Ergonomic aspects of ship design, in particular with regard to ships bridges and wheelhouses

ARCHIEF

Thema:

12JUNI 197

JO,-iotheek van de

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ndritdeUng

T:rch Hogeschool, DeUt

DJCUNEN1AÏIE

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DATUM:

ERGONOMIC ASPECTS OF SHIP DESIGN,

IN PARTICULAR WITH REGARD TO

SHIP'S BRIDGES AND WHEELHOUSES

Human Factor Considerations in Advanced Bndge Design

by Captani Jim « Sullivan and H. johnbn

(Sperry Marine Systems Div.)

L

Lab

v.

Scheepsbouwknde

Technische Hogeschool

Deift

r

HUMA1 FACTOR. CONSID.ATIONS IN ADVANCED BRIDGE DESIGN

Sperry Mârine Systems Division

J. P. O'SuUivan

H. H. Johnston

Relationship between Ship Operations and Human Factors (gonomics)

An, evolutionary develppmènt in ship equipment layout can be. detected: The combined chartrocin and wheelhouse was introduced in mid 1950's.

. Consolization and centralized cargo control, together with.

integrated navigatien systems (ignoring one single earlier

isolated MARLD-sponsored R&D syste) appeared in the mid 1960's.

Special tower bridge structures were first encountered at this

tine also.

Cqllision Avoidance Systems made their appearance at the end of

the 1960's and represent a significant area of progress.

Technical Ergonomic studies of Bridge equipment layout have, proliferated

since the mid-1960's. Many of the studies contain a vast amount of

accumulated data and attempts at codification have not been too successful.

At the best; individua]. shipowners purdue their individual interpretation

of need and point with pride to their achievements. Many people feel that

Ergonomics, at the best, is a scientifically generated ciproinise

Despite a variety of opinion, there is a mvked degree of rnniinity in

bridge structure and equipment layout. The major question unanswered

perhaps is who should nn3ertake the necessary R&D - the shipowner or the

equipment manufacturer? The conclusion of this brief and somewhat

tuiprof-essiona]. review is that there are areas of clear joint concern and

that

co-operative effort is the only means of making progress.

Relevant Activities of S 'err Marine S stems

By virtue of being a. designer and manufacturer of caannercial rnn'ine

equipment, SMS is involved in e1emeits of the practice of Ergonomics.

Equipment, be they systems or sensors, must meet a requirement if they

-2-In general, SMS performs a unique design optimization procedure covering a.0

standard equipments such as steering systenia, depth indicators, course

recorder&

other data-logging equipments, Collision Avoidance Systems

(au excellent example of ergonomic study leading to a major break-through)

and, most recently,tanker cargo mnegement systems.

In the course of its activity in recent years, SMS has had the follouing

involvement related sperificaUy to

gonondcs:

Eauipnient

This study represents a conventional scientifically-orientated

investigation undertaken to document needs, evaluate available

techniques and explore fruitful avenues for the im'uveinent of the

layout of bridge equipment.

Conclusions

-Variations in layout can produce significant differences in

operational efficiency.

Controls and. ccamurnications should be grouped together.

Data logging needs should be catered for.

Easy access to chart table should be provided.

Benefits of F\ill Scale Mock-up

Low cost effective tool

broad

equient

layout

optimization.

Design and layout. decision can be made by representatives of ship-.

owner, shipbuilder and supplier.

Independent instances of

technique bave occurred in the

Computer-aided

Operation& Research Facility (CAORF)

This is a technical oerationl research function which will be

utilized in a variety of ways:

Estuarial navigation studies, including Harbor fraffiò

Man.gement scenes.

Collision Avoidance StMi es - evaluating instrumentation

and traffic densities.

Docking Studies - identification of information requirements.

Investigations of Ergonomie factors.

Main Features

Computer-generated imagery in color and different lighting

intensities, icluding poçr viibiity.

Recognizable ships (up to 6 independent units) and shoreline,

incl-iiding navigation marks.

Radar simulation (up to 40 targets).

Compréhensive additional equipment planned: Docking Display;

CAS, Computer Data Terminal, other navigation instiiiiaents :

-hyperbolic and satellite.

oad Precedures

In conducting

_an

-appears to be a prerequisite for an initial functional e.nalysis which

emines factors which are both eLernsl to the ship

counicatiôns

and visibility, both óptica]. and aural, which influence arrangement and

structure of the bridge and provide indication of the necessity or

otherwise for bridge wings and the location of equipment. thereon

man and his equipnient. If a trend can be detected in marine

rgonöni cs, it suggest.s preoccupation pith the nautical-aeronautical

analogy leading to concepts of the ultimate "one-man con".

