INTRODUCTION
1.1 You may have heard of ‘work-from-home’. What about ‘make-office-your home’? Well, the sailing community is just that, because the crew of a ship is required to live at the workplace. A sailor is subjected to six degree of motions and is constantly exposed to artificial ambient conditions of temperature, noise, vibration and light. The cumulative effect of imbalance in this environment, affects human performance by increasing physical and mental fatigue, which may lead to increase in human errors.
1.2 Shipboard habitability encompasses systems and facilities that are required to satisfy the basic human needs of the crew. Comfort in habitability and high-performance level of human efficiency would emanate from acceptable conditions onboard ships in terms of physical and spatial characteristics, in tandem with indoor climate, noise and lighting set to DEF STAN or MIL STD specifications.
1.3 Habitability can be improved in leapfrogs by addressing shortfalls in accommodation design and ambient indoor climate. The challenge lies in upgrading and maintaining habitability conditions through the total life cycle of a ship.
CHALLENGES AHEAD
2.1 The primary focus of this paper is to identify the Operating Procedures that are recognized as successful practices in new construction activity, for implementation during ship refit. A general overview of the approach road ahead is elucidated below.
Accommodation
2.2 Accommodation criteria pertain to dimensional or physical aspects of spaces and open deck areas, where crew members eat, sleep, recuperate and engage in their daily activities. The chasm between the requirements and the realities onboard are enumerated as follows.
2.3 Aspirations of the Naval Crew with respect to living comfort have undergone a major phase shift with social changes and level of education. Incorporation of aesthetics and ergonomy-efficient layouts of the accessories and fittings is essential. The in-house modification on ships during MLU, could be done in consultation with professional bodies as National Productivity Council, Bureau of Energy Efficiency, National Institute of Design and the like, to achieve better synergy of form and function within the unique constraints of warships.
2.4 We need to initiate the process of vendor development program for complete internal compartment (common area/ living spaces/ machinery compartment) refurbishment, during NR/MR akin to the practice in new construction of ships and not leave it to ship staff to revive the ship post long periods of lay off. This target of total overhaul of the outfitting, requires thorough internal ground work of formulating exhaustive SOR, SOW and QAP. Only then can we correctly monitor and implement a project activity through its various stages of inspections i.e: PI, II. FI.
2.5 The usage of advance outfitting material for aesthetics needs to be institutionalized and implemented on refit ships, much like the present drive for indigenization of equipments. Macro level policy for enhancement of aesthetics and appeal need to be formulated and implemented during MLU of ships. A top down approach for introduction of newly developed advanced material like modular kitchens, labour-saving devices and automated vending machines is required. This evolution should not be driven only by SOC from individual ships.
2.6 Increase in size of the crew beyond the capacity of existing indoor climate system degrades habitability. Shore accommodation should be established for in-living crew at the base port. This would reduce the load on the ship, and wear and tear of onboard facilities would be curtailed. The cost of replenishment and maintenance of ship facilities is far beyond that of establishments on shore.
Ambient Environment
2.7 The ambient environmental factors that affect habitability are noise, indoor climate and dust in living spaces. If the ambient temperature, humidity and noise in the ship are not conducive or sub optimal, these become negative motivators for the crew. All efforts for aesthetic up-gradation become difficult to maintain beyond one operational cycle due to dirt, discoloration and bad odour.
2.8 Habitability of western design ships are flawed in the Indian conditions, due to the fact that these ships are designed against a climate datum of cold weather. The NES 102 considers 35 Degree Centigrade (Dry bulb) as the extreme ambient temperature. However the Indian peninsula experiences tropical temperatures of about 40 Degree Centigrade (Dry bulb). The ambient conditions used for design of air conditioning systems by professionals for the Indian market, are in the range of 38.4 to 42.8 Degree Centigrade (Dry bulb) vide Bureau of Indian Standards Specs No. 7896-1996. The feasibility of implementing Bureau of Indian Standard ambient condition vis-a-vis present practice of using British NES specs for ambient condition, calls for us to pause and put on our thinking hats. The replacement of old HVAC equipment during ABER proceedings of a ship, with a higher capacity plant, needs to be experimented with on old ships.
