MONALISA 2.0 – Activity 3 User, task and environmental ... · MONALISA 2.0 - USER, TASK AND ENVIRONMENTAL PROFILES 2 Project MONALISA 2.0 Securing the chain by intelligence at sea

MONALISA 2.0 - USER, TASK AND ENVIRONMENTAL PROFILES 1

MONALISA 2.0 – Activity 3

User, task and environmental profiles and developer

requirements

Document No: MONALISA 2 0_D3.1.3


Project MONALISA2.0SecuringthechainbyintelligenceatseaFoundedby The Trans-European Transport Network (TEN-T) of the European

Union Activity 3 - Safer ShipsWorkPackage 3.1 - HSQE (Health Safety Quality Environment)

HistoryVersionTable

Version Date Author Comments1.0 20140430 IB DRAFTtoMIT2.0 20140630 IB ApprovedbyMITforreleasetotheconsortium


TableOfContents1 Introduction...........................................................................................................5

1.1 General................................................................................................................5

1.2 Aboutthisdocument...........................................................................................5

1.3 Conclusions..........................................................................................................6

2 AdhocmaritimesafetyrequirementstobeaddressedbyBBS...............................6

3 Italianpilots...........................................................................................................8

4 TechnicalSpecification.........................................................................................12

4.1 D.LGS271/99.....................................................................................................12

4.2 MLC,2006..........................................................................................................12

5 Incidentalfactorsinshipping&portoperations(CIMNE).....................................12

5.1 Introduction.......................................................................................................12

5.2 Internationallaws..............................................................................................14

5.2.1ShipManual...................................................................................................15

5.2.2SOLAS,SafetyofLifeatSea...........................................................................15

5.2.3Guidelinesonthebasicelementsofashipboardoccupationalhealthandsafetyprogrammer...........................................................................................................17

5.2.4Codefortheinvestigationofmaritimeaccidents.........................................17

5.2.5Directive2009/18/CE....................................................................................18

5.2.6InternationalSafetyManagementCode.......................................................18

5.2.7MaritimeLabourConvention,2006..............................................................18

5.2.8STCW,GuideforSeafarers............................................................................19

5.2.9Assesstheprofessionalmotivationofthemarineandassessyoursituationwhenyoudoajob............................................................................................................19

5.3Studytheriskfactorsthatimpactdirectlyandindirectlyoneveryjob.................20

5.4Properlymanagetheriskpreventionofincidentsonboard.................................22


5.5Risksfactorsareasofthebridgeandengineroom...............................................23

5.5.1Riskpreventioninthewheelhouse...............................................................23

5.5.2Preventionofrisksintheengineroom.........................................................23

6 Profilingmethods(ERGOPROJECT).......................................................................25

6.1Introduction...........................................................................................................25

6.2Userresearchandprofiling...................................................................................25

6.2.1Personas........................................................................................................26

6.2.2Scenarios.......................................................................................................26

6.3Criticalitiesindevelopinguserprofilinginmaritimedomain................................27

6.4UserprofilingforMonalisa2.0SubAct3.1............................................................27

6.4.1Personas........................................................................................................28

6.4.2Personas........................................................................................................29

6.5Nextsteps..............................................................................................................30

6.6Bibliography...........................................................................................................30

AppendixA:RevisedItalianStandardInjuryRecordingProcess_rev.9–(separatefileCONFIDENTIAL)..........................................................................................................32

AppendixB:LegislativeDecreen.271/99andMaritimeLabourConvention(separatepdffile;inItalian)....................................................................................................................32

AppendixC:Examplesofacasewhereyouapplythepreventionchecklist(CIMNE)...33

C.1Presentationofacaseintheengineroomforcheckonboard............................33

C.2Presentationofexampleanddevelopment..........................................................34

C3Checklistforriskprevention...................................................................................37


1 Introduction

1.1 GeneralAccordingtotheSAP(pages14and25),theaimssub-activity3.1aretoassessthepossibilityand benefits of transferring the BBS approach to themaritime sector as a tool to improveoperationalsafetybyreducingunsafebehaviorsduringnormaloperations.Hence,thegoalofthe sub-activity is to adapt the BBSmethodology and related ICT tools for use inmaritimeapplicationsandtestthemasappropriatethroughsuitableprototype(s).Themethodusedencompassesthefollowingsteps:•adaptBBSpracticesandICTtools(widelyappliedinotherindustrialsectors)toMoS.Theso

adaptedpracticesandtoolsareindicatedas“BBStools”inthefollowing;•testtheBBStoolsinatleastonerealisticpilotapplicationinvolvingsuitableoperators;• calibrate/refine the BBS tools based on the feed-back from the field and identify possible

obstaclestoitsvoluntaryapplicationbytheshippingindustry;•assess,throughouttheprocess,compatibilitywithIMOaswellasClassrequirementsThreedifferentorganisationsco-operate(IBandErgoprojectasimplementingbodiesofItalianMinistryofTransportandCIMNEfromSpain),undertheleadofIB,asfollows:• analysis of BBS best practice and success factors in other industries, possibility that the

same/similar success factors can be triggered in the maritime sector. Identification ofavailable BBS methodology and certification standard(s) and of their applicability to themaritime sector, identification of possible and meaningful test cases/scenarios for amaritime application (IB and CIMNE). Work completed and reported in D3.1.1.Methodologyadaptedtomarinedomain;

•adaptationoftheBBSmethodologyandBBSICTtoolstotheselectedmaritimescenarios(IBand CIMNE). Work completed and reported in D3.1.2: BBS ICT tool adapted to marinedomain;

•definition,specification,planning,preparation(e.g.tuningofICTtoolstothespecifiedcases)of at least one demonstrator in realistic scenario (IB and CIMNE). Work completed andreported in this document D3.1.3: User, task and environmental profiles and developerrequirements

•developmentofdemonstrator(s)includingadhoc(preliminaryversion)ICTtoolformaritimeBBS applications. Work ongoing and to be reported in D3.1.5: Customization for pilotapplications;

• execution of at least two pilot applications (one in Italy and one in Spain) using thedemonstrator(s).FeedbackfrompilotsandapplicationofaHuman-CenteredDesign(HCD)approach,basedoncurrentandfutureregulations(e.g.IMO’se-navigation),toevaluateitsapplicabilityandeffectivenesstoICTtoolsandpromoteeaseofuseandacceptancebythetarget users.Work ongoing and to be reported in D3.1.6: Execution and Report on pilotapplications.

1.2 AboutthisdocumentThisdocumentisorganizedasfollows:


- specific, ad hoc, safety requirements to be addressed in BBS maritime applications,namely the Occupational Safety and theMaritime Labor Convention are introduced inChapter2;

- anoutlineofpilotapplications(Italy)isdealtwithinChapter3;- technical specifications for adaptation of ICT tools (part of DataBASE 2.0®) needed to

carryoutdemonstrationsaregiveninChapter4;- ananalysisofincidentalfactorsinportoperations(CIMNE)isprovidedinChapter5;- ProfilingmethodsforHumanFactoraspects(ERGOPROJECT)arediscussedinChapter6;- RevisedItalianStandardforInjuriesrecordinginAppendixA;- ItalianOccupationalHealthlawandMLCinAppendixB;- ExampleofapplicationofinjuriespreventioncheclistinAppendixC.

1.3 ConclusionsInD.3.1.1,theapplicabilityofBBSmaritimeoperationswasconfirmed.InD.3.1.2applicabilitytomaritimeBBSoftheDataBASE®1existingICTtoolwasdiscussedandthe necessary upgrades to enable its use on maritime applications (DataBASE2.0®)wasoutlined.InD.3.1.5detailsofthe,currentlyunderdevelopment,DataBASE2.0®willbeprovided.

D.3.1.3

Aimof thisdocument is toprovidedetailsand technical specifications inviewof thepilotapplications.

2 AdhocmaritimesafetyrequirementstobeaddressedbyBBSWorking environment on board ships might be extremely difficult and demanding due toseveralfactors:

ü Highturnover;ü Repetitivenessofworkingactions;ü Highspecializationofjob;ü Workunderstress,farfromhomeandsubjectedtofrequentchangesofcolleagues;ü Environmentpotentiallyharsh(e.g.duringastorm).

1 The DataBase® ICT tool has been designed and developed by AARBA (Association forAdvancementofRadicalBehaviorAnalysis)thatinEuropeactsonbehalfogCCBS(CambridgeCenterforBehavioralStudies).AARBAReference:http://www.aarba.eu/CCBSReference:http://www.behavior.org/


In this respect, in themaritime sector, fulfilment of Occupational Safety (in Italian ruled byLegislativeDecree271/99,socalled“D.LGS271/99”)andofILO’sMaritimeLabourConvention(so called “MLC”) are an integral part of any safetymanagement system, including the BBSstandardprotocol.For this reason, the most important aspects be verified in BBS pilot applications are theinteractionof the “traditional”BBSwithD.LGS271/99 (seeAppendixA foramoredetailed)andwithMLC(ratifiedbyItalyon20/11/2013andenteringintoforceinItalyon19/11/2014,seeAppendixB).AccordingtoMLCRegulation4.3–Healthandsafetyprotectionandaccidentprevention2:

“2. Each Member shall develop and promulgate national guidelines for themanagement of occupational safety and health on board ships that fly its flag, afterconsultationwith representative shipowners’ and seafarers’ organizations and takinginto account applicable codes, guidelines and standards recommended byinternational organizations, national administrations and maritime industryorganizations.3.EachMember shalladopt lawsand regulationsandothermeasuresaddressing thematters specified in the Code, taking into account relevant international instruments,and set standards for occupational safety and health protection and accidentpreventiononshipsthatflyitsflag.”

