report to the deck officer.
••
Notice of safety precautions to be observed by personnel working in unmanned
machinery spaces should be clearly displayed at all entrances to the space. Warning
should be given that in unmanned machinery spaces there is likelihood of machinery
suddenly starting up.

•
Unmanned machinery spaces should be adequately illuminated at all times.
••
When machinery is under bridge control, the bridge should always be advised when
change in machinery setting is contemplated by the engine room staff, and before
reversion to engine room control of the machinery.

Unmanned machinery space checks

•
On any ship certified for unmanned operation, the machinery spaces may be
unattended for a maximum period of 16 consecutive hours. No vessel is to operate
with the machinery spaces unmanned in the following circumstances:
••
During preparation for departure .
•
During manoeuvring/standby operation.
•
At sea or at anchor when the Master or the Chief Engineer requires the Engine
Room to be manned due to adverse weather, traffic etc.
•
When the cargo handling plant places a high and variable load on the electrical
steam generating plant.
•
When port regulations prohibit any unmanned engine room.
•
With any fire, major alarm, or safety system inoperative, including any fire detection
system zones isolated.
•
If any propulsion equipment back up provision is inoperative.
•
With any major control or communication system inoperative.
•
If the bridge console is inoperative.
•
Before the Chief Engineers specific instructions for operating in the unmanned
condition have been complied with.

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Before Going UMS

•
Before going UMS, the Duty Engineer must ensure that all day service tanks for fuel,
cylinder oil and header tanks for cooling water, lubricating oil, etcare full. An
inspection of all active and operational machinery and systems in all the machinery
spaces, particularly for fuel and lubricating oil leakage, is to be carried out.

•
That the main engine is on bridge Control
•
Check that all bilges and seawalls are empty.
•
Test Oil Mist Detector alarm on M.E , test bilge wells High LevelsAlarms , test Boiler
High/Low/Cut out alarms where applicable
•
Check that bilge pump is in auto position.
•
Check that Emergency DG is in stand-by position.
•
Check that Stand-by DG is on auto-start.
•
Check that steering gear motors are in stand-by position.
•
Check that all stand-by pumps are on auto-start.
•
Check that OWS overboard valve is secured (OWS stopped when E/R unmanned
and if not automatic discharge).

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•
Check that all fire loops are activated.
•
Check whether all watertight and weather doors/openings are closed.
•
Check that the Purifier Room and Steering Gear door is closed
•
Check cabin / public rooms alarms prior to the engine room being unmanned.
•
Inform bridge and confirm UMS before leaving E/R
•
Check that all flammable liquids are in sealed canisters.
•
Check that all oil spills etc have been cleaned up.
•
Check that all waste, rags and other cleaning materials are stowed away.
•
Check that all Engine Room gear, spare parts etc are properly secured.
•
Check that all alarms are active.
•
Check that all fire detection sensors are active.
•
Check that all fire doors are closed.
•
Test the “
Deadman
” alarm and Engineer’s Call Alarms, ensuring they are
sounding in public rooms, Bridge, Cargo Offices and appropriate cabins.

•
A Critical Operations Checklist, is to be developed, maintained and used for ensuring
all necessary checks are made prior to going unmanned. Once the checklist has
been completed, the engine room alarms should be
set to “UMS Mode” and the Bridge notified of
the engine room status and engineer on duty. An entry should be made in the engine
room log book.

Entering / Leaving the Engine Room During Unmanned Period

•
Whenever the duty engineer is required to enter the machinery spaces during UMS
periods, including attendance for evening rounds and to respond to alarms, the
“
Deadman
” alarm system is to be operated, where fitted. On vessels without a “
Deadman
”
alarm system, the duty engineer must contact the bridge every 15 minutes to verify
his safety.

•
In the case of an alarm, the Duty Engineer Officer must verify the cause of the alarm,
and take necessary measures to rectify the cause. If necessary he is to call another
Engineer Officer.
•
In the case of fire, flooding, serious machinery or electrical generation malfunction or
similar threat to safety, the Duty Engineer Officer must call the Bridge and the Chief
Engineer.
•
Two full log entries of the engine room machinery parameters are to be made during
the 8 hr manned period, and one log entry for the unmanned period.

•
The Chief Engineer is to issue standing instructions specific to the vessel detailing
the operation of the machinery during the unmanned period.
•
Means are to be adopted to ensure that entry into unmanned machinery spaces
outside normal working hours is restricted to the Duty Engineer and any other
persons as authorised by the Chief Engineer. Access doors are to carry
appropriately worded "Entry Prohibited" signs indicating the times during which the
special restrictions are applicable.

