Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan –Dec 2015
vessels with wave heights up to 1.5m s ignificant wave height (Hs).
However, as the operations intend to move further out at sea with larger vessels, other solutions, principles and pr
rocedures roll, heave, are required surge, sway in higher significant wave
heights. [9] Gangway or access systems are used but they are not comm
vessels motions involves six degree of freedom (Pitch, and yaw) it’s difficult
mon among these vessels, however as the to
compensate for all motions at the same time which makes these technical applications difficult to apply on these small vessels. In the analysis of offshore wind turbine O&M using a novel time domain meteo-ocean modeling approach Dinwoodie, Quail and McMillan [10] identified
the benefit significant and limitation in influencing
availability by increased access vessel thresholds. The most
increasing vehicle operability from 1.5 m to 2.5 significant wave height (Hs), after which gains diminish and a limit is reached that
gains at all sites are obtained by 5m
characteristic of the turbine. For reported failure rate the limit is approximately 92% significantly below the 97% availability achieved onshore.
is dependent on failure es,
Figure 4: Rear 3/4 starboard view of b ridge
The need for 2.5m Hs to increase the operability of the vessel, is a key
driver for technology and crew transfer both technology. BMT have
developed the extreme semi- SWATH (XSS) concept [11] which aims to offer an imprroved level of seakeeping over existing designs without the performance and cost penalty exhibited by a full SWATH vessel. Where a higher powering requirement is considered acceptable in seakeeping
return
capability and operability. A key aspect of technical developments is how users
for significant improvement can
interact with in this
equipment and design, if this interactivity is optmised the operational capability will increase and safety risk levels decrease. This can be done by applying User Centred Design (UCD) principles in order to get an optimal Human Machine Interface (HMIHM ). The br idge of the WFS V evaluated is shown in Fiigures 2-4. The crew have 2 seats there is a chart table and a computer area for technicians and crew.
2.1 Figure 2: Plan view of bridge. TASK ANALYSIS
In order to obtain a better underrstanding of what offshore operations consist of, and in particular wind farm service operations, a hierarchical task analysis was c onducted on a vessel crew, participating in this type of operation, ns and cargo to and from
an primarily transporting technician
the wind farm . A hierarchical task analysis was chosen since it was expected to give ttimely results not interfere with the operation. There is gnitive proce ded in each
limitation with this method: cog level of mental workload need
process are not directly part off the analysis. was put to record these in a diff to the hierarchical task analysis.
, and would an intrinsic
sses and the step of the Thus effort
fferent manner, but linked
A HTA method was chosen (Stanton, et al.,[12]) and performed as follows:
Figure 3: Rear 3/4 starboard view of bridge
1. 2. 3. 4.
Define the purpose of tthe analyse als
Collect data by interviews and observation Determine top level goa
Divide top level goals in sub goals vessel platform
C-150
© 2015: The Royal Instittu
ution of Naval Architects
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148 |
Page 149 |
Page 150 |
Page 151 |
Page 152 |
Page 153 |
Page 154 |
Page 155 |
Page 156 |
Page 157 |
Page 158 |
Page 159 |
Page 160 |
Page 161 |
Page 162 |
Page 163 |
Page 164 |
Page 165 |
Page 166 |
Page 167 |
Page 168 |
Page 169 |
Page 170 |
Page 171 |
Page 172 |
Page 173 |
Page 174 |
Page 175 |
Page 176 |
Page 177 |
Page 178 |
Page 179 |
Page 180 |
Page 181 |
Page 182 |
Page 183 |
Page 184 |
Page 185 |
Page 186 |
Page 187 |
Page 188 |
Page 189 |
Page 190 |
Page 191 |
Page 192 |
Page 193 |
Page 194 |
Page 195 |
Page 196 |
Page 197 |
Page 198 |
Page 199 |
Page 200 |
Page 201 |
Page 202 |
Page 203 |
Page 204 |
Page 205 |
Page 206 |
Page 207 |
Page 208 |
Page 209 |
Page 210