Posted on behalf of Tom Henson-Webb, Integrated Bridge Systems Manager, Advanced New Technologies Ltd

1) Which recent regulatory changes are directly applicable to the Bridge?
The change with immediate effect is the LRIT (Long Range Identification & Tracking) requirement. This only affects existing vessels as being Inmarsat C based all new GMDSS systems should meet the LRIT requirement. However the situation for existing vessels is chaotic to say the least, with thousands of vessels trying to confirm compliancy of their existing Inmarsat C equipment, or fit new systems which are in short supply. This is very reminiscent of the scramble to fit GMDSS several years ago and I think a lot of vessels will be caught out.
 
In the longer term, the new requirement for commercial vessels to fit ECDIS will have an impact on yachts over 3,000 GRT, or those that can carry more than twelve passengers. While the requirement fort the ECDIS itself is straightforward, the requirement for an “approved back-up” is not so simple. However I feel that mandatory ECDIS is a good move as after nearly ten years of the slow growth of both ECDIS carriage and chart coverage, this will accelerate the process and finally make ECDIS the system that was originally envisaged.

2)  What’s in R&D now that you consider will be important in five years time?
Although solid state radar is now available from one manufacturer and another has one type approved, I think the continued development of this product will see major improvements in radar performance over the next few years. While producing a magnetron-free system is itself a major step forward, it more importantly allows for improvements in signal processing. This should give enhancements in target detection, tracking and clutter suppression so far only seen with military systems. The way a radar works has until recently been essentially the same as when it was first introduced sixty years ago, so this development is long overdue.

3)  Is the general standard of bridge ergonomics and data presentation improving?
No, because in general it is still a case of style being considered more important than ergonomics. There is also no standardisation in the operation of bridge equipment, or the way data is displayed, resulting in many operators not really understanding how to correctly use the equipment, or at least not being able to take advantage of its full functionality. The IMO is currently addressing this issue by possibly standardising the way that major systems, such as ECDIS and Radar present their data and how they operate (referred to as S-Mode). While still in the early stages S-Mode looks likely to be an additional mode alongside the manufacturers normal operating mode, that will be identical on all systems regardless of the manufacturer. This would allow any crew member new to a vessel to operate the systems in a way they are familiar with, even though they may never have used that particular system before. As this would be an additional mode, it would not stifle innovation and development as manufactures would be free to change their own operating modes as is currently the case. This would be a major improvement in data presentation.

4) Is the move towards an Integrated Bridge making it overcomplicated?
The whole point of an Integrated Bridge is to make things simpler for the operator by reducing duplication of data (count how many units show heading on a ship’s bridge), systems and functionality. However while the term “Integrated Bridge System” (IBS) is often mentioned, there are very few vessels, even those currently under construction that have one. A true IBS is one that integrates all the bridge functions (navigation, alarm and monitoring etc) into a multi-function system, but most actually have an “Integrated Navigation System” (INS). Of those that supposedly have an IBS, most comprise of partial solutions involving video and or control switching using non-approved video and KVM switchers which probably add more complication than they remove. However on the INS front there have been definite improvements with the release of multi-function navigation systems that can operate as a Radar, ECDIS or Conning display resulting in an improved INS. Hopefully this may lead on to the development of more true IBS systems.

Posted on behalf of Juul van der Meer (on behalf of William Blommart), General / Sales Manager, Radio Zeeland DMP B.V.

1) Which recent regulatory changes are directly applicable to the Bridge? The recent regulatory changes are not really changing our customers view on the custom build integration. It's more the application of the rules, which are becoming more dominating as projects increase in size and exceed the magic GT and 12 passengers boundaries. Closer cooperation with between MED certified manufacturers to work within the boundaries of the wheelmark rules, is for us key to continue custom integration levels on larger projects and being a MED certified manufacturer ourselves.

2) What’s in R&D now that you consider will be important in five years time? Our R&D is focusing in new presentation technologies, providing on even better readability and flexibility of gauges, displays and indicators. Our goal is to constantly adapt to the changing level expectation of the modern wheelhouse and cockpits. By offering more and better solutions to designers, while raising the bar in easy of installation, commissioning and especially operation of the custom build integration.

