Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan - Dec 2015
Incorporate safety devices – Design into the system automatic devices which, when a specified hazard occurs, prevent the system from entering a dangerous state.
Provide warning devices – These should activate early, leaving the operator time to stop a critical system state developing.
Develop procedures and training – Provide adequate training in procedures to equipment in a safe manner.
operate System-induced errors system
(competency organizational
assurance), reflect deficiencies in the
implementation of the HFI processes. They include mistakes in designating the number and type of personnel,
operating policies, training data
responsibilities, and maintenance
requirements, and support. Design factors are related to these errors and include aspects of the system hardware, software, procedures, environment and training which affect the likelihood of human error. They result from human incompatibilities with the design of equipment. Taking an integrated Human Factors approach in the design process avoids mis-matches between
resources, logistics,
[20] successful technology transfer requires a framework for adaption and evaluation.
6. ACKNOWLEDGEMENTS
The authors wish to thank Mainprize Offshore, KPM- Marine and Marine
Automation Propulsion for
supporting the ongoing Marine Design project presented in this paper. The authors gratefully acknowledge the grant support received to carry out the work presented in this paper as an integral part of the Leonardo TOI funded project EBDIG-WFSV, funded under the EU Lifelong Learning
Programme, grant number:
UK/13/LLP-
LdV/TOI-621. The content of the publication is the sole responsibility of the authors, the European Commission is not liable for any use that may be made of the information.
7. 1.
system
design and human capabilities. The objectives of HFI and HFE are to provide systems and equipment that reduce the potential for human error, increase system availability, lower lifecycle costs, improve safety, and enhance overall performance (McSweeney, Pray, and Craig, [29]). The key to demonstrating the utility of Human Factors is not to count the cost of investing in it, but to calculate the savings that it makes on a through- life basis.
5. CONCLUSIONS
Overall it is essential that Human Systems Integration (HSI) is embedded within the WFSV design process. As the implementation of good Human Factors practices into the design can make considerable through life savings. A critical part of HSI is the implementation of navigation best practice, known as Dynamic NAVigation (DYNAV) for HSC operations. It provides the interoperability capability for organisations tasked with crewing WFSVs. The Marine Design approach to WFSV bridge layout development
incorporates HSI and use has shown the
significant benefits of the multidisciplinary approach. The Transfer of Innovation of DHM from the automotive sector through the
of RAMSIS and RAMSIS
cognitive shows the potential to reduce development costs in the design of current programmable display screen technology.
The issues of high levels of vibration and motion of a vessel at speed, which can impede the operators ability to read information from the display system, this could be an opportunity for technology transfer. Where, the use of HUD and eye tracking could be used to provide motion compensated displays. As identified in the 5M's model
© 2015: The Royal Institution of Naval Architects 7. 4. 2. 3. REFERENCES
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