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

12 JUNi. 1974

R"IÉF

Kv L. 117

Thema : 4t f: . , -7. f. f.. r 4 . , , . \ t

Hunan EAgineenng Problems in the Desgn of Ship s Bndges 1 _fi .. .. I

afunan Façtors Approach \

. I. C t

by R. Henn nd 'M.. A., Böttr

11 ,,r11: f. . . '(BenÍfsgeñòsenscháftfür.Binnenschiffahrt) ' 2: t I .

.'

i I

4 P L? t f Y t _f 't.. ,. 7r?

"'t

-'r. ti, I .:. f. ;

ERGONOMIC ASPETSOF SHIP DESIGN,

J f,

-"

_I

-iN PARTICULAR WiTifi REGARD TO

_{i r}

SHIP'S BRIDGES AND WHEELIIOUSES

_:'.,

¡ . .., ... .1.

Lab

y. Scheepsbouwkun:.

Technische Hogeschool .'

DéIIL

$NO.GRAD.). R:. HERRMANN

HUMAN ENGINEERING .PROBLEMINTHC DESIGN or sHiP's BRIDGES, A HUMAN FACTORS APPROACH

NR, CHAIRMAN, LADIES AND GENTLEMEN,

A SHIP REPRESENTS A MEANS or TRANSPORTATION FOR CARGO AND HUMAN BEINGS.. IT IS JUSTA CRAFT AS SO MANY OTHERS 10.0. AT THE FIRST MOMENT EXPERTS CANNOT UNDERSTAND WHY UNTIL NOW NOBODY STARTED

TO INVESTIGATE ERGONOMICAL PROBLEMS JUST AS IT WAS DONE 1M

CONNECTION WiTH OTHER MEANS OF TRANSPORTATION.

THE EXPLANATION 1S SELrcvIÓENT; ALL OTHER MEANS or .TRAÑSPORTATIOIg

ARC BY FAR MUCH YOUNGER, AT LEAST WHCN ONE CONSIDERS THE _MODE

OF OPERATION. WITH THE INTRODUCTION 0V THE ENGINE DRIVE Eìf.G.

THE ROAD VEHICLES EASILY DEVELOPEDAWAYFROPi _{FORMEA HORSE}

COACH INTO QUITE ANOTHER DIRECTION, FCILITIES FOR CONTROL OF

SPEED AND _{DIRECTION COMPLETELY DIFFER FROMFORNER VEHICLES}

ALSO TRANSPORT ON RAIL, WIUCH ORIGINATES FROM THE ÑORSE. COACH TOO, OFFEREÒ OTHER OPERATION FACILITIES9 CONSQÚEN1LV COMPLETELY NEW CONSTRUCTIONS COULD BC DEVELOPED. FINALLY,. THE AIRCRAFT

AS AVERY YOUNG DEVELOPMENT CULO NOT BE INFLUENCEL) BY OLD

TRADI.TIONS. . ...

-THE SITUATION IN SHIPBUILDING IS QUfltDIFFCRCHT. _NATURALLY,

NEW OPERATION METHODS HAVE BEEN DEVELOPCD WHICH SERVE TO

KEEP THE EXACT COURSE. GENERAL. CONDITIONS, HOWEVER, OID NOT

CHANGE. THE COMMAND TO SET FURTHER SAILS E.G. WAS REPLACED

ARE NEARLY THE SAME AS IN FORMER TIMES.

THE SLOW DEVELOPMENT bJITHOUT ANY REVOLUTIONARY EVOLUTION ÍS THE REASON WHY MOST SHIPS HAVE BRIDGES OF CONVENTIONAL CÔNSTRUCTION. THE DESIGN OF THE BRIDGES DOES NOT RELATE TO

ELIABLENESS BUT IS DETERMINED BY THE KIND OF UPPER $ORKS AND E SHIP'S BODY. ON MODERN SHIPS THERE ARE VERY OFTEN LONG BRIDGES WITH DECENTRALIZED ARRANGEMENT OF INSTRUMENrs. THES BRIDGES CONTRIBUTE TO FITNLSS OF PERSpNNEL, HOWEVER, NOT AT

LTO OPTIMUM OPERATION OF THE SHIP. ONE MAN IS ABSOLUTELY UNABLE TO WATCH THE ALWAYS INCREASNG NUMBER OF INSTRUMENTS AND

DEVICES FROM A SMALL PLACE ON THIS KIND OF BRtDGES. TH CONTROL

DESK IS RATHER LONG AND FURTHER INSTRUMENTS ARE INSTALLED

THE BACK WALL OF THE BRIDGE. VERY OPTEN THERE ARE FURTHER ROOMS SITUATED 8CHING THE BRIDGE (E.G. RADIO OFFICES AND LIVING

QUARTERS), WHICH PREVENT 1HZ ALL-ROUND VISIBILITY OF SIDE AND BACKWARD SURROUNDINGS OF THE SHIP.