MaritimeLabourConventionstates:

ü Totakeintoaccountapplicablecodes,guidelinesandstandards”ü To set standards for occupational safety and health protection and accident

preventiononships“.AlignedwithMLCprinciples,BBScanappliedineveryoperationalsafetyrelatedmarinescenario.

This Standard comes from American behavioral studies (made by CCBS, CambridgeCentreforBehavioralStudiesandABA,AmericanBehaviouralAssociation–seeD.3.1.1)as a protocol basedon “changeof behavior” (considered as themain causeof 80%ofunsafeevents),thankstoBehavioralAnalysisappliedtotheworkers.

2thepurposeofwhichistoensurethatworkenvironmentonboardshipspromotesoccupationalsafetyandhealth


BBSastheStandardapplicableinMarinedomain.

3 ItalianpilotsThe interaction between “traditional” B-BS (for which DataBASE® can be applied) and themaritimecase(whereD.LGS271/99andMLCneedtobetakenintoaccount) isshowninfig.3.1:

Figure3.1:Interactionsbetween“traditional”B-BSandmaritimeB-BS

Infig.3.1,thebaselayerrepresentsallthebehaviorstobemonitored(leadingtotheso-calledbehavior observations which is amain task of BBS) while the upper layers represents nearmissesandinjuries(thedetectionandmanagementofwhichisarequirementofD.LGS271/99andMLC). In order to include these into a “maritime” BBS, pilots are necessary aiming atassessingandvalidatingtheadaptationstoDataBASE®andoavethewaytoDataBASE2.0®.Morespecifically:- D.LGS271/99providesallnecessarysteps for thepreventionofaccidentsand injurieson

board; however, their practical implementation would be greatly facilitated if seafarers’behaviorintheworkplaceismodified;


- thisrequires,amongotheraspects,collectionandanalysisofnearmissesandinjuriesdata3differentfromwhatiscurrentlydone;

- theaimofthepilotapplicationistodealwithboththeaboveaspectsaswellastosimplifythe on-board verification activity carried out by the Flag Administration4to check theprocessefficiency,mainresults,operators’awareness,skillsandtrainingneeds.

AppendixA

- TheInjuryRecordingProcessisdetailed.

AppendixB

- TheD.LGS271/99andMLCareillustratedintodetails.Asaresult,twodifferentfamiliesofpilothasbeendefined:a) the first familyaimsat checkingD.LGS271/99’s requirements inparticularas faras the

ItalianSeafarersHealth&Safety in theworkplaceareconcerned,withparticularfocuson injuries reporting on board. The D.LGS 271/99 regards the adaptation of thelegislationonthehealthandsafetyofseafarersonboardships,inordertoensure:

ü Protection of health and prevention from occupational accidents andoccupationaldiseases;

ü Correctriskassessmentonboardships;ü Hygieneconditionsandhabitabilityofcrewaccommodations;ü UseofPersonalProtectiveEquipment(PPE);ü WorkandResthours;ü Crewtraining;ü Shareinformation.

b) TheaimofthesecondfamilyistochecktheMLCRequirementsinparticularasfaras

theseafarer’sworkerrightsandprinciplesisconcerned.TheCodeisorganizedunderfivemainarguments:ü Requirementsforseafarerstoworkonaship;ü Conditionsofemployment;ü Accommodation,recreationalfacilities,foodandcatering;ü Healthprotection,medicalcare,welfareandsocialsecurityprotection;

3CollectionandreportingtotheAdministrationofsuchdataisarequirementofD-LGS271/99.

4Asanexample,NonConformity (NC)detectionandrecordsof findingsareoftenmanagedmanually(onpaper)makinganykindofstatisticalanalysisfortrendidentification(amustinBBS)impossible.


ü Complianceandenforcement.

ForbothfamiliesofpilotswewillstudytheapplicationofBBSashighestStandardonHealthandSafetyatworkandtherelatedneedforatool(i.e.thegapbetweenD.3.1.2andD.3.1.3).

Thefollowingtablesummarizeswhatwearegoingtodemonstratewithpilotapplications: LEGISLATIVE

FRAMEWORKFOCUSONPILOT

DESCRIPTION

POSSIBLEMARINESCENARIO

ACTORSUSEOFICTTOOL

FIRSTFA

MILYOFPILO

T LegislativeDecree271/99

andrelatedlawsD.Lgs.108/05

T.U.DPR1124/65L.1602/62

DPRn.114/2010C.N.art.323

D.M.30/11/07D.Lgs.n.136/11DPRn.231/06L.1045/39

INJURYREPORTING

Art.25-InjuriesonboardshipsArt.26-Statisticsoninjuries

RO-ROPAXCRUISE

ALLSHIPS

B→A

1,2,4

ACTIVITIESONBOARD/JOBS

Art.7-ObligationsoftheMasterArt.8-ObligationsoftheseafarerArt.17–Manualofworkplacesafetymanagement

RO-ROPAXCRUISE

OFFSHOREPLATFORM

B→A

1,2,4

WORKPLACE

Art.32-ApprovaloftheworkplacesafetyPlanArt.33-Certificateoftheonboardworkplacesafety

RO-ROPAXCRUISE

OFFSHOREPLATFORM

A→B

1,2,3

TRAINING

Art.27-InformationandtrainingofseafarersArt.11-Workhoursonboardships(inparticularactivitiesoftrainingonhealthandsafetyatworkonboard,concerningtheperformedjob

RO-ROPAXOFFSHOREPLATFORMALLSHIPS

B→A

1,2,3

SECO

NDFA

MILYOFPILO

T

MaritimeLabor

Convention

ratifiedbyItalyon20/11/2013and

enteringintoforceinItalyon19/11/2014

OCCUPATIONALACCIDENTS,INJURIESANDDISEASES

Thecompetentauthorityshallensurethat:i. occupationalaccidents,injuries

anddiseasesareadequatelyreported,takingintoaccounttheguidanceprovidedbytheInternationalLaborOrganizationwithrespecttothereportingandrecordingofoccupationalaccidentsanddiseases;

ii. comprehensivestatisticsofsuchaccidentsanddiseasesarekept,analysedandpublishedand,whereappropriate,followedupbyresearchintogeneraltrendsandintothehazardsidentified;

iii. occupationalaccidentsare

RO-ROPAXCRUISE

A→B 1,2,4


KEYS:

ACTORS:A. CompetentAuthorityB. ShipOwnerUSEOFICTTOOL1- Notrequiredbylaw,theICTtoolcouldbehelpfulforsurveyactivitiesrequiredbyCompetentAuthority2- Notrequiredbylaw,theICTtoolcouldbehelpfulfor“paperless”and“e-admin”sendingdata3- Notrequiredbylaw,theICTtoolcouldbehelpfulforcertificationactivities4- CompanyalreadyhasanICTtoolforinternaluse

investigated.

ACTIVITIESONBOARD/JOBS

i. Operatingproceduresforeacharea/activity;

ii. ProvidedPPE;iii. WorkandRestHours

RO-ROPAXCRUISE

A→B

1,2,4

WORKPLACE

Reasonableprecautionstopreventoccupationalaccidents,injuriesanddiseasesonboardship,includingmeasurestoreduceandpreventtheriskofexposuretoharmfullevelsofambientfactorsandchemicalsaswellastheriskofinjuryordiseasethatmayarisefromtheuseofequipmentandmachineryonboardships.Area:i. maneuveringareaandmooring;ii. maindeck;iii. engineroom;iv. infirmaryandmedicalequipment;v. accommodationsandrecreation

rooms;vi. Kitchens.

RO-ROPAXCRUISE

OFFSHOREPLATFORM

A→B

1,2,4

TRAINING

TheadoptionandeffectiveimplementationandpromotionofoccupationalsafetyandhealthpoliciesandprogramsonshipsthatflytheMember’sflag,includingriskevaluationaswellastrainingandinstructionofseafarers;

RO-ROPAXCRUISE

OFFSHOREPLATFORM

B→A

1,2,3


4 TechnicalSpecificationBelowtheidentifiedmarineoperationalscenarioaredetailed:

• the D.LGS 271/99 and MLC are a scenario where a ICT support is not at presentforeseenandthereforethesurveyingandrecordingandactivitieswillbeperformed“onpaper”;

4.1 D.LGS271/99Generalprincipia:

• PurposesoftheDecree:o Tostateanddefinethegeneralcriteriageneralmeasuresfortheprotectionof

thehealthandsafetyofseawares;• Mostrelevantitems:

o Roles, responsibilities and obligations of the Ship-owner, the Captain, the sseafarers;

o Workingtime;o Preventionmeasures;o Survey;o Injurymanagement.

