monalisa 2.0 – activity 3 report on pilot application ......version date author comments 0.01...

MONALISA 2.0 - REPORT ON PILOT APPLICATION 1

MONALISA 2.0 – Activity 3

Report on Pilot application: feed-back from pilot results and

proposed improved operations

Document No: MONALISA 2 0_D3.1.7


Project MONALISA2.0SecuringthechainbyintelligenceatseaFoundedby TheTrans-EuropeanTransportNetwork(TEN-T)oftheEuropeanUnionActivity 3-SaferShipsWorkPackage 3.1-HSQE(HealthSafetyQualityEnvironment)

HistoryVersionTable

Version Date Author Comments0.01 20151218 IB DRAFT0.02 20151223 IB FINAL


TableOfContents

1 Introduction..................................................................................................................4

2 Summary......................................................................................................................5

3 Results and Criticalities................................................................................................6

3.1 Pilot A1: Seafarers Safety Requirements: D.Lgs. 271/99 survey activities on Italian Ro-Ro pax.....................................................................................................................6

3.2 Pilot A2: Seafarers Safety Requirements: D.Lgs. 271/99 survey activities on Spanish Ro-Ro pax...............................................................................................................7

3.3 Pilot B: Injury reporting process on Cruise ship................................................7

3.4 Pilot C: Job analysis and behavioral checklists on LNG Offshore Platform........8

3.4.1 Focuson:ExpertanalysisoftheB-BSICTtool.........................................11

PilotapplicationofBehavior-BasedSafety(B-BS)approachtothemarinedomain11

3.4.2 Conclusion............................................................................................11

4 The final outcomes about the success factors in marine domain................................12

5 The final results of the B-BS application...................................................................13

6 Conclusions................................................................................................................14


1 Introduction Theaimofthisdocumentistosummarizethepilotsandtoillustratetherelevantmainresultsandtoproposesomeimprovementsabouttheobservedactivities.

ThepreviousDeliverable3.1.6described theactivities conductedduring thepilot applications and the usability and crew acceptance observed duringthoseactivities.

The currentDeliverable3.1.7describes the feedbacks frompilot results andtheproposedoperationstobeimproved.


2 Summary TheglobalobjectiveofActivity3istoimprovesafetyofnavigationonboardlargevesselswithsupport of ICT and in particular the aim of Sub-Activity 3.1 is to assess the possibility andbenefits of transferring the B-BS approach to the maritime sector as a tool to improveoperationalsafetybyreducingunsafebehaviorsduringnormaloperations.Therefore,thegoalof the Sub-Activity is to verify that B-BS methodology and related ICT tools is adaptable inmaritimeapplicationsandtotestthemasappropriatethroughsuitableprototype(s).

ThereasonofinnovationisrepresentedtothefactthatB-BSistheoneandonlymosteffectivemethodtoreduceaccidentsatwork,throughthereductionortheeliminationof“dangerous”behaviorsandactionsandthatisthefirstapplicationinamaritimeenvironment.

Theselectedmarinescenarioforthepilotsapplicationare:

MARINESCENARIOS SHIPOWNER FAMILYOFPILOT

A1 Roll-on/Roll-offpassenger MobyLines 1) D.Lgs.271/992) MLC

A2 Ro-RoPaxship Transmediterranea andBalearia

B Cruiseship CostaCrociere

C OffshorePlantinstallation OLT Offshore LNGToscana

AllofpilotsshowthattheapplicationofD.Lgs.271/99(forthefirstfamilyofpilots)andtheapplicationofMLCprinciples(forthesecondfamilyofpilots),representtheB-BSbestpracticesinmarineworld.


3 Results and Criticalities

3.1 Pilot A1: Seafarers Safety Requirements: D.Lgs. 271/99 survey activities on Italian Ro-Ro pax

Themaincriticalitiesarisenduringthepilotapplicationarethefollowing:

• Plentyofpaperrecords;• Longtimerequiredduenecessarychecksonpaper;• Inconsistent data and information (the same information is not recorded in the

sameformat);• Dataandinformationredundancyandduplication.

Duringthesurvey,theperspectiveoftheworkerwasfeltindifferentsteps:

• Theworkerusesanexistingsetofprocedures,• Thoseprocedureshaveformats.• Theycouldswitchtoourtool,whichusesawholedifferentsetofformats.• Theproblemisthatyouwerealreadyabletodothatbefore.

SUBAREAS RESULTS

ACTIVITIESONBOARD

(with particular emphasis on the activitiesdefinedas"dangerous")

Acommonresultwasachieved:usinganICTtooltheoperatorcouldreduce:• Datarecordingtime• Redundancyofdata,becausethe

informationonpaperareoftenredundant

• Duplicationofdata,becausedifferentstandardsrequirethesameinformation,evenifindifferentformat.