THE OPERATION OF SHIPS BY THE BRIDGE PERSONNEL IS QUITE DIFFERENT FROM OTHER TRAFFIC SYSTEMS. THE MORE COMPLICATED

HE AREA,. WHERE THE SHIP QOS, THE MORE PERSONS ARE INVOLVED

IN OPERATION OF THE

_Slur.

THIS CAUCS LONG ORDER TRANSMISSIO4

CHAINS, THE TRANSMISSION OF ORDERS BY THE CAPTAIN RESP, THE _t

PILOT VIA THE OFFICER TO THE HELMSMAN COULD RESULT IN CONSIDERABLE MISUNDERSTANDINGS AND DELAYS. IN GERMANY WE HAVE A SAVING

"VICLC KOCHE VERDERBEN DEN BREI", I.E. "MANY ÇOOKS MAKE DIRTY SOUP". THIS SAYING NATURALLY STANDS FOR THE SITUATION

BOARD TAKING INTO ACCOUNT THE INCREASED SPEI

HERZ ARC SOME DATA ON THE $W3JCCT ONEZ AND MORCMANNING SYSTEM

BRtDGES" ORIGINATING FROM OWN INVCSTIGATIONSU _{THESE DATA ARC}

SELrEXPLANATORY. THE PERONWCL ON 6RIDGES WAS CONTROLLED DURING

SEVERAL VOYAGES IN ORDER TO ND04J1 rog HICH PERIOD OFT8ME

--TH _{SCARÓOMb'iA$} NOTWATCED.,

WHEN THERE WAS ONLY ONE orrIctR-IN CHARGE THE SEAROOM _WAS

NOT WATCHED DURIN'

WHEN THERE WERC TWO

_{PRSONS, CITHEP ONE orrICER}

AND THE

HELMSMAÑ OR THCAP;TÀ ! N AND. ONE _OFFI Th1 S' 1i:ME

O23MI:Ñ/HóuR,.

WHEN;. THE

RtDGEWAS MANNED W H3PERSòNS ÑOflMÄLLV.H:

CAPTAIN, OFFICER AND HELMSMAN, PESP. MATC,=IHCSEAROOM

-WAS NOT ATCHEDHbÚRIÑG 2t4ïÑ/HojR

THE LACK or 12 MIN. IS EXPLAtNED BY-RCGISTRA1ION-woRK _AND

ALTERATIONS IN NAUTIdAL CHARTS, VCIPICATION or LOADINGt

DOCUMENTS. ThE INCRCAC TIME or 28 MIN. -rniN THE CASE OF THREE

MEN IS CAUSED BY1DIVERSIONS, I.E. WATCHING OF SUPERIORS WHO

WERE PRESENT ON THC,BRIDGE. THESE DATA APE ARITHMETIC _AVERAGE

-e--- -

-VALUES FROM OWN INVESTIGATIONS.

THESE DATA SHOW THAT THE ÓPEfiAT ION SYSTEM HAS- TO BZ CENTRALIZEDD

THIS CAN, HOWEVER, ONLY BE ACHIVCD IF _{ERGONCifiCAL RCQUJREMCNTS}

ARE CÖNS IDERED.

I NOW WANT TO OCMONSTRATE SOME OF THESE _{REQUIREMENTS WHICH MIGHT}

pó,c cornrrÑsoÑ

-THE CONSTRUCTION or -THE BRIDGE MUST ALLOW A GOOD ALLROUND

ViSIBILITY. THIS MEANS THAT THE ÏRI'DOE [lUST BE SITUATED ON

îoe or THE SHIP, WITHOUT ADDITIONAL ROOMS (I.E.