4.2 MLC,2006Generalprincipia:

• PurposesoftheConvention:o Tocreateasingle,coherentinstrumentembodyingasfaraspossibleallup-to-

date standards of existing international maritime labour Conventions andRecommendations;

o Tocreatenew instrument to secure thewidestpossibleacceptabilityamonggovernments, ship-owners and seafarers committed to the principles ofdecentwork.

• Mostrelevantitems:o Minimumrequirementsforseafarerstoworkonaship;o Conditionsofemployment;o Accommodation,recreationalfacilities,foodandcatering;o Healthprotection,medicalcare,welfareandsocialsecurityprotection;o Healthandsafetyprotectionandaccidentprevention.

5 Incidentalfactorsinshipping&portoperations(CIMNE)

5.1 IntroductionThe sea is a hostile and aggressive environment,whose strength can bemanifested againstshipsmoving in it and humans that operate them. The results are incidents / accidents on


boardshipsthathaveoccurredandwilloccuras longasthepersonscarryingoutoperationsonboard.Thenumerousproblemsaffectingthecrewbegantobedetectedduringthestudyconducted maritime accidents during the sixties, but the literature of the time was not allcriticismthatcouldbeexpectedandjustifiedtheeventsformistakesbythecrew,ismeaningto human error. Subsequent studies have substantially changed the arguments anddetermined that when a marine casualty occurs converge various circumstances and cancontinue even recourse to justify (too often) human error, a chain of factors, primary andsecondaryareincluded,whichhavebeentriggerincident/accident.Thisnewfocusontheresponsibilityof incident/accidentcanbeattributedtohumanerror,buttherootcauseofitcanbeasetofinappropriateactions.Itisimportanttohaveaviewofthestageandnuancedasthesituationofthecrewonboardthevesselandthecircumstancesinwhichitdoesworkandlifeonboard.Thestudyofthechainoffactorswhoseconsequenceis the incident / accident provide the required arguments for the preparation of newlegislationonsafetyandriskpreventiononboardship.Currently it isanobsessionwithsecuritydepartmentsofshippingandtheworkinggroupsoforganizations at the time of designing hardware and software to increase security aboardships,ithasa"negative"reflectionduetofatigueproducingcrewstoperformthemyriadrulesandregulationscompliance.The"positive"sideisthattheremaybeasignificantreductioninincidents on board, to be able to implement the new procedures adequate to prevent thedevelopmentofworkinoptimalconditions.An importantconditionforasafeworkingenvironmentonboardtheship isthatthegroundcrew that manages security and crew that the ship is in working with the same securitysettings.Puttingbotheffortsthecrewis lesspronetoerrorsandareresponsibleforsecurityarebetterabletomaketherightdecisionsattherighttime.Theeffortof shippingand securityorganizationsare sometimesnot rewardedby the laborsperformedduetoproblemsofhugeamountoflegislativematterswithwhichtheymustwork.Theopinionofmanymaritimeprofessionals to introducepreventivemethods is theneedtouse clear safetyproceduresonboardand consider the risk factors thataffect the incident /accident, for example, implement a safety culture that is assumed by the crew as a"certificate" of his own integrity. The attribution of incidents / accidents to "human errorfactor"must be reduced by providing new solutions. For example, some of the errors thathave motivated incidents / accidents have been reduced by the implementation teamsworkingwithautomatedprocedures.TheuseofITapplicationsinperformingroutinework,isan example, unfortunately themachine to replace theperson, it ismore efficient, does notmakemistakes,isnotsubjecttodiseaseproblemsandtheiraccuracyisveryhigh.Admittingthathighapercentageofoperationsonboardashipcanbeautomated,itisaveryimportantpartwherehumaninterventionisnecessary,becausethecrewcanmakedecisions,andthemachinedoesnotthink,butrunningaprogramroutinely,althoughitwaspreparedbyanexpertcanmakeamistakeandhoweverminimaltriggeranincident/accident.Admittingthatasignificantportionof incidents/accidentsthathappenonboardcannotbeovercomebyautomatingwillbenecessaryto introducepreventionsecurityproblemsarising


when performing thework crew. Prevention is based on known risk factors that directly orindirectlyon theproblems thatariseona ship in the courseof theirworkby the crew.Thepointswillworktoestablishtheriskfactorsare:

1. Analyzetheinputs(checklistBBS)supportedbyinternationallaw.2. Assesstheprofessionalmotivationofthemarineandassessyoursituationwhenyou

doajob.3. Studytheriskfactorsthatimpactdirectlyandindirectlyoneveryjob.4. Properlymanagetheriskpreventionofincidentsonboard.

The four points listed will be developed individually by analyzing the risks involved workcomponentsofacrewaboardaship.Conceptswillbeintroducedaimedatexplainingwhattherisk factors affecting the incidents / accidents occurring on board andwill be considered toreducethembyasetofpreventivemeasuresdesignedtoenhancesecurityare.

5.2 InternationallawsThe world of shipping is regulated by conventions, codes, directives and circulars ofinternational organizations, governing allmatters related to themovement of goods by seaandthesafetyoftheshipandcargo,crewandthemarineenvironment.Thenrefertosomeexamples of these specific regulations for each type of goods, ships and environments,showingthatsometimestherearesomanyrulesandregulationsthatcontainthatcangettooverlapeachother,itissoitwillreferencetospecifics.TheNavymustknowverywellalltheregulationsaffectingspecificallytohisshipandthegoodsittransports.Whereas randomorder documentation andwithout trying to gather all the regulations thatmust be on board a ship referred to below is part of it . Strictly from the point of view ofsafety, the documents must know the crew are at least Vessel Manual, SOLAS and code /conventionthatreferstothegoodscarried.The application of safety standards on board ships hasmanaged to change themindset ofeveryoneinvolvedinshipping.Ithasgoneto"waste"moneyonsecurityfeaturesto"invest"insecurity,whichmeansamoveawayfromanoldculturetomeetexternaltothedevelopmentof a safety culture based on responsibility rules. Documents to be discussed have beengeneratedormodifiedconsideringthenewcultureandareanexampleofhowthelawshouldbe the support onwhich is seated finding risk factors thatmust be prevented to avoid theincident/accidentatsea.Forexampleworkwithseveraldocumentstopreventrisksonboardshipstakingintoaccountthefollowing:

1. ShipManual.2. SOLAS.3. Handbookforinspectionofshipsandissuanceofshipsanitationcertificates.4. Guidelines on the basic elements of a shipboard occupational health and Safety

Programme.5. CodefortheInvestigationofMarineCasualtiesandIncidents.6. Directive2009/18/EC.7. InternationalSafetyManagementCode.


8. MaritimeLabourConvention,2006.

5.2.1ShipManualTheManualisaspecificdocumentthatisgeneratedwhentheshipisbuilt,isupdatedbeforeleaving the yard andwhen he suffers amajor transformation. It refers to all the rules andproceduresthatarenecessarytomeettheoperationsandworkisdonesafely.Itcontainsallthedrawingsanddescriptionsofequipment,andreferencestonationalandinternationallawsoftime,soitisaninvaluableaidtothecrew.

5.2.2SOLAS,SafetyofLifeatSeaThe SOLAS Convention is considered, from its firstmajor international version of the treatyconcerning the safety ofmerchant ships. Itwas adopted in 1914 in response to the Titanicdisaster.Laterversionswerenewin1929,1948,1960and1974,thelatestversionisincludedtacitacceptanceprocedure,whichfacilitatedtheentryintoforceofamendments.The SOLAS refers to all the elements and security equipment of the ship and containsstandardsforshipsafety,crew,cargoandenvironmentaresafeandnoincidents/accidents.Itis a basic document which must be considered in preparing the procedures to preventproblemsthatmayoccurduringnavigationorwhentheshipisinportorshipyard.AsimplelistingoftheSOLASchapterscontainsshowstheneedtogototheirruleswhenwesetuppreventiveprocedures.Forexample:I. Chapter I:General Provisions. Includes regulations concerning the surveyof the various

types of ships and the issuing of documents signifying that the ship meets therequirementsof theConvention.TheChapteralso includesprovisions for thecontrolofshipsinportsofotherContractingGovernments.ChapterII-1:Construction-Subdivisionand stability, machinery and electrical installations. The subdivision of passenger shipsintowatertightcompartmentsmustbesuchthatafterassumeddamagetotheship'shullthevesselwill remainafloatandstable.Requirements forwatertight integrityandbilgepumping arrangements for passenger ships are also laid down as well as stabilityrequirements for both passenger and cargo ships. Chapter II-2: Fire protection, firedetection and fire extinction. Includes detailed fire safety provisions for all ships andspecific measures for passenger ships, cargo ships and tankers. Chapter III: Life-savingappliances and arrangements. The Chapter includes requirements for life-savingappliancesandarrangements,includingrequirementsforlifeboats,rescueboatsandlifejacketsaccordingtotypeofship.TheInternationalLife-SavingAppliance(LSA)Codegivesspecific technical requirements for LSAs and is mandatory under Regulation 34, whichstates that all life-saving appliances and arrangements shall complywith the applicablerequirements of the LSA Code. Chapter IV: Radiocommunications. The Chapterincorporates the Global Maritime Distress and Safety System (GMDSS). All passengershipsandallcargoshipsof300grosstonnageandupwardsoninternationalvoyagesarerequired to carry equipment designed to improve the chances of rescue following anaccident, including satellite emergency position indicating radio beacons (EPIRBs) and


search and rescue transponders (SARTs) for the location of the ship or survival craft.Chapter V: Safety of navigation. Chapter V identifies certain navigation safety serviceswhich should be provided by Contracting Governments and sets forth provisions of anoperationalnatureapplicable ingeneral toallshipsonallvoyages.This is incontrasttothe Convention as a whole, which only applies to certain classes of ship engaged oninternational voyages. Chapter VI: Carriage of Cargoes. The Chapter covers all types ofcargo(exceptliquidsandgasesinbulk)"which,owingtotheirparticularhazardstoshipsor persons on board, may require special precautions". The regulations includerequirementsforstowageandsecuringofcargoorcargounits (suchascontainers).TheChapterrequirescargoshipscarryinggraintocomplywiththeInternationalGrainCode.ChapterVII:Carriageofdangerousgoods.Theregulationsarecontainedinthreeparts:

II. Part A. Carriage of dangerous goods in packaged form - includes provisions for theclassification,packing,marking, labellingandplacarding,documentationandstowageofdangerous goods. Contracting Governments are required to issue instructions at thenational level and theChaptermakesmandatory the InternationalMaritimeDangerousGoods (IMDG) Code, developed by IMO, which is constantly updated to accommodatenewdangerousgoodsandtosupplementorreviseexistingprovisions.

III. PartA-1.Carriageofdangerousgoods insolid form inbulk -covers thedocumentation,stowage and segregation requirements for these goods and requires reporting ofincidentsinvolvingsuchgoods.

IV. PartBcoversConstructionandequipmentofshipscarryingdangerousliquidchemicalsinbulkandrequireschemicaltankerstocomplywiththeInternationalBulkChemicalCode(IBCCode).

V. PartCcoversConstructionandequipmentofshipscarryingliquefiedgasesinbulkandgascarriers to comply with the requirements of the International Gas Carrier Code (IGCCode).

VI. PartDincludesspecialrequirementsforthecarriageofpackagedirradiatednuclearfuel,plutoniumand high-level radioactivewastes on board ships and requires ships carryingsuchproducts to complywith the International Code for the SafeCarriageof PackagedIrradiatedNuclearFuel,PlutoniumandHigh-LevelRadioactiveWastesonBoardShips(INFCode).

VII. ChapterIX:ManagementfortheSafeOperationofShips.TheChaptermakesmandatorythe International SafetyManagement (ISM)Code,which requires a safetymanagementsystemtobeestablishedbytheshipowneroranypersonwhohasassumedresponsibilityfortheship(the"Company").

VIII. Chapter XI-1: Special measures to enhance maritime safety. The Chapter clarifiesrequirements relating to authorization of recognized organizations (responsible forcarrying out surveys and inspections on Administrations' behalves); enhanced surveys;shipidentificationnumberscheme;andportStatecontrolonoperationalrequirements.

IX. Chapter XI-2: Special measures to enhancemaritime security. Regulation XI-2/3 of thechapterenshrinestheInternationalShipandPortFacilitiesSecurityCode(ISPSCode).PartAoftheCodeismandatoryandpartBcontainsguidanceastohowbesttocomplywith


the mandatory requirements. Regulation XI-2/8 confirms the role of the Master inexercisinghisprofessionaljudgementoverdecisionsnecessarytomaintainthesecurityoftheship. ItsaysheshallnotbeconstrainedbytheCompany,thechartereroranyotherpersoninthisrespect.

5.2.3GuidelinesonthebasicelementsofashipboardoccupationalhealthandsafetyprogrammerThese guidelines describe the basic elements of a shipboard occupational health and safetyprogrammer(SOHSP).Theelementssetoutintheappendicesareapplicabletoallvesseltypesandarefundamentalpiecesofasystematicoccupationalhealthandsafetyprogramme,whichmaybeusedbycompanylinemanagers,healthandsafetypersonnelorconsultantswhoareimplementing,improvingorauditingtheeffectivenessofashipboardoccupationalhealthandsafetyprogramme.TheMaritimeSafetyCommittee,atitseighty-firstsession(10to19May2006),andtheMarineEnvironmentProtectionCommitteeat its fifty-third session (18 to22 July2005), recognizingtheneedtoprovideguidancetopersonnelorconsultantswhoareimplementing,improvingorauditingtheeffectivenessofshipboardhealthandsafetyprogrammers,approvedGuidelinesonthebasicelementsofashipboardoccupationalhealthandsafetyprogrammer,assetoutintheannex.

5.2.4CodefortheinvestigationofmaritimeaccidentsThe Code includes and develops best practices for investigating marine casualties andincidents practices, was adopted in November 1997 by the International MaritimeOrganization by resolution A.849 (20), subsequently amended by resolution A.884 (21). Thepurpose of the Code for the Investigation ofMarine Casualties and Incidents is to promotecooperationand theadoptionof a commonapproachamong the stateswith respect to theinvestigationofmarinecasualtiesandincidents.TheCodestatesinChaptersrulesandregulationsfortheinvestigationofmarineaccidents,forexample, it is away thatwhen, for example, two similar accidents occur,whether on shipsfrom different countries, to apply the same procedures, the results not be vitiated by theinterpretations. The conclusion is that the data obtained will help prepare effective safetystandardsformoreeffectivepreventionofaccident/incidentform.Fromthepointofviewofpersonalsafety, it is interestingtonoteChapter24:"Protectionofwitnessesandotherparties involved"whenpreventivesafetystandardsareestablished,andtheresearchcouldblameacrewmember.InterestingisAppendix1,whichsetsoutthe"ILO/IMOmethod to investigate the human factor," using the SHELmodel to collect data in theworkplace.Thehumanelementislocatedinthecenterofthemodel,takingintoaccountthateachcrewmemberbringsdifferentstrengthsandlimitations,whetherphysical,physiological,psychologicalorpsychosocialnature.Thesefactorssubsequentlyhelp inestablishingriskfactors.


DiagramILO/IMOmodelforinvestigationofmaritimecasualtyonboard.

5.2.5Directive2009/18/CEThe directive of the European Parliament and Council of 23 April 2009 establishing the fundamentalprinciples governing the investigation of accidents in the maritime transport sector and CouncilDirectives 1999/35/EC amending and 2002/59 are set / EC of the European Parliament and Council.WhatitdoesistoendorsetheresolutionA.849(20)bywhichtheCodefortheInvestigationofMarineCasualties and Incidents is approved, noting that the investigations into marine casualties improvemaritimesafety,tocontributetothepreventionofsuchclaims,resultinginthelossoflivesandshipsandpollutionofthemarineenvironment.

5.2.6InternationalSafetyManagementCodeThe Code was adopted at the 18ª IMO Assembly in November 1993 by IMO Resolution A.741 (18),among itsobjectivesunderlinesthe intentionofwritingaseriesofstandardsto improvethesafetyofinternationalshippingandreducepollutionfromships,modifyingthehowtomanagetheiroperations,cargoandcrews.Tothesemaybeaddedanothergoaltoensuresafetybyavoidingbothpersonalinjuryor loss of life and damage to themarine environment. The implementation of the ISM Codemeanssupportingandencouragingthedevelopmentofasafetycultureinshipping.

5.2.7MaritimeLabourConvention,2006Thedocument compiles informationon seafarers,wasprepared taking intoaccount the standardsoftheInternationalLabourOrganization,seekingthattheworkingconditionsofworkersareasfavorableaspossible,beingunitedinaninternationalagreement;adopted,on23February2006.Specificallyforthetopic,risksonboardships,itcanhighlightseveralpoints,forexample:

ü Trainingandqualificationsofcrew(seafarers).ü Hoursofworkandhoursofrest.ü Healthandsafetyprotectionandaccidentprevention.


ü Marinecasualty.

5.2.8STCW,GuideforSeafarersThe objective of the STCW Convention, as amended, is to establish the necessary internationalstandards for training centers and educators develop the skills required and the seafarers currentlypowers.TheITFhaspreparedthisguidetohelpseafarerstounderstandreviewsandlocateinformationthatwill interestmore. Thedocuments are two:Maritime LabourConvention (MLC, 2006), to collectupdated rules and fundamentals that are contained in the international conventions andrecommendationsonmaritimelabor.ItenteredintoforceonAugust20,2013.ConvenioInternacionalsobreNormasdeFormación,TitulaciónyGuardiaparalaGentedeMar(STCW,1978).Itisaregulationthatcollectsinternationalstandardsoftraining,certificationandwatchkeepingforseafarers.

