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Apresentation of
Humanfactorsinship designandoperation:Challengesrelatedtodigitalizationandautomation
based onAPhDthesisby Vincentius RumawasDepartmentofMarineTechnology
@HFC– HumanFactorsinControlMeeting:Digitalizationandautonomy–ChallengesandopportunitiesrelatedtohumaninteractionsTrondheim,17– 18Oct2017
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Backgroundofthepresentation
• Allmaterialsinthispresentationarebasedonaresearchcontractconductedin2008– 2012.
• Thetitle:HumanFactorsinShipDesignandOperation:ExperientialLearning
• TheresearchwasfullyfinancedbytheDepartmentofMarineTechnology,NTNU
• ThethesiswasdefendedinJan2016.• Fulltextisavailableat:
– http://hdl.handle.net/11250/2382315– http://hdl.handle.net/11250/2382316
• Selectedtopicsrelevanttodigitalization&automationarepresentedhere.
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Introduction
Background of the research
• Fatalaccidents atsea
• Caused byhumanerrors and/orhuman‐related factors (mostly)
• Humanfactorswere barely aconsiderationwhen designingaship
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Howshipsaredesignedandbuilt
Basic Ship Theory, Rawson & Tupper 2001
The Ship Design Process, Gale 2003 in Lamb (Ed)
The concept of design spiral represents the sequential and iterative aspects of the process that include: Conceptual design Preliminary design Contract design Detailed design
Ship design is a complex and multifaceted process, influenced by a number of actors. …
A successfully designed ship is the result of close and good cooperation between the designer, the customer, the yard and the equipment suppliers (Vossen et al 2013)
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Researchquestions
1. Arehumanfactors considered inship design?How…?
2. Isthere any effect of implementing HF?
a. towards the crew
b. towardsincidencesonboard
3. AretheexistingknowledgeofHFeffective/sufficient?
4. Whatfactorsinfluencesafety&crewperformanceatsea?
5. Whatare“HF”inshipdesignandoperation?
6. Howtotakeintoaccountthe“HF”inmajorriskassessment?
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Researchdesignandoutline
RQ1: Are HF considered in ship design? How?RQ1: Are HF considered in ship design? How?
RQ2: Is there any effect of …RQ2: Is there any effect of …
RQ3: Are the existing
knowledge of HF effective/sufficient?
RQ3: Are the existing
knowledge of HF effective/sufficient?
RQ4: What factors
influence safety & performance at sea?
RQ4: What factors
influence safety & performance at sea?
RQ5: What are “HF” in ship design & operation?
RQ5: What are “HF” in ship design & operation?
RQ6: How to account HF in major risk assessment?
RQ6: How to account HF in major risk assessment?
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Some definitions
• “humanfactors”:
– “Ergonomics(orhumanfactors)isthescientificdisciplineconcernedwiththeunderstandingofinteractions amonghumansandotherelementsofasystem,andtheprofessionthatappliestheory,principles,data,andothermethodstodesigninordertooptimizehumanwell‐beingandoverallsystemperformance”(IEA,2012)
– “humanfactors”isconcernedwiththetaskpeopleperformandtheenvironmenttheydoitin– fittingthejobtotheperson.Thetopicofhumanfactorsisdividedintoeightconsiderations:habitability,maintainability,workability,controllability,manoeuvrability,survivability,occupationalhealthandsafety(OHS)andsystemsafety(LR,2008).
NB: “humanfactors”≠“humanelement”(physiological,psychological),“humanerror”,“humanperformance”,“HSE”,“humanreliability”.
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Theresearch
• RQ1:
AreHFconsidered inship design?How?
There are several ways toanswer this:
Askthe designer,the shipyard and/orthe shipowner,
orcheck the designspecification/contract
Check andreview the ship itself (see Study 2)
Askthe users (see Study 2andStudy 3)
Consult the existing rules,regulations andstandardsavailable (Study 1)
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Study 1.Literature study
Tocheckifhumanfactorsissuesaretakenintoaccountintheexistingstandards,asurveyofliteraturewasperformed.
Twoquestionsaretobeanswered:
What/whichpublicationscontainHF?
WhichaspectsofHFareaddressed/considered?
Results:
“AContentAnalysisofHumanFactorsintheDesignofMarineSystems”.TheInternationalConferenceonShipandOffshoreTechnology,11‐12Nov2010,Surabaya
“AContentAnalysisofHumanFactorsinShipsDesign”TheInternationalJournalofMaritimeEngineering,RINATransactionsPartA3,Vol156,Jul– Sep2014
RQ1.AreHFconsidered inship design?How?