RADIO orricts)

OR EXHAUST PIPES IN TH L3ACK PART. THE WINGS OF THE BRIDGE,

WHICH ARE NECESSARY TO GO ALONGSIDE, MUST PROVIDE A GOOD SIDE AND BACK SJIEW IN CASE THERE DOES NOT EXiST A SPECIAL MANOEUVR ING STAND FOR LANDING PN ANOTHER PART OF THE SHIP. THE BRIDGE. MUST BE SMALLER IN SIZE. THE SIDE WALLS OF LARGER BRIDGES NATURALLY COVER THE VIEW ON THE SEAROOM IN CASE THE SHIP iS OPERATED FROM A CENTRAL CONTROL STAND. STANDARDS FOR THE EQUIPMENT OF THE BRtDGE HOUSE, SUCH AS CONTROLDESK,

NAVIGATION INSTRUMENTS LAND CONTROL DEVICES FOR SHIP'S SAFETY SHOULD BE WORKED OUT IN ORDER TO ENABLE THE NAUTICAL PERSONNEL ALSO TO OPERATE OTHER SHPS AT ONCE WITHOUT DIFFICULTIES. THIS

REQUIRES ALSO STANDARDS FOR DESIGN AND ARRANGEMENT OF APPLIANCES AS WELL AS OPERATION METHODS.

AS THE UTMOST SHIP'S SAFETY CAN BE ACHIEVED BY THE ONE MAN SYSTEM ONLY, A CENTRALIZED CONTROL STAND IS REQUIRED FOR ALL

OPERATIONS. THIS NATURALLY RESULTS IN A LIMITED ORDER TRANSMISSION

CHAIN, AS THE OFFICER CAN OPERATE THE HELM AND THE ENGINE HIMSELF. AN ADDITIONAL STAND SHALL ENABLE A SECOND MAN TO TAKE OVER THE HOST IMPORTANT CONTROL FUNCTIONS IN CRITICAL SITUATIONS.

THE DISPLAYS Ot3 THE BRIDGE USED FOR SUPERVISION OF THE SHIP MUST BE RESTRICTED TO A MU]IMUM NUMBER. THEY SHALL BE INSTALLED

ACCORDING TO THE LATZST ERGONOMICAL KNOWLEDGE ONLY. IN NY OPINION, IT IS NOT NECESSARY TO GIVE MORE DETAILS. YOU WILL

ILLUMINATION OF INS1RUMENTSDUR)NG NAVIGATION AT NIGHT EVEN

REPRESENTS A BIGGER PROL

_{O ti» OTMUCH ATTENTION}

_HAS

BEEN PAID SO FAR. A GOOD 'flGHT _{VISU33LITY IS REQUIRED FOR}

BRiDGE PERSONNEL, WHICH IN PACTC _{IS OFTEN REDUCED BY}

INCORRECT ILLUMINATION OF INSTRUt4ENr$,;uT _{IS A GENERAL FACT}

THAT BLACK SYMOL$ ON dHflE _{ACf«POUD GUARANTEE A BETTER}

VISIBILITY. THIS

PROV1DFS _{HOWEVER, AMINIMUM LIGHT DENSITY}

or 2

LUX. LIGHT CONDiTIONS ON BRIDGES _{ARE NOT AL!JAVS EQUALS}

THEY CHANGE FROM DAYTO _{NIGHT. THEREFORE, THE DISPLAYS MUST}

HAVE LIGHT COLOURED OBJECTS ON DARK BACKGROUND, IN ORDER NOT

TO ENDANGER1 THE DARK ADAPTATION _{THE BRIDGE PERSONNEL, WHICH}

TAKES APPROXO HALF AN HOUR1 HIGHEST ATTENTION HAS IO SE PAID TO CORRECT ILLUMINATION OF ALL IMPORTANT INSTRUMENTS. THE

WAVE LENGTHOr THE APPROPRIATE LIGHT _{COLOUR AMOUNTS TO 650}

NANOMETERS, INCORRECT ILLUMINATION REDUCES THE VISION CAPACITY

av90

T

UNFORTUNATELY I HAVE NOT TIME ENOUGH TO STRESS ALL IJTCRCSTING

ERGONOM I CAL

:.rAcîs.

AS

FINALLY, I _{S,HALL GIVE YOU A BRIEF SUMMARY OF ENDEAVOURS MADE}

IN THE FEDERAL GERMAN REPUBLIC TO IMPROVE CONDITIONS ON BRIDGES OF SEAGOING VESSELS.