CREWONBOARD

(withparticularemphasistothetrainingandprofessionalrequiredcertifications)

WORKENVIRONMENT

(Defined as a place where the seafarerscarriedoutthetasksassignedandtheplacesfor the rest/refreshment and hygiene/health).

TheproposedsolutionrelatedtothatpilotapplicationistheusingofICTtool,uniquestandardformatbasedonanagreedandcomplianttaxonomy.


3.2 Pilot A2: Seafarers Safety Requirements: D.Lgs. 271/99 survey activities on Spanish Ro-Ro pax

It has been created the Checklist for risk prevention, starting from the two Ro-Ro Paxproceduresandactivitiesonboard:

§ Step1-Planningwork:whowillbeinvolvedinthetask.

§ Step2-Checksafetyequipment:Officerchecksthatcrewwearsafetyequipment

§ Step 3 - Development of work and notes of the observer: the observer checks crewbehaviorandtakessomenotes.

TheinterviewresultshavebeenshownthattheproposedB-BSmethodologyisthecorrectstrategytopreventaccidentsmodifyingcrews’behaviors.

If the B-BSmethodology on board could bemandatory, the application on amaritimeenvironmentwillbemoreeffective.

3.3 Pilot B: Injury reporting process on Cruise ship Thepilotapplicationinacruiseshipscenariohasbeencarriedout.TheselectedshiphasinstalledonboardanICTsolutionforassetmanagementintendedforthemaintenancepurposeandalsofortheinjuryreporting.TheonboardinstalledICTtooliscapabletorecord all the injuries in a standard format, according to the principles of B-BSmethodology(i.e.thepyramidofrisk).Thefollowingactivitieshavebeencarriedout:

§ Howthe“injury”processisperformedonboard;

§ The Non Conformities (NC) management (record and follow up), coming frombehaviouralobservations(nearmiss).

Fromthispilotapplication,thefollowingconsiderationshavebeenstated:

§ Anaverage90%ofthe“injury”auditisrealisedbyadocumentaryprocess(expostanalysis).

§ TheexistingICTtooldetectspreviously(notonboard)“NonConformity”butnotall theoccurredNearMiss, thatareat thebasisof theriskpyramidofHeinrich,thetruewarningthatsomethingdoesn’twork.


Therefore,NearMissaredetectedonlywithadailyonboardbehavioralobservation, using the proposed Database2.0® and that is the onlystrategytoreduceinjury.

Becauseacruiseship isaverycrowdedenvironment,wedeveloped inDatabase2.0® a self-observation component,which has been added toguarantee a “spontaneous observation” because crew activities areoftencarriedoutalone.

3.4 Pilot C: Job analysis and behavioral checklists on LNG Offshore Platform

Thepilotapplicationonanoffshore installationwascarriedoutbyaselectedstaff,whohavebeenonboardoftheregasificationterminal"FSRUTuscany",locatedabout22kmoffthecoastbetweenPisaandLivornotoobservedifferentactivities,characterizedbyhighrisk,performedbycrewmembers,toacquiresomedataneededtoprepareachecklisttoimplementtheB-BSICTsoftwaretool,developedbyIB.PreliminaryactivitiesinordertofinalizedandgeneralizedthedevelopedICTtoolforageneralmaritimeenvironmentwere:

• InterviewstoSpanishcrews(Transmediterranea,Balearia):deckstaff(sixworkers)andengineroomstaff(eightworkers).

• Questionsrangedfromhabitualtaskstoattitudetonewtechnologiesandtocareforworkplaceandactivitiessafety.

• Developing“personas”and“scenarios”tounderstandandspecifyusersandcontextofuseoftheB-BSICTtool.

PERS

ONAS

“Iusethe Internet foreverything, fromtalkingtomyparentshometosearchingthelastnewsbulletins”.Personalinformation:Age:28yearsoldResidence:LaCoruñaPosition:SecondDeckOfficerEducation:BachelorofEngineeringCharacter:exuberant,curious


“In my opinion, computers have not simplified so much ourjob,theyhavejustpapersgotreduced”.Personalinformation:Age:52yearsoldResidence:MalagaPosition:EngineRoomSupervisorEducation:HighSchoolDiplomaCharacter:commanding,reserved

SCEN

ARIOS

Deck-mooring

The crew is involved in mooring procedure and the captainasks for everybody’s special attention since just a monthbefore a third officer injured the fingers on his left hand,crushingthembetweenthetug’slineandthevessel’sfairleadwhentryingtoletthetuggo.