No vessel is to operate with the machinery spaces unmanned in the following

circumstances:
•
• During preparation for
departure.
••
• During
manoeuvring/standby operation.
••
• At sea or at anchor when the Master or the Chief Engineer requires the Engine
Room to be manned due to adverse weather, traffic etc.
••
• When the cargo handling plant places a high and variable load on the electrical
or steam generating plant.
••
• When port regulations prohibit any unmanned engine room.

•
• With any fire, major alarm, or safety system inoperative, including
any fire detection system zones isolated.
••
• If any propulsion equipment back up provision is inoperative.
••
• With any major control or communication system inoperative.
••
• If the bridge console is inoperative.
••
• Before the Chief Engineers specific instructions for operating in
the unmanned condition have been complied with.

•
Essential requirements for any unattendedmachinery space (UMS) Ship to able to
sail at seaare enumerated in the SOLAS 1974 Chapter II-1,regulations 46 to
regulation 53. The main points discussed in this chapter are discussed in this article.
••
A)Arrangement should be provided on UMS ship to detect and give alarmin case of
fire.
•
a)In the boilerair supply casing and uptake.
•
b)In scavenge space of propulsion machinery.

•
B)In engines of power 2250 Kw and above or cylinders having bore more than
300mmshould be provided with oil mist detector for crankcaseor bearing temperature
monitor or either of two.

•
Protection against Flooding
•
Bilge well in UMS ship should be located and provided in such a manner that the
accumulation of liquid is detected at normal angle of heel andtrim and should also
have enough space to accommodate the drainage of liquid during unattended
period.
•
In case of automatic starting of bilge pump, the alarm should be provided to indicate
that the flow of liquid pumped is more than the capacity of the pump.

Control of Propulsion Machinery from Navigation Bridge

•
The ship should be able to be controlled from bridge under all sailing conditions. The
bridge should be able to control the speed, directionof thrust, and should be able to
change the pitch in case of controllable pitch propeller.

•
Emergency stop should be provided on navigating bridge, independent ofbridge
controlsystem.
•
The remote operation of the propulsion should be possible from one location at a
time; at such connection interconnected control position are permitted.
•
The number of consecutive automatic attempt which fails to start the propulsion
machinery shall be limited to safeguard sufficient starting air pressure.

•
Centralized control & instruments are.
required in Machinery Space
•
Centralized control system should be there so that engineers may be called to the
machinery space during emergencies from wherever they are.

Automatic Fire Detection

•
Alarms and detection should operate veryrapidly and effectively. It should be placed
at numerous well sited places for quick response of the detectors.

Fire Extinguishing System

•
There should be arrangement for fire extinguishing system other than the
conventional hand extinguishers which can be operated remotely from machinery
space. The station must give control of emergency fire pumps, generators,valves,
extinguishing media etc.
•
Alarm System
•
A comprehensive alarm system must be provided for control & accomodationareas.

Automatic Start of Emergency Generator

•
Arrangement for starting of emergency generatorand automatic connection to bus
bar must be provided in case ofblackoutcondition. Apart from that following points
are also to be noted.
•
1)Local hand control of essential machinerieslikesteering, emergency generator
starting, emergency start for main engine etc.
•
2)Adequate settling tank storage capacity.
•
3)Regular testing & maintainenceofmachinery alarms & instruments.

•
Main and auxiliary machinery essential for the propulsion, control and
•
d safety of the ship shall be provided with effective means for its operation and
control. All control systems essential for the propulsion, control and safety of the ship
shall beindependent or designed such that failure of onesystem does not degrade
the performance ofanother system.
•
(SOLAS Ch. II-1/31.1 and 31.5.1)

•
At least two independent means shall be provided forcommunicating orders.
•
from the navigating bridge to the position in the machinery spaceor in the cont
•
rolroom from which the speed and direction of thrust of thepropellers are normally
controlled: one of these shall be an engine-room telegraph which provides visual.
•
indication of the orders and responses both in the machineryspaces and on the
navigating bridge. Appropriatemeansofcommunication sh
•
all be provided from the navigating bridge and the engine-room toany other.
•
position from which the speed or direction of thrust of thepropellers may be
controlled.
•
(SOLAS Ch. II-1/37)
Bridge control of propulsion machinery
•
The speed, direction of thrust and, ifapplicable, the pitch of the propeller shall befully
controllable from the navigating bridgeunder all sailing conditions,
includingmanoeuvring.
•
(SOLAS Ch. II-1/31.2.1)
The main propulsion machinery shall beprovided with an emergency stopping
deviceon the navigating bridge which shall beindependent of the navigating bridge
controlsystem.
•
(SOLAS Ch. II-1/31.2.3)