2.9 The knowledge domain, for checking AHU’s Total air change, air quantity flow and chill water flow balancing, with tools like Velo-meter & Flow-meter needs to be used to it’s hilt on naval ships. These references are as basic to acceptance trial in shipbuilding yards as the tolerance limit for ship’s shafting. But unfortunately, the reference values and practices for major equipment health monitoring have proliferated in fleet ships whilst AHU maintenance by Ventilation Maintenance Party has not evolved beyond routine cleaning of AHU filters. The practice of in-house training and then monitoring aforesaid mentioned AHU parameters is much needed for successful preventive maintenance of ambient conditions. A working model, similar to that evolved in ships for CBPM and SPM measurement of engineering and electrical equipments, is an apt example.
2.10 The weakest link in the complete chain of the HVAC systems, is the deteriorated state of ventilation trunking running through the ships. This labour intensive product requires a technological shot in the arm. Firstly, we need to benchmark all new fabrication and erection against the reference standard of SAMCA (Society for Air Movement Control Association). Secondly, the mechanical supply fans of the machinery compartment are either devoid of inlet filters or are in very bad material state in most ships. There is a need to have coarse dust arrestors for the polluted Indian conditions to stop ingress of dirt inside ship. Thirdly, the flow capacity of existing supply blowers of AHU can be augmented by fitting Variable Frequency Devices to cater for trunking loss in old ships. Lastly, Vacuum Indicator Gauges, for checking choking of trunking filters need to be retrofitted, downstream of the filters for timely obviation of reduced air supply.
2.11 Our men onboard ships deserve a peaceful and quiet place to recuperate after a hard day’s toil. A strict implementation of upper noise regime of 85 db prescribed in NO 19/07 for ambient sound conditions, is called for. A specific action point in this regard, is to enhance noise damping features of our manned spaces, by augmenting noise insulation and fitting better quality SV mounts for our fans motors. All ventilation related moving equipment should undergo audit for noise regime and be re-engineered during MLU, if found digressing from acceptable norms. The Shipwright School, INS Shivaji and INS Valsura need to train trial team representatives, in noise monitoring technique, in accordance with prevalent MIL STD-1474D and ABS Specs for crew habitability.
WAY AHEAD
3.1 All plans for addition of new systems, equipment, personnel or an altogether change in role demands on ships, need to be accompanied by analysis of impact on existing habitability facilities. Habitability therefore needs to be seen as one aspect vis-a-vis other changes introduced.
3.2 Procedure needs to be established to identify ships for habitability up-gradation program, based on years-in-service, deterioration in upkeep and the accumulation of habitability deficiencies, as noted by the trial teams.
3.3 A well-managed habitability adherence programme, steered at grass-root level, in fleet and flotillas, by a nodal trial agency, is essential to ensure that ships conform to the NO 19/07 for habitability. Habitability policy implementation needs to be checked and rechecked on a continuous basis and should not be seen as a Medium Refit based activity alone.
3.4 Funds under NMS need to be increased, to cater for a short range program, initiated, planned and scheduled by the ship. This program should consist of practical, workable, short-range projects based on the individual Commanding Officer's strategy for enhancement of living quarters and personnel service areas, onboard ship. The emphasis of this program should be on improvement of existing living conditions and quality of life, using ship's own resources in an operational cycle.
3.5 A formalized long range program too needs to be initiated, using fleet maintenance funds and services of Naval Dockyard, for the accomplishment of approved habitability upgrade alterations during NR/MR/MLU. This program would assign contractor/ dockyard services for re-hauling the design and human engineering aspects of old ships. Monitoring and overall management of such a project during execution could be routed through nodal agencies like MMT.
1.1 You may have heard of ‘work-from-home’. What about ‘make-office-your home’? Well, the sailing community is just that, because the crew of a ship is required to live at the workplace. A sailor is subjected to six degree of motions and is constantly exposed to artificial ambient conditions of temperature, noise, vibration and light. The cumulative effect of imbalance in this environment, affects human performance by increasing physical and mental fatigue, which may lead to increase in human errors.
1.2 Shipboard habitability encompasses systems and facilities that are required to satisfy the basic human needs of the crew. Comfort in habitability and high-performance level of human efficiency would emanate from acceptable conditions onboard ships in terms of physical and spatial characteristics, in tandem with indoor climate, noise and lighting set to DEF STAN or MIL STD specifications.