QUITE RECENTLY A TEAM FROM 'THE DEUTSCHE GESELLSCHAFT FUR ORTUNG

UND NAVIGATION" _{WORKED OUT A LIST OF ALL BRIDGE ACTIVITIES}

BASING

ON ALL NATIONAL AND INTERNATIONAL _{PUBLICATIONS AVAILABLE IN THIS}

- t

1. CONTROL OF TRAFFIC (SEA-'RooM PRCAUTIONS1FOR COLLISION

ÑAIATJÓ

t r _--

-DcCUiENTAT E

bOMMUNICATION

SUPERVISION or sAt0

FURTHERMORE THE TEAM WOR(ED OUT A DRAFT TO-ASSEMBLE ALL

IMPORTAFiT DEVICES N WORK PLACES. THIS DRAFT INCLUDES NEWLY

DEVELOPED INSTRUMENTS WHICH ARE NOT YCT ItTRODUCCD. ACCORD(ÑG

- - i

-EiPRTS THEY WILL BE USED ON FUTURE CONTRUCTIOMS OF BRIDGES.

THE SOCICTY PUULISHED RCCONENDATIONS FOR AN OPTIMUM BRIDGE

CONStRUCT!ON FOR SEAGOING VESSELS BASED ON THE EXÀf4VNAT(ON

RESULTS BY ThIS TEAM. THESE RECOMMENDATIONS SHALL 8E A GUIDANCE

( t.

-T0 EQUiP THE BRIDGES. THIS GUIDANÇE SHALL IMPROVE WORK rCONDITIOMS

'BR$DGES AND SAFETY OF SHIPS.

IN ADDITION THE HA1BURG SIETASWERFT IN CO-OPERATION WITH SOME EXPERTS OF THE ABOVE TEAM AND THE DEPARTMENTFOR NAUTICAL MEDICINE OF THE BERNHARDNOCHT'INSIITUTE FOR NAUTICAL ANb JROPICAL DISEASES

TRIED TO REALIZE ALL ASPECTS OF A MOD.RN BRIDGE DESIGN IN kNEW

SHPP CONSTRUCTION OF 1500 TONS DWT (DEAD WEIGHT» THE-FIRST SHIP

OF THCPLANND SERIES,WNICH WAS DELIVEREDLATE INSUÍ1MER 1973e

RUNS-TOTHE SATISFACTCON OF ITS OWNEtS? IT GOES

WITHOUfSAYIN

I

THAT THE OPT%MUM COULD NOT YET BE REACHED. MOREOVER,THERE HAD

TO BE ACCEPTED SEVERAL DETIJATIONS FROM AN OPTIMAL RESULT.

.TO OTHER MEANS OF NANSPORIATION RY CONVENTIONAL, SO THAT AI8

OPTIMUM ALLROUrD VS$8ILITY WAS NOT YET REACHED.FURThERMORE

-THE SHIP8UILDIVG YARD WAS tIOT IN A POSITION TO OBTAIN _ACCURATELY

WORKING CONTROL DEVICE,

ß) INSTJ

_{TSØ THE BRIDGE CONTROL}

DESK NEARLY CORRESPONDS _{WITH THE DRAFT. THERE}

ARE TWO CENTg.

WORK PLACES WITH SEATSC _{ALL NECcSSARy FUNCTIONS FOR SHIP'S}

OPERATION ARC COORDINAT _{IN THE CONTROL}

PLACE. THERE APE TE

RADAR UNIT AND ALSO _{A SMALL. CHAT TADLED THE ENGINE, THE}

HELM,

THE WHOLE LIGHTING, _{SIGNAL AND COMMUNICAT,ON SYSTEM CAN BC}

OPCRATED FR011 THIS _{PLACE. THE SECOND PLACE FOR NAVIGAT1ON}

ALSO INCLUDES _{THZFAC9LITIES FOR OPERATION Or 14E ENGINE AND}

THE HELM. A LARGER CHART TABLE, ECHO _{SOUNDER ALSO VISIBLE}

FROM THE CONTROL PLACE _{AS WELL AS WIRELESS DIRECTION FINDERS}

FOR NAVIGATIO1J ARE _{AVAILABI.E 1M THIS PLACES}

I HOPE THAT YOU GOT AN IMPRESSION OF SOME _{EFFORTS NADE ÇU}

GERMANY TO REALIZE AN _{OPTIMUII BRIDGE CONSTRUCTION}

or SEAGOING

VESSELs.

ING. (GRAD.) Re HERRMANN

BERNHARD."NOCHT-INSTITUT FUI SCHIFrS _{UND TROPENRANKHETCN}

ABTEIL.Ur«i FÜR SCHIFFAHrTSNEDIZ

2000

HAM3URG

4

BERNHARDNQCI4T.STR. 7

t,'

.-'Àdrian, V..z :,z'

Die Be1euchtuù1 auf chifticke.

