Master’s in Car/Rail/Aviation/Maritime Engineering: Methodologies, Telematics, Regulations (ICAO Annex 13, IMO, NTSB).
Online master's programme of 1,900 hours in car, rail, aviation and maritime investigation engineering: methodologies, telematics and regulations (ICAO Annex 13, IMO, NTSB). 12 modules covering international investigation frameworks, comparative methodologies, recorders and telematics in each mode, technical investigation, human factors and safety information management, with an assigned technical tutor.
Master’s in Car/Rail/Aviation/Maritime Engineering: Methodologies, Telematics, Regulations (ICAO Annex 13, IMO, NTSB). — studying from South Africa
Regulation, safety and homologation skills are essential across South African industry, from road vehicles and aviation to energy and mining. Engineers must demonstrate compliance with national standards set by the South African Bureau of Standards and sector regulators. Reliability, availability, maintainability and safety analysis is applied in infrastructure, rail, energy and manufacturing projects. Specialists support certification, type approval and risk assessment for both local and export markets.
Fees for South Africa: R 166 000 (South African rand), with instalments and employer sponsorship available.
Relevant bodies in South Africa
Typical roles
Questions from South Africa
Will a SEIUM qualification be recognised by the professional bodies in South Africa for this area?
SEIUM qualifications are private, not official state degrees, and are not accredited by any South African body. Homologation and standards work in South Africa involves the SABS and the National Regulator for Compulsory Specifications (NRCS), while ECSA handles engineering registration. Whether a SEIUM qualification is recognised is for employers or these bodies to decide, so check beforehand.
How might this qualification be used by employers in South Africa in regulation, safety and RAMS roles?
Employers in automotive, rail, energy and industrial sectors value RAMS and compliance expertise, often tied to recognised certifications and experience. A private qualification may strengthen your profile but will not replace formal requirements. Its value depends on each employer's preference, so ask hiring managers how they would assess it.
Can I study this programme alongside full-time work from South Africa, and is there a time zone or language issue?
Yes, the programme is delivered fully online in English, so you can study from South Africa without a student visa. Master's programmes require 1,900 hours, postgraduate diplomas 800 hours and specialist courses 300 hours, with an assigned technical tutor. Fees can be paid in instalments and employer sponsorship is possible. Confirm time-zone and weekly workload expectations with SEIUM before enrolling.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Compare the ICAO, IMO, EU and NTSB investigation frameworks.
Select the right investigation methodology for each occurrence.
Extract and interpret recorder and telematics data.
Investigate technical failures in vehicles, aircraft, trains and ships.
Analyse human factors common to the different modes.
Manage safety information using standard taxonomies.
Formulate recommendations that transfer between transport modes.
Who it's for
- Multimodal accident investigators.
- Recorder data analysts.
- Human factors specialists.
- Accident reconstruction experts.
- Operational safety analysts.
- Technical staff at investigation bodies.
- Engineering or science graduates seeking to enter the aviation sector.
What you'll work with
- ICAO Annex 13 (aircraft accident and incident investigation)
- 49 CFR Part 831 (NTSB investigation procedures)
- IMO Casualty Investigation Code (marine casualty investigation)
- Regulation (EU) 996/2010 (civil aviation accident investigation)
- Directive (EU) 2016/798 (railway safety)
- UN Regulation No. 160 (event data recorders)
- EN 62625-1 (on-board railway data recording)
- IMO Resolution A.861(20) (voyage data recorder performance standards)
- Bosch CDR
- PC-Crash
- Flightscape Insight Analysis
- ECCAIRS
- QGIS
12 modules · 1900 h
1.1ICAO Annex 13 and Doc 97561.2IMO Casualty Investigation Code1.3The NTSB and its multimodal model1.4Multimodal bodies: DSB, SHK, TSB1.5Directive 2016/798 in railways1.6Road investigation and its lighter regulation1.7Independence and separation from judicial proceedings1.8Restricted use of safety evidence1.9Comparison of deadlines and obligations1.10Case study: comparison of three NTSB reports
2.1NTSB investigation methodology2.2Cause tree method2.3Barrier analysis and BowTie2.4STAMP and CAST2.5Tripod Beta analysis method2.6AcciMap applied to transport2.7SCAT and loss taxonomies2.8Selecting a method for each occurrence2.9Integrating several methods2.10Workshop: CAST analysis of a multimodal occurrence