5.2.9AssesstheprofessionalmotivationofthemarineandassessyoursituationwhenyoudoajobTheprofessionalismofthecrewandmotivationaretwofactorsthatcannotbequestioned.Anypersonwhobecomespartofthecrewofashipknowsthattheirbehaviormaydependnotonlytheirphysical,but alsohis teammates. They aremore thanenough reasons for the crew they knowall aspects andsafety equipment. Another argument is that professionalism during your stay on board exercises areperformedand are put intopracticemany assumptions that are developedwith thehighest possibleefficiency.If we delve into the topic of professional motivation, it can happen, though it happens rarely, thisdepending on the level of qualification. If this happens it should happen that the higher the levelrequired for the job, the greater the degree of compliance by the crew. The conclusion is that onlypeoplewhoheadtheorganizationalshiparetrainedtodowork.Another factor thatmay varywith the position of the crew on board, is the degree of responsibilitydescribed in the org board that contains job descriptions of all necessary charges for ship operation.Whenresponsibilitydoesnotcorrespondtothelevelofqualificationandtrainingrequiredbythelaw,forthedifferentpeoplewhomakeupthecrew,thepossibilityoferrors,resultinginincident/accidentoccur.Anormalcrewofamerchantshipwillnormallyconsistofacaptain,threemates,foursailors,acook,achiefengineer,twoofficersofmachines,anelectricianandtwooilers.Keepinmindthatdependingonthetypeofvesselmaychangethenumberofcrew,whichrarelychangesarethedifferentfunctionsthatmakeupthecrew.TheskilllevelofthecrewmandescribestheSTCWandunderit,eachpersonwillreceivethenecessarytraining in technical and safety knowledge to embark, which leads to say that the work will bedistributedbythehigherchargesundertheproceduresoftheshipandthesafetymeasuresapplicableatalltimes.The work of each crew member is always given by a senior person, which to prevent incidents /accidentsfixedoperatingconditionsconsideringwhenperformedaloneorseveralpeopleinvolvedinit.Theerrorsthatoccurcanbecorrectedwhenseveralpeopleworktogether,usingadvicefromthecrew,butitcanalsohappenthaterrorsmultiplyduetoachainofsuccessivefailuresofthecrewinvolvedintheaction,whichbenecessarytolimittheactionsofeachperson.Thefactorofindividualityinthewaytheyworkmaydependonthetypeofvessel,egapassengershiptheconditionsunderwhichwork isperformedareusuallyseveralpeople(crewsaremorenumerous),youcanevensaythatsometimesyoumustworkunderstresscanproduceacrowdofpeopleoutsidethecrew.


5.3StudytheriskfactorsthatimpactdirectlyandindirectlyoneveryjobFactors that may be considered on board a ship which are likely to be considered for effectivepreventionof incidents /accidents, cangather in two sections: those thatdirectlyor indirectlyaffecteachwork.Countlessandtoanalyzesystematically,theybegantoknowthequalificationsrequiredforeachcrewmemberandresponsibilitywithintheorganizationoftheship.Basedonthequalificationsandresponsibilities of the crew is to reduce (even eliminate) the problems affecting the limiting crewbypreventingallriskfactors.Riskfactorsthatcanbestudiedtoestablishapreventionofincidents/accidentsoccurringonboardaship as argumentative basis have two aspects, the study of human behavior ( psychologicalcharacteristics)togetherwiththesocialchangesthatareoccurringinsociety(sociologicalarguments),andyourenvironmentareanalyzed.All risk factorsandarguments submittedmustbeguaranteedbyinternationallaw.Startingwiththeriskfactorsthatdirectlyimpactanincident/accidentandhaveconnotationsfromthepointofviewofhumanbehavior,arisingduringtheexecutionofajob,wehavethefollowingthatrelateto:

• Qualification.• Responsibility.• Socialchanges.• Dayoff.• Duringworkinghours/extrashour.• Afirst-time,part-timeandendofday.• Reducedcrews.• Considerationsontheworkitself:• Manipulatingorequipmentand/ortools.• Notingorscreensand/ordashboards.• Comfortable/uncomfortable.• Monotony/repeatability.• Cadenceofwork.

Whenacrewstartsitsactivityafterhavingsufficientrest,haveapredispositiontostartyourworkday,facingtheirdutiesandresponsibilities,withagoodphysicalandmentalattitude,whichmeansthatwilladdress risk situations they will be present with maximum security. The likelihood of an incident /accidentoccurswillbelower.Risk factors arising from the relationship of the crewwith their tools, especially in the engine room,meet in the prevention conducted for problems in the engine, for example, themiddle andworkingenvironment.Areincident/accidentmajornumberandimportancecomparedtothatoccurringinthebridge.Shipsremainoperatingtwentyfourhoursaday,especiallywhenbrowsingsoifthecrewisreducedtocontinueoperatingmeanthatitwillbenecessarytoreducerestperiodsandovertime,possiblyoutsidepermitted. Both factors lead to the appearance of problems and the risk of the incident / accidentincreasesmayoccur.Recallthatthemaritimeauthoritythatdeterminesthenumberofcrewaccordancewiththerulesandlaws.


Asecondaspectofriskfactorsisanapproachtowhichindirectlyaffecthumanbehaviorandaddresstheproblemsarisethatmayoccurduringthedevelopmentofcertainjobs:Thosefactorsthatdealwiththesituationsoftheenvironmentinthatisdevelopingwork.Forexamplesituationswhereenvironmentalconditionsarevariableorwherethecrewhasdifferentcharacteristics.

• Cold/heat.• Day/night.• Noise/silence.• Inside /Out. (Under theBridgeor thewings;within the control ofmachinesor bymachine,

analysisofenvironmentalconditions).• Timeembarked.• Short/mediumTrip/long.• Women/men.• Regularstaff/eventually.(Securityconsiderationsintheworkplace).

The list of risk factors shows that the incident / accident can occur at any time first and second invariableenvironments,reasonswhyinsomespecificcasestherisksarenoteasilyanalyzed,soitisnotpossiblepreventionlimittoachieveincidents/accidentsonamerchantship.Risk factors to be studied have been limited to a work environment defined by the areas of thewheelhouse and themachine chamber. Both spaces can havemore effective prevention due to thepossibilityofidentifyingtheconditionsunderwhichtheoperationsareperformed,andinthiswaysomeresultsmay be predictable, allowing specific preventive actions. As a negative argument, the knownstatisticsshowthatingeneralthecrewofmachinesarethemostincidents/accidentshavehadinthepast,thiswasbecauseitwasthelargestonboardvesselscollective.Acriticalfactortoestablishtheriskfactorsinthepreventionofanincident/accidentisthetimefromthe event to take actions aimed at easing the problemoccurs. Before an event is necessary to reactquickly,reducingthetimebetweentriggeringtheeventsanddecisionsinordertocontroltheproblem.It isnecessary toavoidblocking the resolutioncapabilityof thepeople involved looksboth ruggedascontributingtheireffortstohelp.Preventingincidents/accidentsthatincludetheexistingriskfactorsshouldbebasedonavoidinginjuryonthehumanbodythatmayaffecttheseparts:

•Head:neck,eyes,ears.•Family:back.•Upperextremities:hands,elbows,arms.•LowerExtremities:knees,legs,andfeet.•Internalorgans.•Burns.

Ingeneralmuscularinjuriesmaybedue:•Contusion:isduetoablowwithabluntobject.•Sprain:isasuddentwistofajoint.• Fracture:itisaresultofblowsorfalls.• Muscle cramp: is due to an involuntary spasm of a muscle that causes severe pain. It usuallyoccurs,interalia,duetomusclefatigueorpoorposture.


Majorpartsofthehumanbodythatcanbesubjecttoinjuryincidentsaboardthevessel.

5.4ProperlymanagetheriskpreventionofincidentsonboardTheproceduresusedtomanagesecurityonboardtheshiptakingintoaccountexistingguidelinesandruleswhichinadditiontomanagingthequalityoftheprocedureshouldbeconsideredasprocessesandwhatkindofcrewaretargetedfocus,forexample,whoarethechargesthatthosewhoplanandcarryoutthework.Theorganizationofallmaterialsafetyofficershallcorrespondtotheappropriatedepartment:bridgeormachines.Toachievecontinuousimprovementofthemanagementsystemshouldensurethatthecrewinvolved in maintenance of the equipment and thus prevent incidents / accidents for the use ofmaterialsinpoorcondition.Acomprehensivesafetymanagementonboardmeansfocusingonthequalityofthematerialsusedintheoptimizationoftheprocessesinvolvedintheparticipationofallthecrewandthebenefitsthatthereductionof incidents/accidentsreportedtotheshipownercoststhatcomeintheformofpersonalinjuryorequipmentdestroyed.Summarizingthecomprehensivemanagementrequiresacommitmentinvolvingallcrewmembersanddecisionsaretakenfromthecaptaintothejuniorcrew.There are many elements that are valid to manage any type of vessel and make are gathered in aprogramthatcanimprovesafetymanagementinshippingcompaniesorshipowners.TheInternationalMaritimeOrganization(IMO)todefineseveralmeasuresintendedtobebasicinanysafetyprogramintheworksthatarecarriedonboardavesseland itsMaritimeSafetyCommitteeprovidesguidancetoship-owners to prepare and improve their security programs implement board. Somebasic elementsthatshouldcontainthesesecurityprogramsare:

1. Thecontroloftherisksthatmayoccurduringthecourseofthework,thisallowstoanticipatetheproblem.

2. Formation checking before boarding staff has the necessary expertise in security to avoidendangeringothercrew.


3. Participationofstaffinalltheexercisesandlecturesarescheduledduringthenavigationoftheship.

4. Crewmembersmustbeinvolvedinatalltimescomplywithestablishedsafetystandards.5. Crewmustnotifythecontrolswhenitdetectsunsafeworkingconditionsorsafetyequipmentis

ingoodcondition.6. Investigation by the shipping of injuries and incidents occurring in its vessels, analyzing the

accidentinquestionanddeterminewhattheoriginalcauseandinterveningfactors.7. Periodicallyconductanassessmentandrefinementoftheprogram,checkingallaspectsofship

managementplan.