Zbl. A.reitsmed. u."Áibeit2schùt 20, 4,x101-110 (1970);

4.- - -,

2. Biel, H. H., I. Vogelerz

-.-.-. -,., --.

--Pgonomiaobe

Betrachtungen -ttber Arbeitpltze

in der See

schiffahrt unter besondeer Beritoksichtigunjder

psycho-,'

-.

Coermann, R., LH. E. K±oemer: Sohiffe". ; Grand21j"èan, E., Physio1ogiohe kbeitsgestaltùng.,,.

OttVèlähUnohen. i

963; 1 9.-JI --pbysiologishen AuSorderunge

Arbeit und Leitugil, 8

_.-i411

. Ergànmisohe cesiohtspunkte béim Entwurf von

.Kraftfahr-zeugen. . . .

Handbuch der Verkebramedizin, Springer-Verlag, Berlin

-Heidelberg- Nei York 1968$.784-818, .

. Porsohugavorhaben "0ptia1 e)Einricht&g der Brucke eegehender

Wozu

e.'aüf.-Pres.-entatioìi of Abeiaauasohuß - gononie/Antbropoteo

nik 5.6.73i.U. Blobm& Voss, Hamburg. Unpublished.

goinisoheGeaiohtspinke bei á _{onatr*tion von Fahr}

stnden un _{ttokenEiniohtungen unter beonderer}

Bertok-4. ;__.

siohtigundasEinniannfahrstande8-.in der Binnénaohiffabrt.

Teil.

.

.__Zorn.:

O6Je be4.. Yaog,rg

a» Brd vo

Zbl. Arbeitsmed0 2O

_{1., 15118(197O).T.}

Anéradte Ergonomie.

artmth-Ver1ag, Frechen

1rT]f1ner

j±

_{Brtiokenbereioh0}

- j_I

Sohiff&báuteohnik 54

4, 218-23(167).

f::

v--W. .,.t.__.

gonoe.

La

acothi'iêre Dranod. Paria 1965.

Fittng-the Job- tc

the

oùer0

Organisation for Europ9an Economic Oo-Opea

Prodt4ctivty

geno;r. Report: International

Zurich 1959.

ìobér,H..z

PO

J

. Cock,

. Chaanis,

'. Lund

_:

Humen Eriginecrn

Gui.e to quìent Dei

I1cGra' RiU Book Conp8ny Inc., iaw York - Toronto

doni963

. .

-dèutun& dÒs Sehpr eie

Preaenation Cn Meetiè "Auges L1cbt,Arbet"

-

Gete1lsohft e.7

1971.

Brücke '.der Sietaswerft0

ChHul

Euro ort - Con. ress on the 15-11-1973

Part II of the report: "Hurcr engineering problems in the design of ship's bridges a human factors approach"

by

Dr. M.A. Böttger, Professional Association fór Inland Navigation, 410 Duisburg, Dusseldorfer Str. 193,

Federal Republic of Germany.

As a consequence of the increasing techniques, the inland vessels' steering stands have undergone extraordinary changes within the last two decades. In realizing this fact, shipping associations, further the professional association as the organized body responsible for the

ships' safety, engineers of the shipping companies, and dockyards along with medical ergonomists recently started a close cooperation for carrying trough researches aboard

inland ships (Barrière, Hauser and Vogel, Böttger and Herrmann, Rutenfranz et al.). y rear.s of these

investi-gations, the conceptions about the inland skippers' work have been increased to a large extent. Accordingly, it has been possible to. look at the requirements of the work's practice in a more differentiated way with regard to the model of the man -. engine system. The results of these researches have been first used in practice when designing the steering stands of pusher _{tug. The} ne-cessity of applying anthropotechnical points of. view has become obvious with the last mentioned installations, among other things thróugh the results of the researches

about proximate causes in connection with ship's

acci-dents.

As far as we know, it has been _{a French shipping company}

that first constructed a steering stand at a Netherland shipyard, which was designed in the light of the ergonomy (Barrière). The steering stands there after continued

im-.prØving ..currentlyv Afair international competition.then

developed between the snippg companies and the shipyards

on the Rhine, which pronote the development norrìioisly.