3.1EDR architecture and UN Regulation 1603.2Reading data with Bosch CDR3.3Fleet telematics and insurance black boxes3.4CAN data and ECU logs3.5eCall and the minimum set of data (MSD)3.6ADAS and automated driving data3.7DSSAD in automated vehicles3.8Privacy and GDPR in vehicle data3.9Validating data against physics3.10Lab: interpreting a CDR report
4.1Juridical recorders and EN 626254.2ETCS and JRU data4.3Interlocking and CTC logs4.4Forward-facing CCTV on trains4.5Track and rolling stock telemetry4.6Ground-to-train communication systems4.7Synchronising heterogeneous sources4.8Extraction with manufacturer tools4.9Interpreting ETCS modes during the occurrence4.10Practical exercise: time sequence from JRU data
5.1FDR and CVR: requirements and crash survivability5.2Mandatory flight parameters5.3Download and readout in the laboratory5.4ADS-B and radar data5.5Air traffic control recordings5.6FDM and FOQA programmes5.7Locating recorders at sea5.8Deployable recorders and data streaming5.9Flight animations for analysis5.10Case study: flight path reconstruction with ADS-B
6.1VDR and S-VDR under SOLAS6.2Terrestrial and satellite AIS data6.3ECDIS and navigation logs6.4Machinery and alarm data6.5VHF and GMDSS communications6.6Meteorological and current data6.7Preserving data after a casualty6.8Manoeuvre analysis with AIS6.9Limitations of AIS resolution6.10Lab: analysis of a simulated VDR
7.1Inspection of brakes and steering7.2Tyres and road surface marks7.3Lighting and filaments7.4Restraint systems and airbags7.5High-voltage battery failures7.6Electric vehicle fires7.7Cyber incidents in vehicles7.8Manufacturing defects and recalls7.9Coordination with manufacturers7.10Case study: inspection of a crashed vehicle
8.1Wreckage examination and debris distribution8.2Engines and propellers8.3Flight control systems8.4Structures and fatigue8.5Ship stability and heel8.6Progressive flooding of ships8.7Marine propulsion and steering8.8Engine room fires8.9Testing in specialist laboratories8.10Practical exercise: analysis of a structural failure
9.1Driving, piloting and navigation compared9.2Crew and bridge resource management9.3Automation and loss of situational awareness9.4Fatigue and duty times by mode9.5Distraction and mobile devices9.6Alcohol and substance use9.7Crew selection and training9.8Interface and alarm design9.9Just culture and voluntary reporting9.10Workshop: comparison of human factors across modes
10.149 CFR Part 831 and NTSB procedures10.2The party system in investigations10.3Public hearings and the docket10.4The safety Most Wanted List10.5Recommendations and agency responses10.6Pipeline and hazardous materials investigation10.7Cooperation with the FAA, FRA, NHTSA and USCG10.8Differences from the European model10.9Lessons from major investigations10.10Case study: follow-up of an NTSB recommendation
11.1ECCAIRS and ERAIL databases11.2ICAO ADREP taxonomies11.3GISIS classification of marine casualties11.4Multimodal trend analysis11.5Safety indicators by mode11.6Machine learning applied to reports11.7Protection of reporting data11.8Disseminating lessons learned11.9Evaluating the effectiveness of recommendations11.10Practical exercise: trend analysis with public data
12.1Selecting an occurrence or multimodal comparison12.2Review of the applicable regulatory framework12.3Gathering telematics data12.4Technical and human factors analysis12.5Applying a systemic methodology12.6Reconstructing the sequence12.7Safety recommendations12.8Lessons transferable between modes12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online learning on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, making it compatible with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is Bosch CDR, PC-Crash, Flightscape Insight Analysis, ECCAIRS and QGIS, in free, academic or evaluation versions. Practical work is based on real procedures: readout of flight recorders and EDRs, reconstruction of manoeuvres with AIS data and analysis of ETCS sequences. Assessment is continuous for each module, plus the final Master's Thesis.
Standards covered: ICAO Annex 13, 49 CFR Part 831, IMO Casualty Investigation Code, Regulation (EU) 996/2010, Directive (EU) 2016/798, UN Regulation No. 160, EN 62625-1 and IMO Resolution A.861(20).
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with Bosch CDR, PC-Crash, Flightscape Insight Analysis, ECCAIRS and QGIS, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the programme software and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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