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Feature 3 | BRIDGE AND COMMUNICATIONS SYSTEMS New e-learning from Safebridge

Classrooms are what spring to mind when we think of education, but with Safebridge’s latest solution this could be a thing of the past.

T partnership

he Safebridge project was officially launched in February 2012 and is drawn from a trans-national of

seven European

organisations. Te aim of the project is to develop a new training and competence verification tool that could be used for navigators to fast track learning and improve safety in marine operations. The Safebridge training software

platform combines an e-learning component with original equipment manufacturer (OEM) software and electronic navigation charts (ENC). Te learning process is controlled by Learning Management Soſtware (LMS) to provide an interactive simulator that is true to the actual electronic chart display and information system (ECDIS) supplied. Ulf Steden, managing director,

Safebridge commented: “Officers today are faced with lots of different consoles, but are not familiar with all of them.”

the student throughout the training, which they go through at their own speed and at the end of the course, or when they feel ready, there is an interactive test. Steden says “The officer or crew

member can now study from his own home, via the internet.” Students work through a number of

Ulf Steden, managing director, Safebridge. Te advantage of the Safebridge tool is that

it uses real life soſtware for the training, so that students who use the soſtware are experiencing the actual navigation system without having to be onboard a vessel. Instructions are shown to

Data overload

Te amount of information available on a bridge and what the crew actually needs is coming under scrutiny, as Jeppesen highlights.


ith an increase in more efficient bridge systems for specialised vessels the amount

of information that is carried by a bridge system is put under question and has been highlighted as something that could potentially pose a hazard. Jeremy Langdon, marine industry relations specialist for Jeppesen comments: “New data streams [weather, AIS- targets, ship sensors, wave and traffic information, etc] create more data points to be analysed for navigation. So data providing necessary information in some circumstances can be a distraction in others.” Langdon said Jeppesen’s products are

aimed at creating intelligent information. “Pre-processed and filtered data becomes situational information, a basis for knowledge that enables better and faster decisions. Tis


requires integration of data streams, rather than just creating overlays, as is common in ECDIS. Te currently debated “AIS AtoN” will only work if the data streams, which do not come from creators of electronic navigation charts (ENCs), are integrated. Just adding them to the ENCs could create AtoN duplications, which will distract and confuse navigators.” Michael Bergmann, director of maritime

industry affairs and services, Jeppesen, explains how the company is working within International Hydrographic Organisation (IHO) and International Association of Lighthouse Authorities (IALA) working groups to raise awareness of the need to understand data harmonisation and construction methods: “An example is virtual navigational aids: they have been

maintained by IALA member groups, while IHO member groups have received this data and put it on HO products [primarily paper charts and ENCs]. In the past, when the speed of data was slow, this was fine; with todays near instantaneous data, the industry has to think again. It will require some organisations and groups to release their control and others to take it on.” Langdon added: “Without a

deconstruction of some of the old paradigms and development of new ones, the problem of duplicated information will get worse. My hope is that this will be prevented by forward thinking individuals in industry organisations and service providers like Jeppesen collaborating to utilise new knowledge, in part, lessons learned in the aviation industry.” NA

The Naval Architect March 2012

modules as if using the actual technology, and are shown how to use each feature in simulated scenarios. Courses are expected to take up to 16 hours to complete, but a maximum of three weeks is given for a course to be completed. Following completion, the student’s online examination is graded by a qualified instructor and the student receives a certificate of competence, added Steden. All courses cover the type-specific

parts of IMO Model Course 1.27 and MCA MIN 405 M+F. The certificates that are issued at the end of the courses are certified by the manufacture of the soſtware. NA

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