Human factors in shipdesign and operation · Background of the presentation • All materials in...

Apresentation of

Humanfactorsinship designandoperation:Challengesrelatedtodigitalizationandautomation

based onAPhDthesisby Vincentius RumawasDepartmentofMarineTechnology

@HFC– HumanFactorsinControlMeeting:Digitalizationandautonomy–ChallengesandopportunitiesrelatedtohumaninteractionsTrondheim,17– 18Oct2017

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Backgroundofthepresentation

• Allmaterialsinthispresentationarebasedonaresearchcontractconductedin2008– 2012.

• Thetitle:HumanFactorsinShipDesignandOperation:ExperientialLearning

• TheresearchwasfullyfinancedbytheDepartmentofMarineTechnology,NTNU

• ThethesiswasdefendedinJan2016.• Fulltextisavailableat:

– http://hdl.handle.net/11250/2382315– http://hdl.handle.net/11250/2382316

• Selectedtopicsrelevanttodigitalization&automationarepresentedhere.

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Introduction

Background of the research

• Fatalaccidents atsea

• Caused byhumanerrors and/orhuman‐related factors (mostly)

• Humanfactorswere barely aconsiderationwhen designingaship

Howshipsaredesignedandbuilt

Basic Ship Theory, Rawson & Tupper 2001

The Ship Design Process, Gale 2003 in Lamb (Ed)

The concept of design spiral represents the sequential and iterative aspects of the process that include: Conceptual design Preliminary design Contract design Detailed design

Ship design is a complex and multifaceted process, influenced by a number of actors. …

A successfully designed ship is the result of close and good cooperation between the designer, the customer, the yard and the equipment suppliers (Vossen et al 2013)

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Researchquestions

1. Arehumanfactors considered inship design?How…?

2. Isthere any effect of implementing HF?

a. towards the crew

b. towardsincidencesonboard

3. AretheexistingknowledgeofHFeffective/sufficient?

4. Whatfactorsinfluencesafety&crewperformanceatsea?

5. Whatare“HF”inshipdesignandoperation?

6. Howtotakeintoaccountthe“HF”inmajorriskassessment?

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Researchdesignandoutline

RQ1: Are HF considered in ship design? How?RQ1: Are HF considered in ship design? How?

RQ2: Is there any effect of …RQ2: Is there any effect of …

RQ3: Are the existing

knowledge of HF effective/sufficient?

RQ3: Are the existing

knowledge of HF effective/sufficient?

RQ4: What factors

influence safety & performance at sea?

RQ4: What factors

influence safety & performance at sea?

RQ5: What are “HF” in ship design & operation?

RQ5: What are “HF” in ship design & operation?

RQ6: How to account HF in major risk assessment?

RQ6: How to account HF in major risk assessment?

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Some definitions

• “humanfactors”:

– “Ergonomics(orhumanfactors)isthescientificdisciplineconcernedwiththeunderstandingofinteractions amonghumansandotherelementsofasystem,andtheprofessionthatappliestheory,principles,data,andothermethodstodesigninordertooptimizehumanwell‐beingandoverallsystemperformance”(IEA,2012)

– “humanfactors”isconcernedwiththetaskpeopleperformandtheenvironmenttheydoitin– fittingthejobtotheperson.Thetopicofhumanfactorsisdividedintoeightconsiderations:habitability,maintainability,workability,controllability,manoeuvrability,survivability,occupationalhealthandsafety(OHS)andsystemsafety(LR,2008).

NB: “humanfactors”≠“humanelement”(physiological,psychological),“humanerror”,“humanperformance”,“HSE”,“humanreliability”.

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Theresearch

• RQ1:

AreHFconsidered inship design?How?

There are several ways toanswer this:

Askthe designer,the shipyard and/orthe shipowner,

orcheck the designspecification/contract

Check andreview the ship itself (see Study 2)

Askthe users (see Study 2andStudy 3)

Consult the existing rules,regulations andstandardsavailable (Study 1)

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Study 1.Literature study

Tocheckifhumanfactorsissuesaretakenintoaccountintheexistingstandards,asurveyofliteraturewasperformed.

Twoquestionsaretobeanswered:

What/whichpublicationscontainHF?

WhichaspectsofHFareaddressed/considered?

Results:

“AContentAnalysisofHumanFactorsintheDesignofMarineSystems”.TheInternationalConferenceonShipandOffshoreTechnology,11‐12Nov2010,Surabaya

“AContentAnalysisofHumanFactorsinShipsDesign”TheInternationalJournalofMaritimeEngineering,RINATransactionsPartA3,Vol156,Jul– Sep2014

RQ1.AreHFconsidered inship design?How?

