Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan - Dec 2015


HUD and eye tracking to provide motion compensated displays.


There are p procedures in place for crew transfer hts above this value, which have no


1,5m significant wave height (Hs) which seems to industry standard. However, as operations do occ wave heigh


up to be an


stated procedures, “Then you are on your own” one captain. The industry needs higher accessibiliity but there are limited procedures to support this. Developed by BMT and Houlder, the Turbine Access System (TAS) [11] is a lightweight,


cur in clear stated


heave compensated gangway


system which has the potential to significantly improve the safety of personnel transfer and will also allow transfer in


higher wave conditio ns. There is no


requirement for a dynamic positioning system, which enables the system to be installed on standard windfarm support vessels. A further major advantage of TAS is that at no point does the system attach to the turbine.


Comprehensive HAZID and HAZOP assessments of TAS have


been extensive undertaken with vessel operators,


windfarm developers and turbine suppliers. Fitted to a 24m windfarm support vessel sea trials


and successfully demonstrated


increased operability up to 2.5m Hs seas. Operational Flats


performance of TAS has been proven at Rhyl offshore windfarm. Further assessments are ongoing with a variety of operators and developers to demonstrate its flexibility and safety. The system also comprises bow rollers that replace traditional fendering to dampen the motion of the host vessel. This eliminates the “stick & slip” behaviour


of existing fender arrangements.


Improves safety, minimises risk and reduces costs by supporting offshore personnel transfer in 2.5m H s seas TAS provides a cost effective way of increasing the operational window for O&M technicians, thereby reducing the number of days lost to weather. [18]


The operation of a Wind Farm Support Vessel is a socio- technical s


system composed of people, equipment and


organisational structures. Socio-technical systems regard organisations (in this case a vessel) as consisting of complex interactions between personnel and technology. This approach can also encompass the wider context to include the societal infrastructures and behaviours in the wider, shore-based management


aspects of processes (which are essential for to either facilitate or the


organisation. These aspects are linked by functional transforming inputs


into outputs) and social processes which are informal but which may serve


functional processes (McDonald, [19]). is not


imposed by the It is also about hinder the


system approach (Harris and Harris, [20]) WFSV navigation and crew transfer


physical environment the societal/cultural


In the Five ‘M’s just about the


integration of the crew (huMans) and ship (Machine) to undertake a particular voyage (or Mission) withi in the constraints (Medium).


environment (a further aspect of the Medium). In shipping, the role of Management is crucial. the TAS has undergone


Figure 25: The Five ‘M’s Model [20] The (hu)Man aspect of capabilities an d training of


encompasses such vessel’s crewmembers. eople involved.


the five approach, the crew are the ultimate


‘M’s


approach


issues as the size, personality, the user, in this case the Taking a user-centred design design forcing


function, as the design of the equipment and procedures on the vessel have to lie within the core abilities of the pe


The (hu)Man and the Machine (ship)


components come together t to perform a Mission tasked by


the parameters


y the Management. However, design solutions must not only work within


(Human Factors)


imposed by the crew, the ship’s technology and the environment, and regulations governing the design, construction and operation of the ship and the wider norms of society. The owner’s Management must also work within these rules.


standards through the selection and training of crew or of


the required romotes safe technical The Management and performance efficient


This prescribes performance the ship.


is the ke y link between the (hu)Man,


Machine, Mission and Medium. It plays the integrating role that ensures compliance with the regulations and pr


operations. The inter e -


relationships between the ffive ‘M’s are illustrated in Figure 25.


During the late 1990s the discipline of Human Systems Integration (HSI) began to appear, initially in military pr


rocurement programmes but subsequently in the oil and gas industries. HSI provides a through-life, integrative framework with the potential both to enhance safety and increase performance while reducing through life costs. HSI originally encompassed six domains [21]. were Staffing (how many people are required to operate and maintain the system);


These Personnel (what are the


aptitudes, experience and other human characteristics required to operate the system); Training (how can the requisite knowledge, skills and abilities to operate and maintain the system be developed and maintained); Human Factors Engineering (how characteristics be


integrated optimise performance w into within system design the


can human to


human/machi ne


system); Health Hazards (what are the short or long term hazards to health resulting from normal operation of the system) and System Safety (how can the safety risks


© 2015: The Royal Institution of Naval Architects


C-15


57


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