Engineroom–nightshift

Twooutofthefourhoursofthenightshifthavepassed.Theyoungestbetween theworkersare showing the first signsofboredom.

Withtheprevioussteps,ithasbeenanalyzedtheterminalproceduresandithascreatedthreechecklists,oneforeachactivity/relatedjob:

1. Loadlifting,

2. Restrictedenclosedspaceentry,

3. Workingonelectricalequipment.

Six participantswere selectedon thebasis of theirmainworking area, twoof them for eachactivity.Theyhaveseenobservedduring their job, inorder toverify thecompliancewith thepreviousagreedprocedures.Finallywerecordedonmobiledeviceoftheobserveddata.

Afterwedid theusability testing, inorder todetermineB-BS ICT tooleffectiveness,as to sayusers’abilitytoachieveatask,througheachtasksuccess(userachievedorfailedthetask)anderror(usercommittedatleast1errorornoerrorsatall)rates.


Users’andcontextprofilinginfluenceddeeplytheuseofthetool,sinceitspreadsanewsafetyprocedureinadigitalwaytouserswithdifferentlevelsofdigitalization(accordingtoageandjobposition),whichareusuallyinvolvedinfragmentaryworkactivities.

The user acceptance evaluation suggested that seafarers’ opinions about theintroductionoftheB-BStoolarenotclearandneedtobedeepenedagainwithusers.

As it iswritten inDeliverable3.1.6, it isnecessary todefinesomeassessmentonthepossibleadoptionoftheProtocolBBSinarealitysuchasthatexamined.Although the terminal FSRU Tuscany is considered as a complex environment, which can be"decomposable"inapartofthevesselandinapartofchemicalindustry,ithasmanyimportantfeaturesthatmakedifficulttheintroductiononboardofaBBSprotocolstandard.For example, thenumberofpeopleonboard is greatly reduced,only28units, and themostpartof theoperations isperformedbyone,oratmosttwoworkerstogether.This factwouldresultinaverylargenumberofself-observationsorobservationsofoneworkeronly,andsotheacquisitionofaverysmallamountofdatainrelationtothetimetaken.Owingtothis,itwouldalsotakealotoftimetocollectausefulvolumeofdataforstatisticalpurposes.Moreover, the self-observation tends to rapidly loseefficacywhenusedasa singleobservingsystem,becausethepersonnelwithlessandlessinterestandattentiondoit.Then,thereisalsoaseriouslackofimmediatefeedbacktotheemployee,akeyelementforthecorrectapplicationoftheBBS.

Furthermore, the possible operations performed on board are innumerable, making nearlyimpossibletherealizationofachecklistforeachofthem,andtheboardtechnicalalmostneverperformthesameoperationsonacontinuousandrepetitiveway,asoccurs,forexample,inanassemblyline.In the specific case, it dealswith anhigh-riskworkenvironment inwhich, at all levels, itwasfoundanhigherattentiontotheissuesofsecurityandstafftrainingonspecificoperations,thanthe average of the individual workplace "ship" and "chemical industry", in which the FSRUToscanacanbedivided.


3.4.1 Focuson:ExpertanalysisoftheB-BSICTtool

PilotapplicationofBehavior-BasedSafety(B-BS)approachtothemarinedomainThisworkaimstopresenttheresultsoftheactivitiesthatwereexecutedtoassesstheusabilityandusers’acceptanceofthebetaversionoftheB-BSICTsoftware.Itwasdecidedtoperformanexpertevaluation(i.e.taskanalysisandheuristicevaluation)firstlyandthenactivitieswithusers(i.e. usability testing and acceptance evaluation) to allow a continuing evaluation of thesoftwareduringtheearlystagesofthedevelopmentprocess.Manyof theheuristic violations reportedby theexpert suggested thepotentialof a rangeofdifferentusabilityproblems,whichwaslaterverifiedandincreasedthroughusabilitytesting.B-BS ICT tool usability issues identified by these twomethods resulted in problems that aresevereenoughtocauseuserseithertofailcompletingthetasksand/ortocommitoneormoreerrorsincompletingthem.Moreover, themixtureof twoevaluationapproacheswasdue toensure thecompletenessofthe gathered information, since the participants to the usability testing and acceptanceevaluation belonged to the observers’ category only and the expert evaluation permitted toassess the usability of all software’s areas, including the oneswhichwould be used by otheruserprofiles.