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Study 3.Qualitative study

Humanfactorsframework

derived from:Lloyd’s Register,2008,2009anddevelopedinRumawas &Asjbjørnslett 2010

Study 1.…Literature study

Results

• There are abundantdocuments coverHF• HFissues havebeen sufficiently

addressed.

• AllHFDIMENSIONS are covered• Mostmentioned: SYSTEM SAFETY

(highestfreq)• Mostextensively:HABITABILITY (COMFORT)

– Noise,vibration,indoor climate &lighting/illumination

• CONTROLLABILITY– Alarms,control centres,

workstations,control &switches

• Theleast covered:MAINTAINABILITY

• HFissues isdeveloping very fast

• Thedocuments are optional.


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Study 2.Exploratory field study

Tocheck if the facts inreality isinaccordancewith the facts onpaper

Exploratory field surveyswere performed using qualitative approach,incl:

• Goonboard• Jointhetrips• Observations• Dointerviews• Discussions,focusgroup

NB: Rapportisimportant Actionresearch,participatory,asa‘naïveobservant’


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Study 2.Exploratory …Before survey,some issues that were reported/found byother researchers onship designwere documented:

Accommodation facilities,crew expect adequate levels of privacy (Strong2000) Illumination problemson the bridge(Lutzhoft2005) Ergonomic issues;no legspace,incorrect height/orientation,must‐be‐fixed equipment

(Anderson&Lutzhoft2007,Grundevik2009) Problemwith access &personnel movement,incorrect control panel,console problem

(Dalpiaz etal2005).

Incidences&accidentsonOSVwerealsodocumented(Hansson2006,PSANorway2011):

• Personsqueezedbetweenmovingcontainers• Personhitintheheadbyamovinghook• Deckhandslip,fall,twistedafoot• Poorautopilotinterfacesystem*)• Collisionwithoffshoreinstallations*)

*)relatedtodigitalizationandautonomy


Collisioncasesrelatedtoautomation

07.032004*)FarSymphonyhadacoursetowardsthefacilityWestVenture.Enteringthesafetyzone,theautopilotwasengaged.Theofficeronthebridgedidnotrealizethattheautopilotwasengagedandcouldnotnavigatethevessel.Thisendedinacollision.

18.072007*)Grane wasidentifiedasatargetfortheautopilotonBourbonSurf.Themastermisjudgedtheship’sspeedanddistancetotheplatform.Hedidnotkeepaproperlookoutatthetime.itwastoolatetostopthevessel,buttheysucceededinreducingitsspeedfrom3m/sto1m/sbeforeithitGrane

06.06.2009*)WellstimulationvesselBigOrangeXVIIIwasapproachinginstallationEkofisk 2/4X.Thecaptainengagedtheautopilotandforgottoswitchitoff.Hecouldnotcontrolthevesselmanuallyasheintendedtodo.Insteadofslowingdown,thevesselstrucktheinstallationataspeedof9.5knots.

Analysis:Thecrewfailedtoseethattheautopilotwasengagedandmadeawrongdecisioninoperatingthevessel.

*)Petroleum Safety Authoritiy Norway. (2011). Risk of Collisions with Visiting Vessels Retrieved 10 Oct 2011, from http://www.ptil.no/news/risk‐of‐collisions‐with‐visiting‐vessels‐article7524‐79.html

Offshoresupplyvesselsin

NorwegianContinentalShelf

• Carrygoodsto&fromoffshoreplatforms:containers,bulk,fluid(tanker),supportplatformsinvariousways.

• Hitech• Developingveryfast• 12‐ 16crewonboard• 2‐ 3tripsperweekserving2‐ 6platformspertrip

• Crewrotation:4weekson4weeksoff

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Issuesfoundonboardrelatedtodigitalizationandautomation

• Thecrewknowlessoftheirvessel,andmoredependentofthemanufacturers

• Nomore‘wheel’andenginetelegraphonthebridge

Mosttraditionalcontrolsarereplacedbyjoystick,trackball,mouse,keyboardandtouchscreen

Givenemergencysituation,crewinterventionbecomeslessstraightforwardandlessintuitive

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Problems:• Illumination• Systemreadiness,datavalidity• Operatingsystemrelatedproblems;updating,bugs

• Compatibilityissues• Softwareanddataexpirationdate

• Systemoverload,hang• Unresponsivesystem• Alargenumberofalarms• Limitedinternetbandwidth• Variationin‘electricityvoltage’

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• Controllability

‘toomuchinformationonascreen’

‘overabundantcommunication’

Issuesrelatedtodigitalizationandautomation

Onavessel,thereareanumberofconningdisplaysinstalledindifferentlocations.Theyshouldprovideconsistentinformationatalltime.