5.5RisksfactorsareasofthebridgeandengineroomConsideringtheriskfactorsthatarepresentintheareasofbridgeandmachinesomeexamplesinwhichthese factors affect risk and the chances of preventing them, with the ultimate goal of reducingincidents/accidentsonboardisvessels.Theproblemsthatcanappearinthetwoareasboundedmaybesimilar,butthenumberismuchhigherintheengineroominthewheelhousebecause,firstthenumberofpeopleworkingonthemachineishigher,sotheyou increasechancesof thesecondsurfaceof themachine ismuchhigher incidentssotherearemorechancesoftheincident.

5.5.1RiskpreventioninthewheelhouseThebridgeareaisreduced,howeverwewillalsoconsidertheexteriorspacearoundit,italsoworkforpeople who perform their duties in the wheelhouse. Prevention system will be evaluated in twosituationsonewhiletheshipissailingandanotherwheninport.Shipsailing:

§ Beatsbylackofstabilityduetoshipmotions:injuriescanoccuranywhereinthebody.§ Strokesduetodisplacementofdoors:injuriescanoccurinthehands.§ LiquidSpillageonkeyboards,electricpanelsorscreens(mayproducesparksorflashes):injuries

affectingtheeyesandface.§ Spacesdefectiveconditionofthebridge.

ShipinPort:§ Fallsbyslippingortripping.§ Spacesdefectiveconditionofthebridge.§ Theareasof research thatwill analyzeyour system forpreventingan incident /accidentare

thebridgeandthemachine,whiletheshipisatseaorwheninport.

5.5.2PreventionofrisksintheengineroomRiskpreventionintheengineshouldbeconsideredasgeneralitemsforpreparingthefollowing:Shipsailing:

§ Fallsbyslippingortripping.§ Lifting,pushingorpullingheavyobjects.§ Spacesdefectiveconditionofthemachine.§ Lackofproperequipmentforthejob.§ Lackofprecautionsoroversightsinrackingfuel.§ Lossesintanks,pipes,valvesruptured.§ Impropercleaningofthedifferentplatforms.§ Performweldingworkorotherreliefthatcouldgiverisetosparks.

Shipinport:


§ Fallsbyslippingortripping.§ Lifting,pushingorpullingheavyobjects.§ Spacesdefectiveconditionofthemachine.§ Lackofproperequipmentforthejob.§ Lackofprecautionsinthefuelfillersandracking.§ Lossesintanks,pipes,valvesruptured.§ Impropercleaningofthedifferentplatforms.§ Performweldingworkorotherreliefthatcouldgiverisetosparks.

Controlchambermachines.


Thetwophotographsshownofanenginegiveanoverviewofthenumberofproblemsthatmustbe

preventedtoavoidinjuryduringmovementofthecrewbythedifferentspaceswhereteamsandenginesthatprovidepropulsiontotheshiparelocated.

6 Profilingmethods(ERGOPROJECT)

6.1IntroductionThis chapter aims to present the results of the recourse to profiling methods (personas,scenario) to create fictional characters andworkingenvironments to represent thedifferentuserswhichmightusetheB-BSICTtoolandtoprovideabetterunderstandingoftheirmentalmodels(habits,needs,goalsandexpectations)tothedevelopers.ItstartswithageneraloverviewofprofilingmethodsinHuman-CentredDesign(HCD)anditsuse inmaritimedomain (i.e. in EU-research projects) and thenmove on to the stepswhichweretooktoapplythesemethodsinMonalisaprojectandtheirresults.

6.2UserresearchandprofilingIn thisphaseof theproject, itwasstartedanactivityofuserresearchontheparticipants tothepilotstudiestoidentifytargetusersinmaritimedomainwhichwillusetheB-BSICTtool,for which purposes and in what working conditions, and to share the results with thedevelopment team, as expected in the conceptual design phase of an HCD process, asextensivelydescribedinD3.1.2.User research develops an understanding of users’ needs/constrictions of workingenvironmentandhow the ICT tool fits into that. Ithelpsdeterminehow the toolmeets thedeterminedrequirementsandhowitfitswithinusers’lives.


To achieve this, it was decided to use two methods of profiling, personas and scenario(presented below), which require both users’ direct involvement and/or participantobservation.It is importanttoshareusers’keycharacteristics,whichemergefrompersonasandscenario,with the developers before the conclusion of the design phase and the release of the betaversion of the B-BS ICT tool because this allows them to fully understand target audience’sneeds and, if necessary, to implement thebeta version,whichwill be subjected tousabilityandacceptancetestingduringthepilots,asdescribebefore.

6.2.1PersonasPersonasarehypotheticalarchetypesofusers,whicharedescribedasuniquecharacterswithspecificdetails,thatmakedesigners/developersunderstandtherealuserswhowilladoptthefinal product. Each persona can represent a group of people with shared behavioralcharacteristics(PruittandGrudin,2003).AlanCooperwasthefirsttotalkaboutpersonasdevelopmentinHCDprocessasarealisticwaytorepresentthetargetusers(Cooper,1998):basedonfieldresearchandinterviews,personasareoftenusedinHCDprocessesasawayof“capturing”theidealuseroridentifyingunifyingcharacteristicsofusers.Personas are defined by their practical and company-oriented goals as well as by theiridentities,behaviors,mentalmodelsandpersonalexpectationsinusingthefinalproduct.Theyareusuallypresentedasnarratives andaim to create a realistic versionof theuserorusergroup ina specific contextand theyhelpdesign teammembers tomaintain realusers’perspectivewhiledesigning(Idoughi,Seffah,Kolski,2012).Personasdescriptionisusedaswellasthebasisforoutliningascenariothatinvestigatestheuseoftheproductfromusers’pointofview.

6.2.2ScenariosScenarios describe in a narrative way the context in which a user or a user group use aproduct. They present the goals to be achieved and the eventual criticalities from theparticularuserpointof view,defining thepossibilities that theusershave in trying to reachtheirgoalsthroughtheproduct.In creating the story for a scenario, causality has to be considered as a necessary narrativeelementto insert,sincethefocus isontherelationshipbetweenuser’sactionsandresultingreactionsoftheproduct.ScenarioshavebeenusedinHCDapproach(Jacobson,1995)asefficientabstractionsofusers'tasksandtheyrespondtothekeychallengesintechnologydesign,becausetheyareconcreterepresentations of dailyworking contexts and flexible artefacts to users’ hypothetical usage(Carroll,2000).In this meaning, scenarios help designers/developers in defining or re-defining somecharacteristic of the product, because, through a most realistic story, they show to whatextentfinalusers’realactivitiescancollidewithdesignworkand, indoingso,theyofferthefirst glimpses of solutions, as well, which will have to be implemented in a later updated


version of the product itself and tested again with real users in the next phases of thedesigning/developmentprocess.

6.3CriticalitiesindevelopinguserprofilinginmaritimedomainAs widely illustrated in D 3.1.2, to apply a HCD approach in a working environment it isessentialtoinvolverealfinalusersintotheprocess.In maritime domain - as in others - it could be possible to meet organizational obstacles(Bauer,1991) in recruitingseafarersasparticipants toHCDactivities, suchas interviewsandparticipant observation, which are preparatory to user profiling, both for the constrictingphysicalworkingenvironmentandfortheintenseworkrate.Intheparticularcaseofmaritimesector,shipownerscouldnotbewillinginofferingtimeandspacestodevelopthesenecessaryactivities.Nevertheless, the many evidences in other fields (i.e. aviation, medical, aeronautical,transportation)ofthepositiveeffectofusers’participationtothedevelopmentstages,whichrevealeditselfinamorepositivechangesacceptancebyusersandageneralimprovementinworking safety and performances (EndsleyM.R., Boltè B., Jones D.G., 2003), are worth theeffortstotrytoapplyaHCDapproachtomaritimedomain,aswell.Having said that, it becomes clear how very little are the references to user research andprofilinginmaritime,whichwerefoundinliterature.ForthepurposesofSubAct3.1,itcouldbepossibletakeasexamples:

• Petersen’spersonasinthedevelopmentofEUCyClaDesprojecttofocusonallthekeyparticipantsintheoperationallifecycleofshipsystems,fromstakeholderstoseafarers(PetersenE.,2013).

• Alexander’sECDISvoyage,oneofthemostexemplifyingusesofscenarioinmaritimesector,whichdescribesboth thepotential and the complexityof anelectronic chartsystemthroughthe fictionalexperienceof theguarddutyWatchOfficers (AlexanderL.,2011).