3) Is the general standard of bridge ergonomics and data presentation improving? Yes the general standard of bridge ergonomics is improving. We strive to work with interior design in explaining the implementation of ergonomics and the difference between modes of operation onboard. This way we feel that the general standard on bridge ergonomics can improve on both ergonomics for the crew and owner/guests.  Regarding data presentation, there is a fine line between navigation friendly and owner/guest friendly. With guest coming more to the bridge area, data presentation should not invite operation by these guests. On the other hand crew should definitely be drawn by nature to the data that matters. Both presentation expectations can and are achieved by carefully designed mimics and layouts, and using a project specific onboard functional themes through systems.

4) Is the move towards an Integrated Bridge making it overcomplicated? The move towards an Integrated Bridge is not making it overcomplicated. The only issue is that the focus should always remain that the IBS is used onboard a yacht, and not a general cargo vessel. Project team should always ask for second opinions and other possibilities, as there is no need for accepting an IBS onboard the project when it's not suitable for the yacht. Some believe that IBS systems can not be flexible and hide behind the mystic of rules, the rules are only there to make yachting safe and therefore fun. Still the yachting project themselves can choose between brands, layouts and styles suitable for their project and when customizing or even custom building is the solution, we will be happy to assist.

Posted on behalf of Mike Blake, President, Palladium Technologies

1) IMO, MCA and SOLAS all have generic recommendations for the new digital bridge (IBS).  I see these as more generic guidelines that still require interpolation by the bridge designer. 

2)  One area is the evolution of the representation of data via displays.  We have progressed from the old bulky CRTs to LCD’s and are now moving onto OLED displays.  This OLED displays will have one of the greatest impacts on the representation of data, and layout of the bridge. OLED’s will allow the designer to “wallpaper” an area for this data display rather than be constricted by our 15”, 17”, 20”, etc LCD displays.  This will then open up many new ways for us to represent the digital information in a much more cohesive manner.

3) There are a few companies like ours that focus strongly on the these two key factors of bridge ergonomics and data presentation.  The results have been successful in setting the next level of standards and it is as we learn from each other’s implementations and while listening to our customers that we become better.   This is how we can drive these standards forward for the benefit of the yacht.

4) In general, no the Integrated Bridge is not making it more complicated.  Our yachts today are many levels more complex than the yachts of yesterday.  A proper implementation of the Integrated Bridge, brings together all of this information into one common format in a layout that is both ergonomically pleasing and functional.  There are some that wish for the old days of the sextant and a simplistic bridge, but this is not the reality that we deal with today.  It is the job of we, the designers, to blend this complexity and present the information in none complicated fashion.  



Edited by posted on behalf of - 12 Jan 2009 at 7:23am

Posted on behalf of Tom Keefer, T3 Automation Inc.
 
2) For the past few years, the use of wireless communications sensors that use mesh networks to battery powered sensors has led to an increase in data acquisition systems in areas that have generally been ignored. In general, these systems reduce installation efforts and costs. Depending upon data acquisition rates, battery life can exceed 2-3 years. Although introduced for industrial applications, this equipment is also applicable for marine environments.
 
3) I feel that standards are important; however I do not feel that a widely accepted model for presenting information is in place. Having worked in the automation industry for over 20 years, ergonomics is often stated or intended but very few systems are critically reviewed in order to achieve a method of presenting current operating data, status, or alarms from a wide audience perspective. A good design should contain:
 
a.       Consistent colors and animation
b.      Proper font sizing and layout
c.       Logical arrangement of information from an area or equipment basis.
d.      High level overviews in which the most important variables are presented. Additional information should be placed on “detail” screens.
e.       Alarm systems should be arranged with priority classes which allow the user to quickly determine visualize the area and type of alarm. (CRITICAL - MAIN ENGINES – PORT – Low Engine Oil Pressure)
 
Typically, I feel that most systems present too much information to the user at first glance or are inconsistent in the manner or methods in which it is displayed.
 