Thesetwopicturesweretakenalmostatthesametimeonavessel,showingtwoconningdisplays.

Noticeanythingwrong?

Study 2.…Exploratory

• Ergonomics issue related tohumaninteractions• Discrepancyofknowledge:

• specialfamiliarizationortrainingprogram

Criticalincidentsrelatedtodigitalizationandautonomy

DPfailureOneOSVwaslyingbesideaninstallationonDP.Insteadofholdingsteadyonthe specifiedspot,thevesselbegantomovetowardtheinstallation.Theofficertookoverthecontrols,shutdowntheDPsystem,andbackedtheshipawayfromthestructure.Onehosewasstillconnectedtotheinstallationandsnappedoff.Thesystemascertainedthatthevesselwasmorethan100mawayfromtheinstallation,whileinrealityitwasapproximately20maway.

Explanationfromthemanufacturer:

“…Wehavefoundtherootcauseforthis,andimplementedasolutionforit.Thisfailurewillnothappenagain.”

Interpretedasnon‐random,systematicerror

Overlookedscenarioduringdesign/development

Further exploration regarding the incident, according to the seafarers experience, “DP2 fails all the time”

Criticalincidentsaffectingautonomy

Blackout

OneOSVwaspreparingtomaneuverawayfromaninstallation.Tocruisetothenextinstallation,thebridgeaskedforasuddenincreaseofpowerthatthesystemwasunabletoaccommodate.

Atthetime,thesystemwasrunningonLNGfuelandattemptedtoautomaticallyswitchovertodiesel,buttheswitchoverfailed,andthesystemblackout.

Explanation:

Apparently,LNGfuelhasacharacteristicofwhichtheoperatorhadnotbeenmadeaware:

itislessresponsivetovariationsinthepowerrequirements

thedesignerandthemanufacturerwerenotawareofthischaracteristicofLNGfuel.

13.11.2006 A collision caused by blackout: Navion Hispania (tanker) blacked out, due to polluted fuel and a system malfunction. Hit Njord B at 1.2 m/s. Collision energy > 60 MJ.

Oneunresolvedissuerelatedtodigitalizationandautomation

OnoneOSV:ReleasingDPsystemfromautomaticmodetomanualmoderequiresaspecificresponseoftime.Withoutfullcontrol,thisdelaycanbecritical,especiallywhenthevesselislocatedclosetoaninstallation.Normallytheoperatorwillusethejoysticktobringthevesselawayfromtheinstallationbeforeswitchingtomanualmode.

OntheotherOSVThisdoesnotoccurbecausethetransitionoccursinstantaneously.

Expertfromaclassificationsocietystatedthatthetransferofcontrolbetweenmodesofoperationshouldbeimmediate.Adelayof10secondsisnotacceptableforthisvessel.

Thefactthatthevesselisapprovedtooperateandcarrytheassociatednotationcausesconfusion.

Study 2.Exploratory field study

Lessons learned

ModificationoftheautopilotsystemCurrently,theautopilotwillautomaticallydeactivatedwhenthecrewoperatesthejoystick(DNVNAUTOSV2012).

500msafetyzoneisimplemented.Aninstallationcannolongerbeidentifiedasatargetforautopilot(NWEA2006,updated2009)

PotentialcontributionofautomationonOSVoperation:

Smartlookout,enhancedautopilot ‘Smartrouting’~f(weather,fuelcons,t,etc.) Automaticpositioning/‘parking’ Maintenance:‘longdistancesetup,updates,ormaintenance’bythemanufacture Maintenanceschedule,‐ canbeperformedwhenthevesselatport Automaticemergencystop e‐(smart)checklist

• Increase bulwark height to avoid green water

• To secure tubular cargoes on deck, developed & installed:portable, automatic, movable stanchions

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Lessonslearnedondeck

Lessons(triedtobe)learned,andfail

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Tohelpdeckhandsconnectbulkhoseatsea,anautomaticbulkcargosecuring&transfer

systemwasdeveloped&installed,butfailtowork

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Study 2.Qualitative study

Conclusions

HFhasbeenconsideredinOSVsdesign; Thecrewsingeneralaresatisfiedwiththeirvessel Thereisalwaysroomforimprovement HFconsiderationsonOSVswerehappeningduetogoodcommunicationsbetween

thecrew,shipowners,cargoownersanddifferentmanufacturers,includingtheshipyards.

