What is Helm Order Monitor?
Helm Order Monitor (HOM) is a bridge‑mounted audio‑analytics assistant that listens to helm orders and confirmations and provides clear, on‑screen and audible advisory cues to help the team keep manual steering safe and disciplined. It’s decision‑support for humans, not automation. It does not take control of steering or propulsion, and officers remain fully in charge.

What problem does HOM address?
During manual steering, small misunderstandings or lapses can snowball—especially during tight manoeuvres. HOM encourages precise read‑backs, positive acknowledgements, and timely execution while helping the team notice when the vessel’s motion is not matching the intent. This strengthens bridge resource management and reduces avoidable risk.

Is HOM the same as BNWAS or a VDR?
No. BNWAS is a separate, mandated watch alarm. A VDR is a voyage recorder. HOM is an optional advisory layer focused on helm‑order discipline. It can coexist with existing systems under ship policy, but it does not replace them.

How is HOM different from Aware Mate?
They are complementary. HOM uses audio analytics (speech recognition and voice‑based cues) to support helm‑order discipline. Aware Mate uses video analytics to support fatigue and distraction awareness for watchkeepers. Different sensors, different use‑cases—designed to work side‑by‑side if the operator chooses.

Does HOM change who gives or confirms orders?
No. HOM follows the ship’s normal chain of command and local procedures. It simply helps make clear, consistent, closed‑loop communication more reliable, particularly under pressure.

What does HOM actually “listen” for?
It detects plain‑language helm orders and confirmations and monitors whether the vessel’s response is consistent with the intent. When a mismatch persists beyond short, context‑aware timing windows, HOM surfaces a gentle cue before issues escalate. (No hard thresholds disclosed while patent‑pending.)

What kinds of advisories can HOM show?
Examples include:
• confirmation that an order and reply were heard;
• reminders when a follow‑up call is expected but missing;
• cues when the vessel’s motion is not tracking the intended turn;
• voice‑activated timers for planned manoeuvre points;
• advisory notices for excessive rudder usage or persistent drift in manual steering.
Wording is concise, plain‑language and consistent with modern bridge HMI guidance.

Does HOM use fixed numbers for alarms?
While the system uses safe defaults internally, limits and timing are configurable to operator policy and may be adapted to the vessel and operating context. We avoid publishing any hard figures while patent‑pending.

Does HOM work if certain sensors are unavailable?
Yes. HOM is designed to degrade gracefully. When particular inputs are not present, it prioritises what it hears and what’s reliably available. Where permitted, it can interface with standard bridge data to improve situational consistency.

What’s in a typical installation?
A compact bridge unit with a marine‑rated far‑field microphone and a bright, low‑glare display. Components are sized for tight bridge real estate and a dark‑friendly UI with high legibility. The hardware is designed for edge processing—no internet required. (Exact specs intentionally withheld while patent‑pending.)

Where is the microphone placed?
Installed to capture orders at the conning position without intruding on operations. The precise geometry is survey‑dependent and handled by the installer; final placement follows ship policy and class/flag expectations for bridge ergonomics.

How does HOM connect to existing systems?
HOM can interface with shipboard alerting according to operator policy and class requirements, and it is designed to align with bridge presentation norms so it plays nicely alongside radar/ECDIS/INS displays.

Who installs and services HOM?
Installation can be performed by your existing navigation‑equipment service provider under SBM arrangements. We’ll provide drawings, mounting options (desk/overhead/flush), and commissioning checklists consistent with class expectations.

Can HOM be used in simulators?
Yes. Nautical simulators use HOM to practise precise, closed‑loop helm communication during training and assessments.

Will HOM add glare or distraction at night?
No. The UI is low‑glare, high‑contrast, and readable in all ambient light conditions; brightness is adaptive. This follows the principle that information must remain legible without degrading night vision.

Does HOM add noise to an already noisy bridge?
Audible cues are short and distinct and are engineered not to mask essential communications or existing alarms. Volume and acknowledgement behaviour follow ship policy and good bridge‑alert practices.

What happens during heavy workload?
Advisories adapt to workload so essential information stays prominent without creating nuisance. Safety‑critical notices are never suppressed.