4) An integrated bridge or ships control system is an important tool for managing the various sub-systems on today’s yachts. With proper planning; having an integrated design that can present key information throughout the ship is attainable. With the use of standard communications protocols, important information such as propulsion, utilities, navigation, security, and life safety can be accessed by the crew from anywhere onboard. Additionally, this information is accessible to technical assistance or management off the ship via the Internet. This concept is not new, but has been in place in industry for years. Again what is important is how the system is designed in order to present the information to the intended audience.
 

Posted on behalf of Todd Rapley, Captain, M/Y Quest

2) Radar & Satellite image technology. We have both  yet why shouldn't the radar detected target be able to be seen as a live  visual feed via satellite imagery. Everything above water should be able to be  fully visual on video monitor. As soon as a target is detected/lock then  the image should be seen. This should improve security, piracy &  collision avoidance?

Fully paper chartless & hard back publicationless  bridges. I have just built a yacht that is paper chartless yet I still had to  install 2 book shelves to carry all the MCA required books, regulations &  guides. This is archaic & to far behind the times. Very interesting that I  can go online to Google & view the "Merchant Marine Manual" from 1918 but  can not get 95% of the MCA required books & guides in digital  format.

3) Data Presentation is defiantly improving & needs  to, but generally due to the hardware quality improvements  & integrated information displayed on screens giving greater quantities of  information on demand or at your finger tips. Data presentation does have a  long way to go especially in regard to charts, radar clarification, depth  & sonar presentation. When you look at the quality of graphics in  Video Games, Animation & Movie Special Effects reading the standard AIS,  Weather Display, Sat C seems like the first Star Wars movie has just hit the  cinemas. ECDIS systems should be far more advanced in graphics & imagery,  but are decades behind & as we all know still do not even cover the  world.

General ergonomics of wheelhouses I believe have only  made minor improvements in the past couple of decades & are very poor. I  have great concerns when I see shipyards producing mid size &  range yachts with one leaning posts in the wheelhouse & a sofa  behind. We are not an industry that has the luxury of a  half dozen Bridge Team & yet still do regular passages over 8 hours.  Safe navigation involves a OOW & Lookout who can not physically stand  & concentrate for these long voyages, who can not & should not be in  the same position on the sofa in the wheelhouse due to structure  blind spots or lack of overall visual range. I have concerns when see a bridge  at night & the lack of though in regard to back lighting or clear on  windows. This area shows how far behind the normal living standards  we are as furniture in homes, offices, cars & even movie theatres are  all now ergonomically designed. You would see more ergonomic furniture in  an Ikea store than half the yachts being built in 2008. Unfortunately the  main stream of the industry will continue to follow well behind land based  while 99% of designers & builders focus of design is on the buyer used  areas instead of the whole package or operation center of the yacht.  

4) Integration is  fantastic & absolutely the future. The only concern is if the system  has not been installed/configured correctly or accurate  schematics & technical information provided, then future  problems can not be easily solved by a technician/engineer in the area of the  world the yacht is in. This is a major concern, particularly with the lower  end priced shipyard who produce yachts in volume on costs & not quality of  details.  I know of many yachts  produced in Italy this year (I imagine many other parts of the world) that  have not had Owner Representatives during the complete design,  planning & construction of the projuct & consequently do not even  come close to having the technology from 3 to 5 years ago let alone current  stuff. Blame must be shared between buyer not realising that a representative  is required but probably over 70% more so the broker & shipyard for not  advising the buyer that it is in there best interest to have Captains,  Engineers or consulting people involved before the dotted line is signed so  the yacht can be built to the best standard & level at the current  times.

Integrated bridges user  interface, once you are used to how to navigate through the systems & set  it up to your layout & colour preferences, are not anymore complicated  than your laptop & windows. Complication is spending hours sifting through  hard copies of charts, guides & individual systems to access or update the  information.



Edited by posted on behalf of - 12 Jan 2009 at 7:56am