1.3 Habitability can be improved in leapfrogs by addressing shortfalls in accommodation design and ambient indoor climate. The challenge lies in upgrading and maintaining habitability conditions through the total life cycle of a ship.
CHALLENGES AHEAD
2.1 The primary focus of this paper is to identify the Operating Procedures that are recognized as successful practices in new construction activity, for implementation during ship refit. A general overview of the approach road ahead is elucidated below.
Accommodation
2.2 Accommodation criteria pertain to dimensional or physical aspects of spaces and open deck areas, where crew members eat, sleep, recuperate and engage in their daily activities. The chasm between the requirements and the realities onboard are enumerated as follows.
2.3 Aspirations of the Naval Crew with respect to living comfort have undergone a major phase shift with social changes and level of education. Incorporation of aesthetics and ergonomy-efficient layouts of the accessories and fittings is essential. The in-house modification on ships during MLU, could be done in consultation with professional bodies as National Productivity Council, Bureau of Energy Efficiency, National Institute of Design and the like, to achieve better synergy of form and function within the unique constraints of warships.
2.4 We need to initiate the process of vendor development program for complete internal compartment (common area/ living spaces/ machinery compartment) refurbishment, during NR/MR akin to the practice in new construction of ships and not leave it to ship staff to revive the ship post long periods of lay off. This target of total overhaul of the outfitting, requires thorough internal ground work of formulating exhaustive SOR, SOW and QAP. Only then can we correctly monitor and implement a project activity through its various stages of inspections i.e: PI, II. FI.
2.5 The usage of advance outfitting material for aesthetics needs to be institutionalized and implemented on refit ships, much like the present drive for indigenization of equipments. Macro level policy for enhancement of aesthetics and appeal need to be formulated and implemented during MLU of ships. A top down approach for introduction of newly developed advanced material like modular kitchens, labour-saving devices and automated vending machines is required. This evolution should not be driven only by SOC from individual ships.
2.6 Increase in size of the crew beyond the capacity of existing indoor climate system degrades habitability. Shore accommodation should be established for in-living crew at the base port. This would reduce the load on the ship, and wear and tear of onboard facilities would be curtailed. The cost of replenishment and maintenance of ship facilities is far beyond that of establishments on shore.
Ambient Environment
2.7 The ambient environmental factors that affect habitability are noise, indoor climate and dust in living spaces. If the ambient temperature, humidity and noise in the ship are not conducive or sub optimal, these become negative motivators for the crew. All efforts for aesthetic up-gradation become difficult to maintain beyond one operational cycle due to dirt, discoloration and bad odour.
2.8 Habitability of western design ships are flawed in the Indian conditions, due to the fact that these ships are designed against a climate datum of cold weather. The NES 102 considers 35 Degree Centigrade (Dry bulb) as the extreme ambient temperature. However the Indian peninsula experiences tropical temperatures of about 40 Degree Centigrade (Dry bulb). The ambient conditions used for design of air conditioning systems by professionals for the Indian market, are in the range of 38.4 to 42.8 Degree Centigrade (Dry bulb) vide Bureau of Indian Standards Specs No. 7896-1996. The feasibility of implementing Bureau of Indian Standard ambient condition vis-a-vis present practice of using British NES specs for ambient condition, calls for us to pause and put on our thinking hats. The replacement of old HVAC equipment during ABER proceedings of a ship, with a higher capacity plant, needs to be experimented with on old ships.
2.9 The knowledge domain, for checking AHU’s Total air change, air quantity flow and chill water flow balancing, with tools like Velo-meter & Flow-meter needs to be used to it’s hilt on naval ships. These references are as basic to acceptance trial in shipbuilding yards as the tolerance limit for ship’s shafting. But unfortunately, the reference values and practices for major equipment health monitoring have proliferated in fleet ships whilst AHU maintenance by Ventilation Maintenance Party has not evolved beyond routine cleaning of AHU filters. The practice of in-house training and then monitoring aforesaid mentioned AHU parameters is much needed for successful preventive maintenance of ambient conditions. A working model, similar to that evolved in ships for CBPM and SPM measurement of engineering and electrical equipments, is an apt example.