Can HOM run fully offline?
Yes. HOM is designed to run entirely on‑device. No cloud connection is required for core features.

Does HOM record conversations?
By default, HOM focuses on real‑time advisory support. Data minimisation is the baseline; any optional recording, retention, or export is configurable to operator policy and subject to applicable law and labour agreements. (We avoid publishing logging specifics while patent‑pending.)

Is HOM type‑approved?
HOM is an optional decision‑support product. Where type approval is relevant (e.g., for specific interfaces or arrangements), we will pursue appropriate pathways. The presentation philosophy aligns with IMO/IEC human‑machine interface guidance to support consistency on the bridge.

Which standards inform HOM’s HMI?
We design to harmonise with the performance standards for the presentation of navigation‑related information on shipborne displays (IMO MSC.191(79), as amended by MSC.466(101)) and with IEC 62288 readability/consistency principles. This keeps terminology, grouping, and presentation familiar to mariners and inspectors.

How does HOM fit with class notations and bridge design guides?
We follow the spirit of bridge ergonomics and alerting guidance in class documents (e.g., ABS Bridge Design Guide; DNVGL NAUT(AW)/INS+ workplace and HMI sections). HOM’s advisory layer is intended to support, not complicate, bridge design goals.

Is HOM a safety system?
HOM is advisory. It assists the team but does not replace good seamanship, standing orders, BNWAS, or COLREGs. Masters retain full authority.

How is crew privacy protected?
HOM is edge‑processed by default. Operators can set data‑minimisation and retention rules that match company policy and flag requirements. Crew notices and consent procedures follow local law. (We avoid absolute privacy claims because policies differ by operator and flag.)

Does HOM identify individuals?
No. HOM focuses on orders and bridge context, not on identifying crew members.

Is HOM cyber‑secure?
The system is designed for closed‑network deployment with hardening aligned to marine best practice. Interfaces can be limited to those required for operation, and update pathways can follow company IT/OT policy.

What if accents or background noise are challenging?
HOM uses domain‑adapted speech models tuned for bridge language and noise, plus design features that avoid nuisance cues. Performance depends on installation quality and operating conditions; we recommend a short on‑site acceptance test to calibrate expectations.

What if the vessel’s motion doesn’t match the order?
HOM highlights persistent mismatches early so the team can reassess quickly. Exact heuristics and timing windows are proprietary while patent‑pending.

Will HOM give instructions to crew?
No. HOM only provides advisory cues; it never issues orders or overrides the bridge team.

Where is HOM in its lifecycle?
HOM is available for pilots, demos and controlled deployments. Features may vary by build; release notes will specify what’s included.

What does a trial involve?
A short survey of the bridge layout, a non‑intrusive install, and a limited evaluation period with agreed KPIs tailored to your operation (e.g., communication discipline, nuisance‑alert rate, crew feedback). We avoid publishing numeric KPI targets while patent‑pending.

What training is required?
A concise familiarisation session for masters, pilots, and helmsmen—focused on plain‑language cues and local procedures. Materials are written to harmonise with bridge HMI conventions.

How is HOM supported after installation?
Through your preferred SBM/nav‑electronics partner for first‑line support and our engineering team for updates and feature enablement.

Do you work with third‑party technology providers?
Yes. We collaborate with respected organisations and vendors when it benefits the project. Logos and references indicate collaboration, not endorsement of the finished product, and specific implementations may vary by deployment.

Voice‑activated manoeuvre timers
Start and manage timers for planned turning/abort/no‑return points by voice so the conning officer keeps eyes out. (Names/phrases intentionally general here.)

Manual‑steering support
Advisories for excessive rudder application, persistent drift in hand‑steering, and unacknowledged or incomplete read‑backs—with acknowledgement behaviour aligned to bridge‑alert norms and crew workflow.

Workload‑aware presentation
Display behaviour adapts to workload so priority information stays prominent without nuisance; safety‑critical advisories are not suppressed.

Is HOM mandatory?
No. HOM is an optional enhancement that supports your existing safety management system (SMS) and bridge resource management (BRM) practices.

Who is responsible for navigation decisions?
Always the master and officers of the watch. HOM is a tool to assist, never to replace, professional judgement.