Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan –Dec 2015 interoperability capability for o organisations
crewing WFSVs. The phases are graphicall in Figures 11 and 12 below.
tasked with y illustrated
F igure 9: Captain manoeuvres vessel
To be able to operate the vessel in a safe and efficient the vessel and its support systems should be
manner,
designed according to a user centred design approach. To be
e able to operate the vessel in marginal conditions, this design approach has a very important
role provide go to play.
Limitations in design might limit the vessel crew in interacting with systems and controls, which affects decision making. The system should
e support for team work,
communication. This approach does not only affect the vessel but also the turbine itself. Therefo
very complex ood
overview, both to an individual and a group of operators, as dictated by the task/s being performed. There should be
system that supports the user and the different tasks in an offshore environment is a
heights, but th
information sharing and ore, to design a task. For
example, the majority of the boat-landing points on the turbine pylons are designed to meet the highest wave he main factor that affects the vessels
approach is actually the ocean current. Stated in the sel
interview by the captain, the bridge design on this vess is supportive in the task he is undertaken in these types of operations.
2 .2 HSC NAVIGATION BEST PRACTICE Overall it is essential that Human Systems Integration
(HSI) is embedded within the WFSV design proce Examples of this HSI process for HSC have been described by Dobbins et al. [13] and where appropriate have been inc within
this
corporated within paper. Within
Investigatiion
Navigation NAVigation be
best practice, known Dynamic ess. the design described
navigation is highlighted as essential for mission succe Previously navigation errors during wind farm support vessel operations have been highlighted within incident reports by the UK Maritime Accident Branch (MAIB) [14].
the HTA (Section 2 .1) ess.
as (DYNAV) for HSC operations [15] has
een adopted by numerous organisations worldwide. Being a simple methodology it provides the crew with a resilient system for delivering both performance and safety. The four phases of methodology; Communicate, Execute and Control provide a shared mental model for the
crew, and provides
Plan, the
Figure 11: The four phases of the DYnamic NAVigation (DYNAV) methodlogy International best practice.
Figure 12: The DYNAV phases viewed from the WFSV making a turn in restricted waters towards the windfarm.
It is important that the WFSV crew have the required information to support SA and decision making during the ‘PLAN’ phase of the DYNAV methodology. Because of the high tempo and shortt durations available for decision making the navigation information must be displayed
in an assimilation by the crew members. This
intuitive format to support rapid issue
has
previously been delineated in the work of Dobbins et al. [16] and will be evaluated within the project by using the RAMSIS Cognitive program.
3. DHM ANALYSIS
RAMSIS is based on a highly accurate DHM (Digital ate occupants with a large
Human Model) that can simula
variety of body dimensions from global anthropometry databases. A probability-based posture prediction model was developed through research
h 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 model.
a 3.1 GENERAL DHM PROCEDURE
Applying a DHM to assess a design with respect to ergonomic criteria consists of three steps in general. First
C-152 © 2015: The Royal Instittu ution of Naval Architects prediction
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