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Study 3.Qualitative study
Humanfactorsframework
derived from:Lloyd’s Register,2008,2009anddevelopedinRumawas &Asjbjørnslett 2010
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Study 1.…Literature study
Results
• There are abundantdocuments coverHF• HFissues havebeen sufficiently
addressed.
• AllHFDIMENSIONS are covered• Mostmentioned: SYSTEM SAFETY
(highestfreq)• Mostextensively:HABITABILITY (COMFORT)
– Noise,vibration,indoor climate &lighting/illumination
• CONTROLLABILITY– Alarms,control centres,
workstations,control &switches
• Theleast covered:MAINTAINABILITY
• HFissues isdeveloping very fast
• Thedocuments are optional.
RQ1.AreHFconsidered inship design?How?
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Study 2.Exploratory field study
Tocheck if the facts inreality isinaccordancewith the facts onpaper
Exploratory field surveyswere performed using qualitative approach,incl:
• Goonboard• Jointhetrips• Observations• Dointerviews• Discussions,focusgroup
NB: Rapportisimportant Actionresearch,participatory,asa‘naïveobservant’
RQ1.AreHFconsidered inship design?How?
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Study 2.Exploratory …Before survey,some issues that were reported/found byother researchers onship designwere documented:
Accommodation facilities,crew expect adequate levels of privacy (Strong2000) Illumination problemson the bridge(Lutzhoft2005) Ergonomic issues;no legspace,incorrect height/orientation,must‐be‐fixed equipment
(Anderson&Lutzhoft2007,Grundevik2009) Problemwith access &personnel movement,incorrect control panel,console problem
(Dalpiaz etal2005).
Incidences&accidentsonOSVwerealsodocumented(Hansson2006,PSANorway2011):
• Personsqueezedbetweenmovingcontainers• Personhitintheheadbyamovinghook• Deckhandslip,fall,twistedafoot• Poorautopilotinterfacesystem*)• Collisionwithoffshoreinstallations*)
*)relatedtodigitalizationandautonomy
RQ1.AreHFconsidered inship design?How?
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Collisioncasesrelatedtoautomation
07.032004*)FarSymphonyhadacoursetowardsthefacilityWestVenture.Enteringthesafetyzone,theautopilotwasengaged.Theofficeronthebridgedidnotrealizethattheautopilotwasengagedandcouldnotnavigatethevessel.Thisendedinacollision.
18.072007*)Grane wasidentifiedasatargetfortheautopilotonBourbonSurf.Themastermisjudgedtheship’sspeedanddistancetotheplatform.Hedidnotkeepaproperlookoutatthetime.itwastoolatetostopthevessel,buttheysucceededinreducingitsspeedfrom3m/sto1m/sbeforeithitGrane
06.06.2009*)WellstimulationvesselBigOrangeXVIIIwasapproachinginstallationEkofisk 2/4X.Thecaptainengagedtheautopilotandforgottoswitchitoff.Hecouldnotcontrolthevesselmanuallyasheintendedtodo.Insteadofslowingdown,thevesselstrucktheinstallationataspeedof9.5knots.
Analysis:Thecrewfailedtoseethattheautopilotwasengagedandmadeawrongdecisioninoperatingthevessel.
*)Petroleum Safety Authoritiy Norway. (2011). Risk of Collisions with Visiting Vessels Retrieved 10 Oct 2011, from http://www.ptil.no/news/risk‐of‐collisions‐with‐visiting‐vessels‐article7524‐79.html
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Offshoresupplyvesselsin
NorwegianContinentalShelf
• Carrygoodsto&fromoffshoreplatforms:containers,bulk,fluid(tanker),supportplatformsinvariousways.
• Hitech• Developingveryfast• 12‐ 16crewonboard• 2‐ 3tripsperweekserving2‐ 6platformspertrip
• Crewrotation:4weekson4weeksoff
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Issuesfoundonboardrelatedtodigitalizationandautomation
• Thecrewknowlessoftheirvessel,andmoredependentofthemanufacturers
• Nomore‘wheel’andenginetelegraphonthebridge
Mosttraditionalcontrolsarereplacedbyjoystick,trackball,mouse,keyboardandtouchscreen
Givenemergencysituation,crewinterventionbecomeslessstraightforwardandlessintuitive
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Problems:• Illumination• Systemreadiness,datavalidity• Operatingsystemrelatedproblems;updating,bugs
• Compatibilityissues• Softwareanddataexpirationdate
• Systemoverload,hang• Unresponsivesystem• Alargenumberofalarms• Limitedinternetbandwidth• Variationin‘electricityvoltage’
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• Controllability
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‘toomuchinformationonascreen’
‘overabundantcommunication’
Issuesrelatedtodigitalizationandautomation
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Onavessel,thereareanumberofconningdisplaysinstalledindifferentlocations.Theyshouldprovideconsistentinformationatalltime.
