Controlling elements of massive weights from surface to seabed and manoeuvring components in narrow spaces within employed modules are just some of the challenges in subsea installations. We report from a specific case of training and installation in a gas field off the Norwegian coastline. Here, two compressor trains, installed at a depth of about 300 m, now enhance exploitation of field reserves and diminish air pollution by eradicating gas compression from the surface to subsea process. In order to reduce risk and increase efficiency, simulator facilities are essential to enable procedure exploration and change, and to elaborate on mental models of subsea operations. The assembled cooperating crew alternates roles of action and observation during simulation sessions, thus allowing a more complete picture of the operation. The simulation sessions are reported to have speeded up the installation, indicating risk mitigation. We encourage further research on procedure investigations by utilisation of the simulator for subsea activities. Keywords: infrastructure, safety, simulator, subsea. BACKGROUND AND METHODSMost resources in the oceans are presumed to still be unexplored, and new challenges arise as new demands are placed on existing offshore activities, from surface to seabed. Safe operation is required both in explorations, installations, and inspection, maintenance and repair work ahead. To comply with these needs, simulations accommodate preparations for both standardised and unique operations comprising risks and hazards. The unique installation simulation process presented is a preliminary case study of demanding ocean activities. The complexity of advanced operations can be analysed in a multitude of ways, and ideas of complexity and theories of complex adaptive systems (CAS) have guided our approach [1][2][3].The purpose of this case study is to identify some advantages of simulator practice to subsea installation. The paper is structured to first set the stage by describing the case in terms of the process infrastructure, the simulator facilities, the preparation sequencing, and the hierarchy of running a subsea operation. Next, we emphasise some findings of the preparation advantages. These advantages are mostly extracted from analysis of post-installation interviews with key personnel partaking in the intersecting phases of planning, development, and execution of operational simulation. Key actors interviewed represented the oil and gas company, the engineering company, the simulator centre, and the university course department. Some documents owned by the university course department were included, to ground the interview questions for them, and add to the understanding of the preparation. In analysing the information, we applied a structure of first and second cycle coding, as Saldaña [4] suggests for qualitative research, but due to the exploratory nature of the study, many first
This paper focuses on the process of translating insights from a Computer Supported Cooperative Work (CSCW)-based study, conducted on a vessel at sea, into a model that can assist systems developers working with simulators, which are used by vessel operators for training purposes on land. That is, the empirical study at sea brought about rich insights into cooperation, which is important for systems developers to know about and consider in their designs. In the paper, we establish a model that primarily consists of a 'computational artifact'. The model is designed to support researchers working with systems developers. Drawing on marine examples, we focus on the translation process and investigate how the model serves to visualize work activities; how it addresses relations between technical and computational artifacts, as well as between functions in technical systems and functionalities in cooperative systems. In turn, we link design back to fieldwork studies.
Current modes of conveying operational information on ship bridges are mainly in the form of visual and auditory sensory inputs. During safety critical situations, such as dynamic positioning (DP) operation, reliance on these two senses may be insufficient. In a DP operation the role of the DP operator is critical and most incidents happen due to lack of operator´s situational awareness. Therefore exploitation of other sensory inputs in addition to visual and auditory must be investigated. This paper surveys recent research on response times of vibro-tactile, visual and auditory cues. The survey concludes that tactile cue always has shorter response time compared to other stimuli. And its combination with other cues such as visual and auditory can enhance the effectiveness of response time. Therefore new ship bridge developers should take this knowledge into account to increase design efficiency.
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