Eig. 1. states the input on a steering stand, wherewe hae shown those .obervtions in brackots:that'-havebe-come additionally necesary y using technical auxiliary means. As you see, a large part of the requisite

informa-44

tions can be recorded by te steering stand

supplemento-ruy now - or otherwise only by it in case of hazy weather

cönditions.

Figo 2;: demonstrates.the. output on a ;toringtand.

Fig. 3: shows the steering stand of a reich pusher tug,

I

where the control knows and lesers were a.ready irranged around a central control platform0 This represents the

socalled singleoperator sailing stand, '.here oU.

umpor-tant operations for the navLg3uon of the ship can be

-. - I S

F

performed by one single man. However, just look at the

tt t

size of the levers fnr opeting

th

helm and the engine

t

-as well -as for the 'o,eration of the searchlights.

-- t

¶

Fig. 4: explains the steering stand of a

Netherland pus

which is suìtablo for beinóperatetálso by. a

sa.rgle man - if need be, on prurciple, it is, hoie'er,

rated for operation by tw 'men. Particularly in this

in-stance, please pay attention to the smooth solution of

the installation of the instruments on the ceiling.

Fig. 5. demonstrates the steering

stand of a

Western Germar 4pusher tug, in the design of w-ich we could par

F, F

tcipcite;ourselyès, too., Besides the cLtipnaI

.reduè-tuon of the recording instruments, wo haveabove all been

able to highly irrprove the stape and 1.he size of the

operating levers for the three eigines and four rudder

for the operation has been reduced, but also the anthro-potechnica]. arrangement hs been improved. At the same time, we have designed the operator's platfornÇ' area in such away that it was appropriate for infinitely adju-stable hydro-lifting and -lowering' with the íesult that the operation could be effected while the man remains seated or standing, along with an optimum solution re-garding the handy reach of the control elements for short and tall persons0 The radar display screen is fit fdr lateral swinging away so that the operator will be able to stretch out his feet in case of non-utilization. Of course, such investments as aboard this ship cannot be rendered possible on all vessels, this might, however, serve as a modêl for the necessary standardization of the

steering stands, both from economic and technical safety aspects,

Fig. 6: demonstrates the prohlem _{cri:ing in the design}

of the steering stands on which it is, because of fair-way channel reasons, not possible to provide for such

generous space facilities as compared with that one shown before. In this instance, it becomes obvious to what ex-tent the freedom of motion of the _{operator's feet. is}

strongly obstructed, in particular by the radar display unit of the form that is available today. Aboard such vessels where the steering stand must be fit for being lowered because of the clearance height of the bridges in cdnal districts, the ceiling mostly neither is appro-priate for mounting any instruments. Thus thére is à lot of problems to be solved. Among other questions, these consist in the fact that we could not yet form añ exact idea of the period of time during which we could expect the operator to work on the steering stand under easy or difficult weather conditions. .

,

:1

For, the purp'q:9f' 4

standing strese,

-:

:T

meihóds of 4research

:

atdr' s wpking pla

board somépusher tugs0 to draw. f'these sorne

s

Çf7\.

L.

investigating the physic9

L '

S.

carried through.. by. oréaì

under varying coì

L fr'

ce, we are actuall' ò

e

ópe-on

enob1 ed

We do ho po we

L

conclusions that' cn be utilized

f I

ïn practice iñfavour of the

j5j

chain

L I'

L

-J

L

of ergonom1a'ta, viz, the optimum

- ' r '-' ,_.S_

working. r »This constitUtes the f1dkx .the me-.

r,r C

licol ergonomisin close cooex I

'I

-gist and the engineer have to add the kéystn for the recommendation's6n the port of the

Barrirà, A.

Ergänomic arrangemen

tug,

thesis from the study center for applied psychology while

wo rkin g

Straßburg 1965

Yen, H.

Standardization of the pusher tugs, including the single..operator

sailing stand, automation and supervision-free runnirg condition Technical Journal for Inland Navigation 98, 6, 198 - 211- (1971)

Böttger, M.; Herrmann, 'R.

Expertise about the ergonomy of single-operator-steering _stands

aboord inland véssels'.

Editors: Professional

Association for Inland Navigation

_Duisburg,

1972

Böttger, M.A.

iniand vèssel Ergonomic problems in designirg steering stands for

Ship and Harbour 23,: 12, 978- 981 (1971)

Hauser,F; Vogel, A.

Scientific ergonomic principles for apparatus _tO navigate. inland

vessèls

Hônsa 1o2, 6, 521

Rutenfranz, J.

Analysis

of 'the

operation

inland vessels