6.4UserprofilingforMonalisa2.0SubAct3.1For thedevelopmentofpersonasandscenario to sharewith thedevelopersof theB-BS ICTtool, theseafarersof theSpanishpilot studies,asdescribed inD.3.1.6 were interviewedonthetelephone.The samplewas composed of thirteen seafarers (one of themwas awoman), and equallyrepresentedbydeckstaff(sixworkers)andengineroomstaff(eightworkers).The questions ranged from their habitual tasks and habits (i.e. shifts span, work wear,communicationwith colleagues), to their attitude to new technologies (i.e. hours perweeksurfingon the Internet, smartphonesuse, interactionwithmobileApplications) and to theircareforworkplaceandactivitiessafety.Theresultsofthisactivity,onthebasisofthemostrecurringparticipants’answers,showthatathirdoftheintervieweddecidedtoworkinmaritimeasavocation,allofthemworkinshiftchange wearing the necessary PPEs and they consider, for better or worse, that newtechnologies have had an ongoing growing importance in their activities from the very lastyears.


From this evidence, the sample was divided in two streamlined categories: the youngerseafarers, with lessmaritime experience andmore interested in new technologies, and theolderones,muchmoreskilled,butlittleornotallinclinedtonewtools.Usingtheseinformationasastartingpoint,twopersonasandscenariosabouttheuseofthemobileApplicationfortheB-BSICTtoolwereoutlined.Thefirstfictionalcharacterandtherelatedscenariopresenttheyoungerseafarers,whichusedailyInternetandmobileApplicationsforworkandforprivatemattersaswell,whichcouldbemorekeenonusinganothermobileApponboard.Nevertheless,theycouldapplytothisusein a very superficial way due to their lacking experience and a resulting inadequate safetyculture: theymaybe can identify unsafe situations, but they cannot share information withcolleagues and are not on the lookout forways to improve and promote safety and, so, toavoidaccidents.On the contrary, the second fictional character and the related scenario present the older,more expert seafarers, which are very receptive and most knowledgeable about safetymatters, but are not sufficiently accostumed to new technologies. They could face severalcriticalitiesinusingthetheB-BSICTtoolandtheycouldnotclearlyseehowitcanpracticallyimproveonsafetyonboard.

6.4.1PersonasAntonio

“IusetheInternetforeverything,fromtalkingtomyparentshometosearchingthelastnewsbulletins”.Asachild,Antoniowantedtoworkinmaritimesectorbecausehehasalwaysbeenfascinatedby thecommercialportofhishometown, LaCoruña,which isoneof themost important inSpain.He isoneof theyoungestbetweentheofficersandhe iskeento learnand improvehimselffromhissuperiors’experience.PersonalinformationAge:28yearsoldResidence:LaCoruñaPosition:SecondDeckOfficerEducation:BachelorofEngineeringCharacter:exuberant,curiousHabitualtasks:whenheisondutyguard,healwaysusesnavigationinformationsystem,suchasradarimageandECDISchartsregardingthevessel’spositionforasafetransitandheoftendiscussesaboutthereliabilityof thenewsystemswithhisoldercolleagues,whichrelymoreonlookingoutthewindowandwatchingwiththeirowneyesseaandtrafficconditions.Personal habits: he speaks with his family at least one hour daily using VoIP and Instantmessagingservices,mostlythroughhissmartphone.Hespendsmostofhisfreetimeonlinetoreadpublications,regulatoryupdatesandnewsletters.Difficulties:hedislikessomelongrouteswithpoorshiptraffic,whenthereislittlehecando.


Goals: he studies everyday and accumulates experience to get a promotion as quickly aspossible.Sebastián

“In my opinion, computers have not simplified so much our job, they have just papers gotreduced”.Assoonashegothishighschooldiploma,Sebastiàndecidedtogetajobandthesectorwhichofferedmoreopportunitieswasmaritime.Hehasalwaysbeenapersonofhabit,sohehasworkedforthesamecompanyformorethantwenty years, having a slow career progression. He is one of the most respected andtrustworthypeopleamonghiscolleaguesandsuperiors.PersonalinformationAge:52yearsoldResidence:MalagaPosition:EngineRoomSupervisorEducation:HighschooldiplomaCharacter:commanding,reservedHabitualtasks:healwayscheckstohavehisequipmentinproperorderinsidehistoolpouchandheistheonetoalwayspromotetoperformpropermaintenanceoperations.Personalhabits:hedoesnothaveasmartphone,butaplainmobilephone,whichheusestomake brief daily calls to his wife. He spends his free time making projects for his nearretirement.Difficulties:hehasacontrastingaptitudetonewtechnologiesonboard.Ontheonehandherecognizethattheyhavesimplifiedtheoperatingprocedures,but,ontheotherhand,hehashaddifficultiesinrelyingonthem,sincehethinkstheycouldbedistractingmorethanhelpful.Objectives:inhisexperiencehelighteduponseeingalargenumberofaccidentsand/ornearmisses,sohisprincipalgoalisworkinginordertoguaranteeeverybody’ssafety.

6.4.2PersonasDeck–mooringoperation

The crew is involved in mooring procedure and the captain asks for everybody’s specialattentionsincejustamonthbeforeathirdofficerinjuredthefingersonhislefthand,crushingthembetweenthetug’slineandthevessel’sfairleadwhentryingtoletthetuggo.Antonio is so focused thatwhen the smartphone releases theacoustic signal to indicatehisturn inusingtheICTB-BStool,hedoesnotrealize immediatelywhatthesignal isaboutandlookspuzzledathiscolleagues.Thenhetakesthephonefromhispocket,whichbesidethatisempty,andstartstofill intheformveryquickly,becausehecannotgotdistractedrightnow.Hejustcompletestheminimummandatorychecklistandgoesbacktohisimpellingtasks.


Heperfectlyknowsandhewouldhavewantedtopointoutsomeothersafety-relatedissues,buthethinksthathecanpointoutallthesecriticalities inthefutureduringanothersession,maybeinamostquietdutyshift.Engineroom

Sebastiàn is working with three other colleagues.Twooutofthefourhoursofhisshifthavepassed.Theyoungestbetweenhiscolleaguesareshowingthefirstsignsofboredom.Suddenly,thesmartphonegiventohimbythecompanyreleasesavibrationtoremindhimtofillinthechecklistabouttheworkplaceconditionsandhiscolleagues’safety-relatedbehaviorsinthatmoment.Hehasdifficultyinfindingthedevicebecausehispocketsarefullofworkequipment.Whenhegrabs it, he fills in all the items, with some uncertainty as he always had in using newtechnologies,reportingnoincorrectbehaviorsandquicklyreturnstohistasks.Hefeelslikeheperformswell,buthestilldoesnotseehowamobileAppcanaffecthisworkactivitiesmorethanthefrequentsafetymeetingsinperson.Thecriticalitiesandusers’hypotheticaldifficultiesinusingtheICTtoolareissuesthattheB-BSICT developing teammembers have to keep inmind during the next phases of design andwhichUXandusabilityexpertshavetocheckanddeepenthroughacceptancequestionnairesandusabilitytestingasinD3.1.6.

6.5NextstepsTheresultsofpersonasandscenariowillbesharedwith theB-BS ICT tooldevelopers,alongwiththetaskanalysisandthecognitivewalkthroughof thealphaversionof theApplication,sincethisfocusonrealuserswillhelpthemin identifyingeventualcriticalitiesandmanagingexternalconstraintsinthedesignprocessbeforethereleaseofthebetaversion,whichwillbesubjecttoacceptanceandusabilityvalidation.

6.6BibliographyThecomplexityofthisessaydoesnotallowyoutoinsertthebibliography“quotebyquote”.Wechosetocollectingalltheusedsourcesbelow,indicatingthelanguageinwhichtheyweremade.

Level Source Language

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Main CarrollJ.M.(2000).Fivereasonsforscenario-baseddesign-Interactingwithcomputers,OxfordJournals

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Main CooperA.(1999).TheInmatesAreRunningtheAsylum.MacmillanPublishingCo ENG

Main EndsleyM.R.,BoltèB.,JonesD.G.,Designingforsituationawareness:anapproachtoUser-CentredDesign,InternationalJournalofIndustrialErgonomics,2003 ENG

Main Idoughi,D.,Seffah,A.,&Kolski,C.(2012).Addinguserexperienceintotheinteractiveservicedesignloop:apersona-basedapproach.Behaviour&InformationTechnology,287-303. ENG

Main Koltay,Z.,&Tancheva,K.(2010).Personasandauser-centeredvisioningprocess.PerformanceMeasurementandMetrics,172-183 ENG

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Appendix A: Revised Italian Standard Injury RecordingProcess_rev.9–(separatefileCONFIDENTIAL)Willbeprovided,ifrequested,onlytotheEuropeanCommission

Appendix B: Legislative Decree n. 271/99 andMaritime LabourConvention(separatepdffile;inItalian)


AppendixC:Examplesof a casewhereyouapply thepreventionchecklist(CIMNE)The results of shock due to lack of stability due to shipmotions can be specified in injuriesanywhereinthebody.Thecasecanbepresentedwouldbegeneralstructuredasfollows:

Shipsailing.

o Workspace:wheelhouse.o Environment:gustyseaandwooded,withgoodvisibility.o Time:18:00pm.o Staffinvolved:sailorandofficerofthewatch.o Labour:thesailorisreadytomakecoffee,theshipgivesalurchandfallsoverthe

leftarm.o OutcomeofIncident:personwithbrokenarm.o Remarks:whensailingundertheconditionsofcourseyouhavetolimitthewalks

overthebridgeandavoidunnecessarytravel.o Preventiveactions:

o Webelievethattherearehandrailsaroundthegroundsofthebridgetomovefromsidetoside.

o Assumingthecompletionoftheworkisnecessary,theofficermustwarnthesailorandbeawareoftheiraction.

o Thesailormustfixitspositiononthecoffeetoavoidfalling.