Thesetwopicturesweretakenalmostatthesametimeonavessel,showingtwoconningdisplays.
Noticeanythingwrong?
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Study 2.…Exploratory
• Ergonomics issue related tohumaninteractions• Discrepancyofknowledge:
• specialfamiliarizationortrainingprogram
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Criticalincidentsrelatedtodigitalizationandautonomy
DPfailureOneOSVwaslyingbesideaninstallationonDP.Insteadofholdingsteadyonthe specifiedspot,thevesselbegantomovetowardtheinstallation.Theofficertookoverthecontrols,shutdowntheDPsystem,andbackedtheshipawayfromthestructure.Onehosewasstillconnectedtotheinstallationandsnappedoff.Thesystemascertainedthatthevesselwasmorethan100mawayfromtheinstallation,whileinrealityitwasapproximately20maway.
Explanationfromthemanufacturer:
“…Wehavefoundtherootcauseforthis,andimplementedasolutionforit.Thisfailurewillnothappenagain.”
Interpretedasnon‐random,systematicerror
Overlookedscenarioduringdesign/development
Further exploration regarding the incident, according to the seafarers experience, “DP2 fails all the time”
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Criticalincidentsaffectingautonomy
Blackout
OneOSVwaspreparingtomaneuverawayfromaninstallation.Tocruisetothenextinstallation,thebridgeaskedforasuddenincreaseofpowerthatthesystemwasunabletoaccommodate.
Atthetime,thesystemwasrunningonLNGfuelandattemptedtoautomaticallyswitchovertodiesel,buttheswitchoverfailed,andthesystemblackout.
Explanation:
Apparently,LNGfuelhasacharacteristicofwhichtheoperatorhadnotbeenmadeaware:
itislessresponsivetovariationsinthepowerrequirements
thedesignerandthemanufacturerwerenotawareofthischaracteristicofLNGfuel.
13.11.2006 A collision caused by blackout: Navion Hispania (tanker) blacked out, due to polluted fuel and a system malfunction. Hit Njord B at 1.2 m/s. Collision energy > 60 MJ.
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Oneunresolvedissuerelatedtodigitalizationandautomation
OnoneOSV:ReleasingDPsystemfromautomaticmodetomanualmoderequiresaspecificresponseoftime.Withoutfullcontrol,thisdelaycanbecritical,especiallywhenthevesselislocatedclosetoaninstallation.Normallytheoperatorwillusethejoysticktobringthevesselawayfromtheinstallationbeforeswitchingtomanualmode.
OntheotherOSVThisdoesnotoccurbecausethetransitionoccursinstantaneously.
Expertfromaclassificationsocietystatedthatthetransferofcontrolbetweenmodesofoperationshouldbeimmediate.Adelayof10secondsisnotacceptableforthisvessel.
Thefactthatthevesselisapprovedtooperateandcarrytheassociatednotationcausesconfusion.
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Study 2.Exploratory field study
Lessons learned
ModificationoftheautopilotsystemCurrently,theautopilotwillautomaticallydeactivatedwhenthecrewoperatesthejoystick(DNVNAUTOSV2012).
500msafetyzoneisimplemented.Aninstallationcannolongerbeidentifiedasatargetforautopilot(NWEA2006,updated2009)
PotentialcontributionofautomationonOSVoperation:
Smartlookout,enhancedautopilot ‘Smartrouting’~f(weather,fuelcons,t,etc.) Automaticpositioning/‘parking’ Maintenance:‘longdistancesetup,updates,ormaintenance’bythemanufacture Maintenanceschedule,‐ canbeperformedwhenthevesselatport Automaticemergencystop e‐(smart)checklist
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• Increase bulwark height to avoid green water
• To secure tubular cargoes on deck, developed & installed:portable, automatic, movable stanchions
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Lessonslearnedondeck
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Lessons(triedtobe)learned,andfail
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Tohelpdeckhandsconnectbulkhoseatsea,anautomaticbulkcargosecuring&transfer
systemwasdeveloped&installed,butfailtowork
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Study 2.Qualitative study
Conclusions
HFhasbeenconsideredinOSVsdesign; Thecrewsingeneralaresatisfiedwiththeirvessel Thereisalwaysroomforimprovement HFconsiderationsonOSVswerehappeningduetogoodcommunicationsbetween
thecrew,shipowners,cargoownersanddifferentmanufacturers,includingtheshipyards.
