Human Factors of Standardisation and Automation NAV18

Transcription

1 Human Factors of Standardisation and Automation NAV18 Mal Christie Principal Advisor Human Factors Systems Safety Standards Australian Maritime Safety Authority

2 S-Mode Guidelines Standardized modes of operation To promote standardisation of user interfaces for navigation equipment and systems to help meet the seafarer s needs. Development done in close collaboration with equipment manufacturers to ensure buy-in and implementation

3 Aims of the Information Paper AMSA Information paper provided relevant information on the human factors and cognitive science research and how it relates to system design. It discussed: Icon and display design Information presentation Automation effects on human performance Distributed cognition

4 New technology It has long been recognized that mariners face challenges with the different types and makes of navigation equipment. The standardization of modes of operation of navigation equipment has been seen as a way to improve seafarer safety and efficiency.

5 But first New causes of accidents in complex, software-intensive systems Software does not fail, it usually issues unsafe commands Role of humans in systems is changing Component Interaction Accidents Arise in interactions among components Related to interactive complexity, coupling and use of computers Level of interactions has reached point where can no longer be thoroughly Planned Understood Anticipated Guarded against

6 QF32 uncontained engine failure investigation report Engine run on The No.1 (outer left) engine continued to run following the normal shut-down procedure Numerous unsuccessful attempts to shut down the No.1 engine were made by the flight crew, maintenance engineers and the airport emergency services using different methods. The engine was finally shut down about 3 hours after the aircraft landed by pumping firefighting foam directly into the engine outlet.

7 QF32 uncontained engine failure investigation report (2) Engine failure sequence following the separation of the disc from the drive shaft, the engine behaved in a manner different to that anticipated by the manufacturer during engine design and testing. The disc accelerated to a speed in excess of its structural capacity and burst into three main segments, with sufficient force to puncture the engine case at high velocity.

8 Operator error the old view When the technology/machinery doesn t break. Operator error is the cause of incidents and accidents So do something about operator involved (suspend, retrain, admonish) Or do something about operators in general - Marginalize them by putting in more automation - Rigidify their work by creating more rules and procedures

9 Operator error old (but still current) view

10 Operator error the new view Operator error is a symptom, not a cause All behavior affected by context (system) in which it occurs To do something about error, must look at the system in which people work or operate machines: Design of equipment Usefulness of procedures Existence of goal conflicts and production pressures

11 Icon and display design The human factors relating to the design of displays and icons examines the findings from human attention, map display and icon research. Shows the advantages of designing standardized, automated maritime systems taking into account the seafarers' perspective, and how they conduct the tasks of navigation.

12 Decision Making and Automation Decision making is heavily linked to how seafarers interact with automation. It is also heavily linked to how seafarers solve problems, respond to alarms and warnings and deal with errors. How seafarers make a decision is shaped by, uncertainty and time, and familiarity and expertise.

13 Automated systems It is time to consider the automation and the human crew as a distributed cognitive team Each accessing, analyzing, using and providing the other with the information required to ensure the safe operation of the vessel.

14 Automated systems (2) When the complexity of knowledge requirements increases due to advancements in technology, we won't need to find seafarers with similarly expanded brain capacities. We need to design the systems that the seafarer uses so that the information they require is easily accessed and able to be used.

15 The seafarer s perspective We put forward the idea that seafarers are not the weakest link, to be engineered out in order to eliminate human error and improve safety and efficiency. With increased automation, errors and human limitations are relocated from the bridge to the shore When full autonomy is realized, back to the designer's workstation.

16 The seafarer s perspective (2) Seafarers impart the human view and provide for important information processing that automation cannot currently achieve. The modern seafarer is part of a distributed cognitive network that includes the seafarer, the ship's systems and all other information sources available for decision making

17 Human Factors of Standardisation and Automation Thank you Questions? Mal Christie Principal Advisor Human Factors Systems Safety Standards Australian Maritime Safety Authority