The ship operator, however, would be reassured if Ergonomics were shown

to be the tool which would help him analyze the maneuvering and

navigation tasks to be perfori.ed and codify the essential input parameters needed for successful accam.plishnent. Certain examples

suggest themselves:

A recognized problem exists in certain environments for the large

or the specialist vessel0 .Analysis here shows the docking maneuver

to be complex task dth multiple data input requirements, manor of

which demand. measurement wefl below the human perceptive level.

The Ts propulsive capability is not designed for this function

and reliance must be placed on supplementary tug forces0

Invar-iably, berthing accidents can be attributed to failures of this

supplementary system. More recently, investigations have indicated

that many of the ship handling problems during docking can be

attributed to less than optimum control during the channel approach

phase leading up to docking. Because of the complexity of the task,

theieis an undoubted need for specific sensors to acquire accurate

data and for adequate display techniques to provide the vital relevant

information.

Estu8.rial arid Coastal Navi.tion

The increasing need for prec.sion in estuarial navigation is wefl

docunented. One has but to look at the port of Rotterdam to see

economic and operational neëd exist. Similar conditions are likely

to be encomterëd in the London Maplin' Port Project. These are

shore-based systems, but they will provide an indication of capability to

the ship operator who will seek similar facilities on his ship o The

benefits of accuracy improvements and aitomation of the functions. of

close water navigation require documentation.

Collision Avoidance

The importance of this shipboard function has received wide publicity

and a multitude of solutions have been developed. There is a continuing

discourse underway on the merits of frue

ath

of plotting

_and

in that it is agreed that complete assessment of coflis,ion risk requires

concern with items of information which are based on the assessment of

both relative and true motion parameters. SMS has adopted an approach

to this problem which recognizes the diachotomy of opinion and seeks to

appeal to proponents of either school. Here, rather than concerning

itself with documentation of radar-acquired data, it examines second

örder functions and prövides clear, and iimrnibiguous directions towards

evasive maneuvers A key man-machine relationship has taken a unique

staide forwards.

rnctional Combinations -.

The necessity

t6

to the instents for collision avcidance - the radar subsystem - is

encouraging the' combination of certain key ship-ha1 ng functions

at that work station: suíficient navigational information is brought

to the PPI to permit a broad overRil coin assessment to bemade.

interleaf

tratd hyth'ographic information fròm the chart with the

radar PPI

This concept is not new and was proposed at the onset of

radar ap1ications as: a cbart-matching dev4ce but no ready market

approval was obtained.

'he situation remained unexploited until the

flebflity of the digital computer made change possible.

Further Radar Technology

Having had access to bright radar.displays generated by the process

of TV scan conversion, and knowing that marine equipment with this

feature is available, it can be. expected that the Ergononiic importance

of this break-through will be studied carefully in the near future and

guid.nce given, to the industry.

.

Anticipation of .Ne

Intrumentation

The technical functipn of frgqnoinics is well suited to documenting

the liniltations of existing systems and reconmiending improvements.

The Ergonomist should steel himseí to be alert to the presence ol' a

U

sensor gaptt and. call attention to sitivations where the ship-handler

is being called .upo:

execute maneuvers with inadequate sensOr inputs.

This is particularly important in the area of simulation training.

If training is being undertakén to help the man cope with rrniclentified

sensor gaps, then it must remain a less than optimum solution.

Jhere

additional instrumentation is being proposed, however, its incorporation

into the existing order o± layout must be considered with care.

Bridge-to-Bridge Cöna ilcations devices, possibly linked tô the ships

radar and data transfer and connhTLmcatiOns associated- with Harbor

Radar and Traffic

Monitoring

rstenis.

In concluzion, your attention is drawn to an area of sIp operations as .yt

devoid of frgoniic investigation but urgently requiring attention: The

STEERING CONSOLE

PROPULSION CONSOLE.