3.4.2 ConclusionConducting the evaluation activities presented in this Deliverable permitted to identifyseafarers’realneedsandgoalsandtoearlyrecognizethesetofissuesofthebetaversionoftheB-BSICTtool.Regardingthisphaseofanalysis, itwaspossibletodeterminethatcontextandusers’profiling(presentedinD3.1.3)influenceddeeplytheuseofthetool,sinceitspreadsatthesametimeanew safety procedure (B-BS) in a new way (a digital one) to users with different levels ofdigitalization (according toageand jobposition),whicharegenerally involved in fragmentaryandsometimesfranticworkactivities.Asoftoday,theactualversionoftheB-BSICTtooldoesnotsupportcompletelytheabove-mentionedconditions.Moreover, the heuristic evaluation and the observations of participants to usability testingrevealedthatthebetaversionstillmissesanadhesiontoseafarers’needs,byunderliningsomepotentialsoftware-relatedissues,suchasdifficultyinidentifyingthesystemstate,lackoferrorprevention and confirmatory feedback, and confusing iconography, labeling and informationarchitecture.Finally, the user acceptance evaluation suggested that seafarers’ opinions about theintroduction of the B-BS tool are not clear and they need to be further investigated. Theevaluation alsohighlights somepossible issues in introducing aBB-Sprotocol considering thedailyoperatingmethodstowhomseafarersareaccustomed.In conclusion, it could be assumed that at the moment there are significant barriers forseafarers inusing theB-BS ICT tool, but itwas important todetect these issues in theactual


earlystagesofthedevelopmentprocessofthebetaversionofthesoftware,sincetheycouldberelevanttothedevelopmentteaminconsideringthefutureimplementationsofthesoftware.

Ingeneralwecanunderlinethat:

• Theyoungerstaff,orthosethathavemoreexperienceintheuseofelectronicdevicesfoundlessdifficultytoperformtherequiredtasks.

• Users with vision problems encountered some difficulties with the very small textcharactersoftheICTportabletool

• ThePPE requiredby lawdonot alloweasyuseof theportabledevice chosen for ICTtoolsapplication

Although the terminal FSRU Tuscany is considered as a complex environment, which can be"decomposable"inapartofthevesselandinapartofchemicalindustry,ithasmanyimportantfeaturesthatmakedifficulttheintroductiononboardofaBBSprotocolstandard.Forexamplethenumberofpeopleonboardisgreatlyreduced,only28units,andthemostpartoftheoperationsisperformedbyone,oratmosttwoworkerstogether.Thisfactwouldresultin a very large number of self-observations or observations of one worker only, and so theacquisitionofaverysmallamountofdatainrelationtothetimetaken.Moreover, the self-observation tends to rapidly loseefficacywhenusedasa singleobservingsystem, because it is done by the personnel with less and less interest and attention. Then,there is also a serious lack of immediate feedback to the employee, a key element for thecorrectapplicationoftheBBS.

4 The final outcomes about the success factors in marine domain

Regard to the success factors, it is possible to identify a hierarchy of importance. EachapplicationofB-BSmethodologyinindustrialsectorshowsitsscaleofsuccessfactors,whichisimportanttoanalyzeinordertoorganizetheprotocolanddecidewhereconcentratetheactionofthechange.

Weanalyzedonebyonetheindustrialsuccessfactors,comparingwiththemarineones.

§ Language:alloftheworkersusuallyspeakdifferentidiom;§ Highturnover:themaritimeworkersmakelongjourneys,buttheyalwaysstopoverin


differentplacesandtheteam,ingeneral,ischanging.Thiscouldmeanlowcontrolof

B-BSprocedures,unfamiliarityandlackofsharingofpractices;

§ Repetitivenessofworkingactions:itcouldbepartialtrueformaritimeworkersaswell,

butthehighturnoverslowthepossiblesuccessofB-BS,becauseitmeansdistinctionoftraining and loss of time in training and finally, the working actions are differentdepending onwhich realitywe are going to realize the pilot application (cargo, ro-ropax,cruise,..);

§ Highspecializationofjob:itcouldbepartialtrueformaritimeworkersaswell,butthenegativeelementforsuccessitcouldbethelargeobservationarea(ship,terminal,notaproductionlinearea..)andthedifficultytobeobserved;

§ Working in team: linked to the high turnover and to the specialization of job, formaritimeworkers itcouldbedifficultworkinginteam,theyusuallyworkunderstress,farfromhomeandsubjectedtocontinuouschangesofcolleagues;

§ Environment:asfarasweknowtheenvironmentsareconsideredhostileandharsh inallofthesites(ship,terminal,cargo,offshoreLNG,..).