2.10 The weakest link in the complete chain of the HVAC systems, is the deteriorated state of ventilation trunking running through the ships. This labour intensive product requires a technological shot in the arm. Firstly, we need to benchmark all new fabrication and erection against the reference standard of SAMCA (Society for Air Movement Control Association). Secondly, the mechanical supply fans of the machinery compartment are either devoid of inlet filters or are in very bad material state in most ships. There is a need to have coarse dust arrestors for the polluted Indian conditions to stop ingress of dirt inside ship. Thirdly, the flow capacity of existing supply blowers of AHU can be augmented by fitting Variable Frequency Devices to cater for trunking loss in old ships. Lastly, Vacuum Indicator Gauges, for checking choking of trunking filters need to be retrofitted, downstream of the filters for timely obviation of reduced air supply.
2.11 Our men onboard ships deserve a peaceful and quiet place to recuperate after a hard day’s toil. A strict implementation of upper noise regime of 85 db prescribed in NO 19/07 for ambient sound conditions, is called for. A specific action point in this regard, is to enhance noise damping features of our manned spaces, by augmenting noise insulation and fitting better quality SV mounts for our fans motors. All ventilation related moving equipment should undergo audit for noise regime and be re-engineered during MLU, if found digressing from acceptable norms. The Shipwright School, INS Shivaji and INS Valsura need to train trial team representatives, in noise monitoring technique, in accordance with prevalent MIL STD-1474D and ABS Specs for crew habitability.
WAY AHEAD
3.1 All plans for addition of new systems, equipment, personnel or an altogether change in role demands on ships, need to be accompanied by analysis of impact on existing habitability facilities. Habitability therefore needs to be seen as one aspect vis-a-vis other changes introduced.
3.2 Procedure needs to be established to identify ships for habitability up-gradation program, based on years-in-service, deterioration in upkeep and the accumulation of habitability deficiencies, as noted by the trial teams.
3.3 A well-managed habitability adherence programme, steered at grass-root level, in fleet and flotillas, by a nodal trial agency, is essential to ensure that ships conform to the NO 19/07 for habitability. Habitability policy implementation needs to be checked and rechecked on a continuous basis and should not be seen as a Medium Refit based activity alone.
3.4 Funds under NMS need to be increased, to cater for a short range program, initiated, planned and scheduled by the ship. This program should consist of practical, workable, short-range projects based on the individual Commanding Officer's strategy for enhancement of living quarters and personnel service areas, onboard ship. The emphasis of this program should be on improvement of existing living conditions and quality of life, using ship's own resources in an operational cycle.
3.5 A formalized long range program too needs to be initiated, using fleet maintenance funds and services of Naval Dockyard, for the accomplishment of approved habitability upgrade alterations during NR/MR/MLU. This program would assign contractor/ dockyard services for re-hauling the design and human engineering aspects of old ships. Monitoring and overall management of such a project during execution could be routed through nodal agencies like MMT.
CONCLUSION
4. As Indian Navy grows into an expeditionary force, the bottleneck of habitability upkeep will become an ‘Achilles heel’ for the older ships on long overseas deployment. Today, we contend with sparkling 21st century ships, brow to brow with the inherited earlier-generation ships. These old war horses, though retro-fitted with multi-million dollar weapons, have non-commensurate living conditions for the aspiring crew, which is a case of ‘putting the cart before the horse’. The New Navy Order 19/07 is a timely step in the right direction, which needs to be precipitated, by giving it teeth at implementation level and monitoring of Key Result Areas at the Command level.
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Acknowldgement:
1. Critical Significance of Human Factors in Ship Design, by Thomas G. Dobie, M.D., Ph.D., FRAeS, Director, National Biodynamics Laboratory University of New Orleans.Proceedings of the 2003 RVOC Meeting, 8 – 10 October, 2003 Large Lakes Observatory, University of Minnesota.
2. Application of System Safety Process for Acquisition of Quieter Systems and Equipment, by Mark Geiger, MS, MSE, CIH, CSP CNO N09FB OPNAV Safety Liaison Office Naval Environmental Health Conference Hampton, Virginia 20 March 2007.