Financialincentivesforresearchanddevelopmentalsoplaysanimportantrole.
Differentproblemsareexperiencedbydifferentvessels HFproblemsareunique(noise,motion,controllability,etc.) Someissuesremain(illumination,layout,space,stairs,access)
Bestsatisfying:Habitability&Workability Lowestsatisfying:Maintainability Fastestgrowingdimension:Controllability There isapotential of unknown riskinthe development of new
equipment/system.
RQ1.Howare humanfactors taken into account inship design?
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Study 3.Quantitative study
Tocheckifthequalitativefindingsarevalid
Anexplanatory studyusing quantitativeapproachwas conducted
Results:HumanFactorsonOffshoreSupplyVesselsintheNorwegianSea– AnExplanatorySurvey
TransRINA,Vol158,PartA1,InternationalJournalofMaritimeEngineering,Jan‐Mar2016
RQ1.Howare HFtaken into account inship design?RQ2.Isthere any effect of HFconsideration toincidences on board?
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Study 3.…Quantitative
RQ1.Howare HFtaken into account inship design?
• Humanfactors aresignificantly addressed.• Dimensionsof humanfactors are notrated
equally: OHSisrated morehighly Maintainability israted lower
There isanindication that humanfactorsrating varies asaresult of OSVdesign,but the finding isinconclusive(duetonumericalcorrection)
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Study 3.…QuantitativeHow often do the people on board experience
the following:How often does the vessel experience the
following:
RQ2a.Isthere any significant effect of ship designtoincidences on board?
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Study 3.Quantitative
• Habitability hasapositiveeffect on the frequency ofpersonnel becoming seasick,fatigue andexperiencingsleep disturbance.
• Maintainability hasanegativeeffect on thefrequency of fireorexplosion on board.
RQ2b.Isthere any significant effect of HFconsideration toincidences on board?
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Study 4.Evaluationstudy
Tocheckiftheexistingknowledgeofhumanfactorsinshipdesignandoperationareeffective
Anevaluation studywas conducted,byperforming physical measurementson board,combined with some observations anddaily diaries filled inbytheseafarers after every watch
RQ3.Arethe existing knowledge of HFinship designeffective?
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Study 4.Evaluationstudy
Conclusions:
Theexisting noise criteria donotreflect comfort Disturbing noises [impulsivenoise,high pitch noise,squeaking noise andhammering
noise]are notcovered norcaptured
Motioncriteria need toberevised forOSVoperations They are notrealistic;the criteria are too high (too lenient),
especially MIIandrollmotion.
TheMSI(McCauley etal,1976)isextremely conservative forseafarers population,needs tobeadjusted
Recommendations:
Standardsandcriteria bere‐examined within areasonable periodof time,especially incaseanincident occurs
RQ3.Arethe existing standardsof HFinship designeffective?
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Study 5.Multivariate …
RQ4.What factors considerably influence crews’performance atsea?
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Study 6.Theoretical evaluation
Some issues were found when developing HFcheck listsandquestionnaires,indicating that the concept of HFisstilldeveloping
Atheoretical evaluationwas performed toevaluate ortoconfirm the concept of HFinship design&operation,using factor analysis
Report:HumanFactorsinShipDesignandOperations:APreliminarySurveyoftheTheoreticalConstructTransRINA,Vol158,PartA2,InternationalJournalofMaritimeEngineering,Apr‐Jun2016
RQ5.What are HFinship design(andoperation)?
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Study 6.Theoretical evaluation
Controllability
Workability
Habitability
Cargo facilities
Reliability, Automation and Maintainability
RQ5.What are HFinship design(andoperation)?
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Study 6.Theoretical evaluation
Reliability, operabilityand maintainability
Interfacing complexity
Ship handling and manoeuvrability
System & procedure
Deck working condition
ER & ECR
Habitability
RQ5.What are HFinship design(andoperation)?
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Study 6.Theoretical evaluation
A model showinghuman factorsconsiderations in ship design and operation is presented as a result of the theoretical study
RQ5.What are HFinship design(andoperation)?
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Study 7.Riskassessment model
RQ6.HowtoaccountHFinmajorriskassessment?
Markov model, adopted from Dhillon (2003)
Safety instrumented system (Rausand & Høyland, 2004
This research adopted the existing hardware reliability framework to develop a method for predicting the probability of accident by focusing on human factors
Human reliability analysis Control theory, Cognitive approach Implemented to several accident cases
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Thank you for your kind attention
Theendof the presentation