SUCCESFACTOR INDUSTRIALDOMAIN MARINEDOMAIN

Language FIXED CHANGING

Turnover LOW HIGH

Repetitivenessofworkingactions

PREVAILING MISSING

Specializationofjob LOW HIGH

Workinginteam PREVAILING MISSING

Environment FIXED-ORDINARY CHANGING-STRESSSuccessfactors(fromindustrialtomarinedomain)

5 The final results of the B-BS application

Generallytheexpectedresultisahighlyinjuriesreduction.TheaverageresultinanyindustrialdomainofapplicationofB-BSisareductionofinjuriesby40%(firstyear)andby20%(followingyears)untilreachinganasymptoteof0(zero).

Therightapplicationwillleadtoapositivescenario:

FIRSTYEAR 40%INJURIESREDUCTION

SECONDYEAR20%INJURIESREDUCTION(overthefirst40%,progressivelyinaddition)


THIRDYEAR 100%INJURIESREDUCTION(ZEROINJURIES)

StandardB-BSresultsinindustrialdomain.

�Weexpectapercentagereduction,butlackingthewholeofthesuccessfactorslikeinlanddomain.Getting to thepoint,wecould think ina reduction,eventhoughalmostcertainly itwillbe lower inmarinedomain,which is knownasmore risky,hazardous,stressfulandmoreexposedtoextra-ordinarysituations.

Itisconfirmedthatinthemarinedomain,B-BSgetsthesamepositivealreadyverifiedandspottedinindustrialdomain,wherethemethodologybegins.Ourstudiespointoutthat, due to the heterogeneity of the jobs and the hyper-skill of the seafarers, it’srequiredastrongcharacterizationof themethodologyfortheapplicationonavessel.Toremedythis,amajoradjustmentoftheB-Bsmethodologyhasbeenmadeandaself-observation”componenthasbeenadded.

6 Conclusions In general, in the basis of the industrial experiences in over 30 years (American and Italianimplementations),we could say that: if used correctly and consistently its application createsculturewhere:

§ Crewmembersoneachshiptakeresponsibilityfortheirownandeachother’ssafety;§ Unsafeactsandconditionsarenottolerated.

Behavioralsafetyshouldaimtodevelopacultureinwhichcrewmemberstakeresponsibilityfortheir own and each other's safety. It relies upon peer pressure - crewmembers need to bepreparedtochallenge,andbechallengedby,theircolleagues,thoughnot inaconfrontationalmanner.It isakeyprincipleofbehavioralsafetythatofficerscanbeobservedbyratings- it isnota"top-down"policy.Everyoneelsemayobserveeveryone.

Behavioralsafetypoliciesshouldusuallyencouragealsocrewmemberstorecognizeandreportunsafeactsandunsafeconditions-whetherofnottheyresultinharm.An"unsafeact/unsafecondition"formmaybeusedforsuchreporting.

Theeffectiveimplementationofabehavioralsafetysystemrequiresmanagementcommitmentandleadershipbyexample.Howeveritshouldavoidmicro-managementofstaffandinordertoensure'byin’,mustincludecommitmentofcrewmemberstotheimplementationofhealthandsafetypoliciesandprograms.

AbehavioralsafetysystemshouldnotreplacethesafetymanagementsystemoranyotherSafeWorking Practice Program. A behavioral safety policy should be developed incorporating thefollowingelements:

§ Clearlydefinedexpectations


§ Goodcommunication§ Clearleadership§ Riskawareness§ Accountabilityofallinvolvedpersonnel§ Establishedsafetyculture§ Effectiveknowledgemanagement

Behavioralsafetysystemscannotworkinisolationandwillfailunlesstheyformpartofasoundsafetymanagementsystemthataddressesthefollowingissues:

§ Theorganizationshouldhaveandopenandjustculture§ Managementshouldbetotallycommittedtosupportingthesystemandallowingitto

work,providingsufficienttimeandresourcesforthoseinvolved§ Thesystemmustbeeasytounderstandandimplement§ Everyonemusthavetheopportunitytocontributeandbeinvolved§ Trainingshouldincludeeveryoneandshouldbepracticalandinteractive§ Feedbacktoindividualsmustbeopen,prompt,timelyandmeaningful§ Statisticsmustberegularlyandprominentlyissuedandcommunicated

�Finally it is of paramount importance that for a BBS initiative to be effective it needs to beintegrated within company's SMS (SafeManagement System) and safety culture. It is a newchallengebutitshouldbenotedthatfeedbacksofarindicatespositiveland-basedresults.


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

www.monalisaproject.eu

http://www.monalisaproject.eu

monalisa 2.0 – activity 3 report on pilot application ......version date author comments 0.01...

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