Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan -Dec2014
were validated with experimental data of components carried out during vessel construction. This marine NVH analysis process resulted
structural mass to reduce aft
in the addition deck
of extra vibration. This
approach to structural design optimisation would greatly address the comfort Human Factors issues of commercial vessels.
Crash of these high speed vessels platforms has more in common with automotive accidents than those of slower larger vessels. In the work of Bastien et
al. [50] a
computer simulation model was developed to predict the structural damage and the injuries to ship crew and passengers, in the event of a 40knot crash of the CLF with a harbour structure. The work involved reviewing and implementing established crash modelling and occupant simulation methodologies from the automotive sector. In terms of an injury prediction model, standing occupant models were used to simulated injuries and trauma at selected positions in the ship. The results will be used to inform a GA development process to improve evacuation and
propose innovative active safety technology, to mitigate the risk of fatalities. use of vision enhancement systems). Similarly,
technology that was previously only found in commercial products is now finding its way into consumer products. However, not all transfers of technology are successful or desirable but there is a requirement to assess the likely success of a transfer of technology before the product is designed, produced, marketed and put into use. From an ergonomic perspective, technology tends to be evaluated solely in terms of its usability and functionality. However, when transferring technology
from one
application domain to another, the wider context needs to be assessed to ensure the safe and efficient use of a technology in its new application area. It is vital that the suitability of a technology in a particular domain be considered at the outset, otherwise ergonomics input will be constrained to user-interface issues. Whilst user- interface design is obviously important, if the broader domain issues are not first addressed, ergonomics should not be expected to compensate for
inappropriate
technological application. To address these issues, the evaluative framework proposed by Harris and Harris, 2004 (the Five ‘M’s framework) can be implemented for considering the likelihood of success in transferring technology.
Good Human Factors can now make positive benefits to enhancing performance and safety and also adding value and reducing both operational and through life costs.
can make things ‘better’. Examples of this are already appearing in the military
domain. The key to
demonstrating the utility of Human Factors is not to count the cost of investing in it, but to demonstrate how it either adds value and/or calculate the savings that it makes on a through-life basis.
In a structured analysis of Human System Integration programmes undertaken by
Figure 14: Analysis of upper aft deck vibration Vessel structural loading conditions
are the Australian Defence
Science and Technology Office (DSTO, [51]) it was observed that early implementation of Human Systems Integration activities in capability acquisitions could result in extremely large returns on investment across the life of the programme:
primarily
determined from hydrodynamic loading in a range of sea states. Due to the significantly higher speed of road vehicles compared to conventional marine vessels, automotive structural design, in which nonlinear FEA has been well established for over 20 years, is focussed on crash structural loading. Where crumple zones are designed to have structural compliance in order to absorb energy and a rigid safety cell
occupants. This approach is critical to the future of structural optimisation of high speed vessel platforms.
2.2 HUMAN FACTORS INTEGRATION AND TECHNOLOGY TRANSFER
Significant efforts are now being placed on the transfer of technology from military to civil applications and from aerospace applications to the road sector (e.g. the
returns on investment from HSI programmes in US helicopter and armoured fighting programmes of between 22-33:1.
vehicle
US Air Force studies (2009) suggest that if HSI comprises between about 2.5-4% of acquisition costs a return in investment of between 40-60:1 will be realised.
is designed to protect
Within the maritime domain the US navy reported that the application of HSI principles allowed for a 11% reduction in manning of its aircraft carriers and a 25% reduction in manpower on its next generation of amphibious assault class.
In the case of radical new designs (e.g. the DD(X) destroyer programme) the potential for cost savings via the early application of HSI processes at the design stages requirement by
could 70%.
C-14 reduce the personnel Similar cost savings ©2014: The Royal Institution of Naval Architects It
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