Financialincentivesforresearchanddevelopmentalsoplaysanimportantrole.

Differentproblemsareexperiencedbydifferentvessels HFproblemsareunique(noise,motion,controllability,etc.) Someissuesremain(illumination,layout,space,stairs,access)

Bestsatisfying:Habitability&Workability Lowestsatisfying:Maintainability Fastestgrowingdimension:Controllability There isapotential of unknown riskinthe development of new

equipment/system.

RQ1.Howare humanfactors taken into account inship design?

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Study 3.Quantitative study

Tocheckifthequalitativefindingsarevalid

Anexplanatory studyusing quantitativeapproachwas conducted

Results:HumanFactorsonOffshoreSupplyVesselsintheNorwegianSea– AnExplanatorySurvey

TransRINA,Vol158,PartA1,InternationalJournalofMaritimeEngineering,Jan‐Mar2016

RQ1.Howare HFtaken into account inship design?RQ2.Isthere any effect of HFconsideration toincidences on board?

Study 3.…Quantitative

RQ1.Howare HFtaken into account inship design?

• Humanfactors aresignificantly addressed.• Dimensionsof humanfactors are notrated

equally: OHSisrated morehighly Maintainability israted lower

There isanindication that humanfactorsrating varies asaresult of OSVdesign,but the finding isinconclusive(duetonumericalcorrection)

Study 3.…QuantitativeHow often do the people on board experience

the following:How often does the vessel experience the

following:

RQ2a.Isthere any significant effect of ship designtoincidences on board?

Study 3.Quantitative

• Habitability hasapositiveeffect on the frequency ofpersonnel becoming seasick,fatigue andexperiencingsleep disturbance.

• Maintainability hasanegativeeffect on thefrequency of fireorexplosion on board.

RQ2b.Isthere any significant effect of HFconsideration toincidences on board?

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Study 4.Evaluationstudy

Tocheckiftheexistingknowledgeofhumanfactorsinshipdesignandoperationareeffective

Anevaluation studywas conducted,byperforming physical measurementson board,combined with some observations anddaily diaries filled inbytheseafarers after every watch

RQ3.Arethe existing knowledge of HFinship designeffective?

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Study 4.Evaluationstudy

Conclusions:

Theexisting noise criteria donotreflect comfort Disturbing noises [impulsivenoise,high pitch noise,squeaking noise andhammering

noise]are notcovered norcaptured

Motioncriteria need toberevised forOSVoperations They are notrealistic;the criteria are too high (too lenient),

especially MIIandrollmotion.

TheMSI(McCauley etal,1976)isextremely conservative forseafarers population,needs tobeadjusted

Recommendations:

Standardsandcriteria bere‐examined within areasonable periodof time,especially incaseanincident occurs

RQ3.Arethe existing standardsof HFinship designeffective?

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Study 5.Multivariate …

RQ4.What factors considerably influence crews’performance atsea?

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Study 6.Theoretical evaluation

Some issues were found when developing HFcheck listsandquestionnaires,indicating that the concept of HFisstilldeveloping

Atheoretical evaluationwas performed toevaluate ortoconfirm the concept of HFinship design&operation,using factor analysis

Report:HumanFactorsinShipDesignandOperations:APreliminarySurveyoftheTheoreticalConstructTransRINA,Vol158,PartA2,InternationalJournalofMaritimeEngineering,Apr‐Jun2016

RQ5.What are HFinship design(andoperation)?

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Controllability

Workability

Habitability

Cargo facilities

Reliability, Automation and Maintainability


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Reliability, operabilityand maintainability

Interfacing complexity

Ship handling and manoeuvrability

System & procedure

Deck working condition

ER & ECR

Habitability


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A model showinghuman factorsconsiderations in ship design and operation is presented as a result of the theoretical study


Study 7.Riskassessment model

RQ6.HowtoaccountHFinmajorriskassessment?

Markov model, adopted from Dhillon (2003)

Safety instrumented system (Rausand & Høyland, 2004

This research adopted the existing hardware reliability framework to develop a method for predicting the probability of accident by focusing on human factors

Human reliability analysis Control theory, Cognitive approach Implemented to several accident cases

Thank you for your kind attention

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