3. Something from Nothing: ATU Condensate, by Cdr AK Rohatgi and Cdr Shantanu Bose discussion published in Journal of Ship Technology, Vol 3. No. 2, J uly 2007, pp. 85-86
4. Airborne Noise Control - Design Considerations & Shipboard Prototype Trials, Cdr Anup Menon, Journal of Marine Engineering Jun 07.
5. Habitability and personal space in sea keeping Behavior by, J.M. Riola, M.Garcia de Arboleya , Journal of Maritime Reaserch, Vol III No.1,pp.41-54,2006 SEECMAR, Spain
References:
1. Requirements for Heat Exchangers for HM Surface Ships and Submarines, Ministry of Defence, Defence Standard 02-329, Issue 2 Publication Date 20 June 2005
2. Requirements for Accommodation in HM Surface Warships and Submarines, Ministry of Defence, Defence Standard 02-107 Issue 2 Publication Date 24 May 2002
3. Requirements for Air Conditioning &Ventilation Part 1 HM Surface Ships and Royal Fleet Auxiliaries, Ministry of Defence, Defence Standard 02-102 (NES 102), Issue 2 Publication Date 8 September 2000
4. Noise Limits Design Criteria Standard, Metric MIL-STD-1474d 12 February 1997 Superseding (See Section 6.4) Department Of Defense
5. Human Factors for Designers of Systems Part 16: Introduction and Manpower Domain Technical Guidance and Data
Ministry of Defence, Defence Standard 00-25, Issue 1 Publication Date 30 July 2004
6. Human Factors for Designers of Systems Part 17: Personnel Domain Technical Guidance and Data Ministry of Defence, Defence Standard 00-25, Issue 1 Publication Date 30 July 2004
7. Society for Air Movement Control Association, http:// www.amca.org/
8. ABS Guide For Crew Habitability On Ships, http:// www.eagle.org/
1. Critical Significance of Human Factors in Ship Design, by Thomas G. Dobie, M.D., Ph.D., FRAeS, Director, National Biodynamics Laboratory University of New Orleans.Proceedings of the 2003 RVOC Meeting, 8 – 10 October, 2003 Large Lakes Observatory, University of Minnesota.
2. Application of System Safety Process for Acquisition of Quieter Systems and Equipment, by Mark Geiger, MS, MSE, CIH, CSP CNO N09FB OPNAV Safety Liaison Office Naval Environmental Health Conference Hampton, Virginia 20 March 2007.
3. Something from Nothing: ATU Condensate, by Cdr AK Rohatgi and Cdr Shantanu Bose discussion published in Journal of Ship Technology, Vol 3. No. 2, J uly 2007, pp. 85-86
4. Airborne Noise Control - Design Considerations & Shipboard Prototype Trials, Cdr Anup Menon, Journal of Marine Engineering Jun 07.
5. Habitability and personal space in sea keeping Behavior by, J.M. Riola, M.Garcia de Arboleya , Journal of Maritime Reaserch, Vol III No.1,pp.41-54,2006 SEECMAR, Spain
References:
1. Requirements for Heat Exchangers for HM Surface Ships and Submarines, Ministry of Defence, Defence Standard 02-329, Issue 2 Publication Date 20 June 2005
2. Requirements for Accommodation in HM Surface Warships and Submarines, Ministry of Defence, Defence Standard 02-107 Issue 2 Publication Date 24 May 2002
3. Requirements for Air Conditioning &Ventilation Part 1 HM Surface Ships and Royal Fleet Auxiliaries, Ministry of Defence, Defence Standard 02-102 (NES 102), Issue 2 Publication Date 8 September 2000
4. Noise Limits Design Criteria Standard, Metric MIL-STD-1474d 12 February 1997 Superseding (See Section 6.4) Department Of Defense
5. Human Factors for Designers of Systems Part 16: Introduction and Manpower Domain Technical Guidance and Data
Ministry of Defence, Defence Standard 00-25, Issue 1 Publication Date 30 July 2004
6. Human Factors for Designers of Systems Part 17: Personnel Domain Technical Guidance and Data Ministry of Defence, Defence Standard 00-25, Issue 1 Publication Date 30 July 2004
7. Society for Air Movement Control Association, http:// www.amca.org/
8. ABS Guide For Crew Habitability On Ships, http:// www.eagle.org/
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