Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan - Dec 2015
norm. There are three recognised classes of mock-up fidelity, which designers/manufacturers may use:
Class 1 - Low fidelity: used to evaluate approximate work/accommodation shape, space, external vision and new ideas.
Class 2 - Good fidelity: produced to be close to the craft drawing dimensions, used for
the
assessment of detail design, crew stations configuration, passenger space, maintenance access, ability to undertake emergency procedures, etc. Class 3 - production
High fidelity: constructed with materials and to production
tolerances, used to interrogate Man-Machine Interface details, task lighting, layouts of wiring, plumbing, etc.
An issue with the production of Class 2 and Class 3 mock-ups is the resource required, both in terms of cost and development time, however 3D Computer Aided Design (CAD) has become the norm throughout the marine design industry. The ability of CAD to optimise human factor design considerations as an integral part of the design process is an effective solution both in terms of cost and development time (Dobbins, Hill, McCartan and Thompson, [4]).
In the early 90s the German car industry developed a CAD tool for early integration of ergonomics in the vehicle design process. This CAD tool for ergonomics and occupant packaging, was called RAMSIS (Realistic Anthropometric Mathematical Simulation in Situation). Its goal was to overcome the limitations of conventional automotive industry practices of using two-dimensional human templates, as well as to provide methods for predicting driver postures and comfort. RAMSIS is based on a highly accurate DHM (Digital Human Model) that can simulate occupants with a large variety of body dimensions from global
anthropometry databases. A
probability-based posture prediction model was developed through research on driver postures and comfort. The assessment of comfort allows designers to optimize packages with respect to driver comfort early in the design process. Analysis tools include: reach and vision;
force-based posture and comfort
because different design options can be easily compared with one another. Posture in the cockpit, comfort and ease of operation in the
van der Meulen and DiClemente
passenger cabins and the
feasibility of maintenance tasks can all be simulated. It also facilitates the testing and optimization of the feasibility of performing assembly, maintenance and repair work.
[6]
describe the use of the DHM in a proposed flight deck design for the Eclipse 500 jet. The results were used to detect accommodation problems, as well as to establish further guidelines and requirements for design of the cockpit and interior components.
RAMSIS Cognitive is a module for analyzing and optimizing the perception and management
of
information in the vehicle. As the number of instruments in drivers’ cockpits increases it is vital to know how well they can be perceived, and to ensure all the displays fall well within the field of vision. This concerns all technical information of a vehicle such as instruments, control displays, and optical indicators. The additional functionality allows simulation of viewing conditions in the car, including methods for the analysis of sight shadows, limits of visibility of liquid crystal displays, estimating the time of focus shifts of the driver and the modelling of the optical parameters of head-up displays. This offers optimized instrument visibility resulting in greater operational safety and increased comfort. It also results in lower costs for modifications during the development phase (Remlinger, Bubb and Wirsching, [7]). The work undertaken within the European Boat Design
Innovation Group found that tools such as
RAMSIS are effective human factor design tools in the majority of marine applications, (Dobbins, Hill, McCartan and Thompson, [4]).
2. WFSV OPERATION AND TASK ANALYSIS
prediction
model; simulation of ingress and egress. This DHM has resulted in a reduction in development costs of more than 50% for the automotive industry through a reduction in vehicle development timeframes by a factor of 3 to 5 (van der Meulen and Seidl, [5]). RAMSIS is now used in the aerospace sector by companies such as Airbus, EADS, Embraer and Eurocopter to address customer specifications
regarding operability of aircraft.
Commercial vessels are similar to aircraft in that they are very often sold at the digital model stage. As with the automotive industry,
using DHM, the development timeframe can be reduced and optimized at the same time the comfort, safety and
WFSVs are usually built with a capacity of 12 passengers plus the crew. The passengers are technicians who are transported out to the wind farm where they board the turbine pylons and perform their duties. The number of wind farm support vessels has grown and in this emerging fleet the concept of a safe transfer of personnel to the wind farm unit is the most important objective.
It
must be done in a safe and efficient manner through certain access points; the key in these operations is the access system and the procedures around it. Competence and experience is there for vital to secure these objectives but it’s also important
to apply user centred design
(UCD) principles to, given the opportunity for the crew to handle the vessel correctly and in a safe manner.[8] Within this lies a technical challenge and adjust these to user needs that support safe and efficient operations. General practise within the industry has been to “butt” the CTV tightly against the friction bars on the wind turbine and hold it there with forward propulsion [9]. This “bump to bump” solution works with smaller
© 2015: The Royal Institution of Naval Architects
C-149
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