RPM INDICATOR

MACHINERY MONITOR

SPEED LOG

TELEPHONE

CONTROL LOCATION TRANSFER

THROTTLE / TELEGRAPH

THRUSTER CONSOLE

MACHINERY MONITOR

D lITO

_{THRUSTER START/ STOP}

_{THRUSTER CONTROL}

_{THRUST MONITORS}

SITUATION DISPLAY

DATA TERMINAL

SYSTEMS MANAGEMENT fllVJSDN

SPEY RAN©

COMMUNICATIONS CONSOLE

SSB RADIO

VHF RADIO

P/A SYSTEM

TRUE MOTION RADAR

LIGHTING & ELECTRICAL CONTROL PANEL

RELATIVE MOTION RADAR

Io.. NAVIGATION AIDS CONSOLE

DECCA NAVIGATOR

COURSE RECORDER

LORAN A/C

AUTOMATIC DIRECTION FINDER

il.

CHART TABLE

CHRONOMETERS

12.

ENVIRONMENT (WEATHER) CONSOLE

WIND DIRECTION & VELOCITY

SEA/AIR TEMPERATURE, HUMIDITY

ECHO SOUNDER

Si MUL \TED

RIDGE LAYOUT NO.1

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MODIFIED SEMI WRAP-AROUND BRIDGE ARRANGEMENT

LAYOUT NOØ4A

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SPEY

SYSTEMS MANAGEMENT DIVSON

S1ERY

SPERV RAI\D

TIME MOTON STUDY HARBOR TRANSÌT SCENARIO

SYSTEMS MANAGEMENT DIVISION

NO. 1.

NO.2.

NO.3.

NO.4.

1EIV RAN.D

TV

Ir-SIMULATED

SMULATED

OWN SHIP

CÓNTROL AND

DeSPLAY SIGNALS

BRIDGE IN STRU ME NT SIGNALS AUDIO

SIMULATOR

AUDIO-

fli

CONTROL STATION

PEY

SYSTEMS MANAGEMENT DJVSDN

OWN SHIP AND

TARGET SHIP MOTIONS

CENTRAL DATA

+spEr,

RAND

COMPUTER-'AIDED OPERATIONS RESEARCH FACILITY

EXISTING SAMUELS HALL

PROJECTION

SCREEN

PROJECTORS

NEW STRUCTURE

SIMULATED

WHEELHOUSE

COMPUTER

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I-..-e I-..-e I-..-e I-..-e o I-..-e

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1.

Position Plotter

2.

Throttle Control

3.

RPM:

4. Speed

5

Collision Avoidance/Plotting Display

Heading

Course Control

8.

Ship Status Information

System Controls

10.

VHF Phone

11.

Speaker (Wings)

12.

Ship Service Phone

13.

Log (Voice Tape

Recorder with Automatic Time Inscription)

14.

Fire AInrnis

15.

Crew

Call/Alarm

16.

Wbistle Control

17.

System Status Alarm

RANGE LINES PARALLEL TO PIER TRANSPONDER SYMBOL PIER DOLPN IN SYMBOL N

Display for Docking

BOW VELOCITY VECTOR STANDARD PIVOT POINT (1/3 AFT OF BOW) OWN SHIP SYMBOL -STERN VELOCITY VECTOR

POINT OF POSSIBLE COLLISION (PPC) PREDICTED AREA OF DANGER (PAD) UNTRACKED TARGET COLLSON POSSIBLE i-LOCK-ON !NDICATOR HEADING 36

Sperry Collision Avoidance Display

DISTANCE MADE GOOD

IN 6 MINUTES (OWN SHIP'S VECTOR)

"

HEAD! NG 136

Sperry Co11ison Avoidance System with .IIavigation

(Anti-Grounding) Capability

65-FOOT BOTTOM CONTÒUR LINE

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STANDARD NAUTICAL CHART

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Shipt s Position Plot-ter

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PRESENT SHIP'S POSITION

APPENDIX

Biographical Note

Captain O'Sulliv4n is a Master Mariner with 16 years pea-going experience which included an apprenticeship in general cargo vessels followed by service wi1 the. tanker fleet of an

international oil1 company.

Since coming ashoré 7 years ago, he has been engaged in reséarch in marine technology covering ship mooring systems, bridge

equipment layout, tnkers döcking systems, integrated navigation studies and the evaluation of collision avoidance systems

He holds patents in the field of mooring systems, displays for collision avoidance, estuarial navigation and docking He is

employed currently by Sp:crry Marine Systems in New York working