C.1PresentationofacaseintheengineroomforcheckonboardTheexamplepresentedisbasedprimarilyonthestudyofrealcasesoccurringonboardandinsomecasesresultedinfatalaccidents.Asasecondoperatingpointanalysisofthe legislationthat was in force at the time and later emerged that the changes implemented to correctinterferencescontemplated.FinallyitpresentsacoursethatincludestheweldingworkinthemachineshopofashipandanalysisofalldatawithachecklistwhichisintendedtointroducetheBBSproceduresaboardvessels isobtained.Summingupthestudyofacasestudyallowsustoproposepreventivesafetyimprovements.

Theargumentthatwillbefollowedthroughoutthecasestudyisdevelopedinthissectionwillbebasedonachievingtheultimateobjectivebasisoftheexistinglegislationandchecklistonboardships,iegetanewchecklistthattakesintoaccounttheBBSproceduresandriskfactorsaremeasuredbefore,duringandafterwork.

The course covers all the procedures and circumstances surrounding the vessel personnel,disregards theobligationsatany timeground staff as it isnot theobjectof the studybeingperformed.Theendresultoftheaccidentisdescribedchainingaseriesofmistakesthatendinacatastrophe.

The crew of a vessel is formed by a group of people who are organized as a hierarchicallystructure with a single authority: the captain; delegating some of its functions in other


componentsof theofficers and crew. Security is a sectionwhereeverything isorganizedbydepartments under strict international rules and standards, the result is an action plan inwhichallthecrewisinvolved.

C.2Presentationofexampleanddevelopment.Thechiefengineerofashipisawareoftheneedtoweldtwosteelsheetstoplaceinahollowbase that connects two engines, meets the first officer to plan the entire operation anddecided to perform the operation in themachine shop,while the ship is in port for arrivalenginescanoperatesmoothly. It is intendedtorunthejoblookingtopreventproblemsthatmayarise,forwhichthefollowingtopicsarecovered:

o Personnelinvolved.o RiskFactors.o Workplanning.o Development.o Conclusions.

a)Staffinvolvedonboard,jobdescriptionandduties.

ChiefEngineer.o Materialavailableunderthelaw.(Manuals,circularsshipping,checklists...)o Submitthejobandsetthesecurityconditionsinwhichtheymustperform.

Officeronwatch.o AsdirectedbytheChief,controlsthesafetyequipmentisavailable.o Verifythatthecrewperformingtheworkisproperlyequipped.o Reviewsthesafetychecklist.

Machinist.o Runsthejob,followingthetechniquesandsafetyinstructionsreceived.o Selectsuitablematerialforthejob.

Oiler.o Helpthemachinistbyprovidingthetoolsyouneed.o Servessecurityhardware.

Electrician.o Supervises electronics to prevent failure during execution of the work and

must have communication with the control room of the machine tocommunicateanyemergencythatoccurs.

b)Riskfactorsbefore,duringandafterwork.

Analysisofincidentsthatcanoccurwhileweldingisperformedinaspaceoftheengineroomprovidesenoughdatatopreventrisksthatmayarise.Before starting the welding process risks to the individuals involved will depend on thecleanlinessof theworkshopand its environmental conditions. For example, thepresenceofbottleswithliquidsorgreaseragscanbesourcesoffire.


During the welding process the risks assumed by the crew are derived from their failuresduringtheexecutionofwork.Forexample,personalinjuryorinjurytohands,badplacementofpartsandweldedelements.Finally once the work is completed, the risks often result from hot waste or elementsoverheating.Some risk factors is to carry out welding work in themachine shop, which is a space thatshould be prepared for this work, so it is assumed that certain risks are not present. Forexample there should be good ventilation, so that the problems could generate theaccumulationofgasesnotcovered.

c)Workplanning.

AlthoughtheChiefEngineerandFirstOfficerareresponsibleforplanningtheworktakingintoaccountthegeneralsafetytobe included intheManualoftheship,manualsandcodesandcircularsoftheshipping,donotforgetthatresponsibilityforanyhotworkisperformedisthecaptain.Bothpreparetheproperworkprocedureandselectingthechecklist tobecompletedbeforestartingandduringoperationaswellasthoseusedtoverifyoperationiscompletedoncetheentireprocess.

d)Developmentwork.

Thestepsforthedevelopmentofworkwillbethefollowing:First check that the general safety rules are followed and to verify compliancewith existingchecklist,workmustsubmitofficialpresentduringtheweldingwork.Second,theofficerandmachinistmustcontrolbypersonalsafetyequipmentyouwillusetoprotecttheirphysicalintegrity,forexampleatleastshallbeequippedwith:

o Weldinghelmetwithvisor.o Gogglestoprotecttheeyes.o Workglovesmadeofdurablematerialatelevatedtemperatures.o Leatherapron.

Thirdallactionsshouldbeaimedtoavoidthedangersofaweldingjobandtheconsequencesthatmayresultfrompoormanagementofsafetyintheoperation.Forexample,theoperationcanleadtotragedyifthefollowingitemsarenotchecked:

o Fragmentsandparticles.o HotSparks.o Radiation.o Splashesofmoltenmetals.o Fumesgivenoff.

Fourth,specificallytheriskofeyeinjuriesoccurandpreventivemeasurestoavoiditisvalued.Theproblemsthatcanoccurdependonthewaythework, theabilityof thepersonandtheconditionsofspacewhererunningisdone.Thecrewmustbetakentotheareawhereworkissafeandreducetheriskofdamageandinjurytotheeyes.Someoftheseprecautionsare,forexample:

o Assesstherisksoftheworkbeingdoneandhowitcanaffecttheeyes.


o Havingtherightequipmenttoprotecttheeyes.o Ensurethatstaffuseavailablemeans.o Eliminateorreduceallriskstotheeyesaspossibleo Keepbystandersawayfromtheworkareasand/orbehindprotectivebarrierso Identifywithwarningspossiblehazardssuchashangingorprotrudingobjects.

e)Samplechecklistapplied:

f)Conclusions.

The presentation of the above case shows how the work is carried on board ships andadoptingaplannedsecuritymeasures,wenotethatalthoughthesafetyregulationsarefullydevelopedandarecomprehensivechecklist,thecasuistryofaccidentscontinuestoincrease.

The final conclusion of welding work, it may be that although the work is planned andperformedadoptingappropriatesecuritymeasuresnotavoidthepossibilityofoccurrenceofeye injuries failures not covered by the checklists, so it is necessary increase preventive


measures.Forexample,theventilationoftheworkspacecanavoidsomeoftheeyeproblemscausedbyweldingworkandreferredtointhechecklist,butdoyouconsiderafailureofit.

Summarizeotherfindingsare:

o Introducetheconceptofsafetycultureonboardincreasingdisseminationandraisingawarenessnotonlythecrewbutgroundstaffworkinginshipping.

o Preparepreventivechecklists.o Preparenewtrainingcoursesforcrew.o Placepostersandnewequipmentadaptedtothespaces.

Photographofpartofthehumanbodywhereitcancauseinjurieslisted.

C3ChecklistforriskpreventionThe checklist presented is a first approach to find the risks that can be prevented during theperformanceofworkonboard.Theintentionistoanalyze indepththeexisting legislationandobtain


the required data.


39 partners from 10 countries taking maritime transport into the digital age

By designing and demonstrating innovative use of ICT solutions

MONALISA 2.0 will provide the route to improved

SAFETY - ENVIRONMENT - EFFICIENCY

Swedish Maritime Administration ◦ LFV - Air Navigation Services of Sweden ◦ SSPA ◦ Viktoria Swedish ICT ◦ Transas ◦ Carmenta ◦ Chalmers University of Technology ◦

World Maritime University ◦ The Swedish Meteorological and Hydrological Institute ◦ Danish Maritime Authority ◦ Danish Meteorological Institute ◦ GateHouse ◦ Navicon ◦

Novia University of Applied Sciences ◦ DLR ◦ Fraunhofer ◦ Jeppesen ◦ Rheinmetall ◦ Carnival Corp. ◦ Italian Ministry of Transport ◦ RINA Services ◦ D’Appolonia ◦ Port of

Livorno ◦ IB SRL ◦ Martec SPA ◦ Ergoproject ◦ University of Genua ◦ VEMARS ◦ SASEMAR ◦ Ferri Industries ◦ Valencia Port Authority ◦ Valencia Port Foundation ◦

CIMNE ◦ Corporacion Maritima ◦ Technical University of Madrid ◦ University of Catalonia ◦ Technical University of Athens ◦ MARSEC-XL ◦ Norwegian Coastal

Administration

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