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Standards Australia and Department of Finance combine to provide greater access to technology for Australians living with a disability

Standards Australia in conjunction with the Department of Finance, Australian Communications Consumer Action Network (ACCAN) and other stakeholders, are pleased to announce Australia will be adopting an internationally aligned standard for ICT accessibility in procurement. 

Standards Australia CEO, Dr Bronwyn Evans, said that the new Australian Standard is to be used as guidance for all levels of government when determining technical specifications for the procurement of accessible ICT products and services. 

“The standard will ensure that websites, software, digital devices are more accessible – so they may be used by persons with a wide range of abilities.

“It will provide a framework for developing and procuring a wide range of applications that will make ICT products and services more accessible for the 4.2 million Australians who are living with various types of disability,” said Dr Evans. 

ACCAN CEO, Teresa Corbin, said it is intended in particular for use by public authorities and other public sector bodies during procurement.

 “While the standard is suitable for use in public procurement, it could also be used in the private sector.

“The standard will help industry and operators avoid creating technologies that exclude users from the information society. 

“This way everyone can access information and use services that are being delivered electronically,” said Ms Corbin.

The Australian Disability Discrimination Commissioner, Alastair McEwin, has welcomed the move by Standards Australia to adopt an internationally aligned Australian Standard for ICT Accessibility Procurement.

 “Accessibility in ICT for all people, including those with disabilities, is critical if they are to be able to use technology on a level playing field. This includes, for example, enabling employees with disability to use accessible technology in their workplace.

 “The Australian Human Rights Commission’s recent report on discrimination issues in the workplace for people with disability recommended that Australian governments implement strategies to ensure their ICT procurement and development is fully accessible.

 “I commend Standards Australia for their work in this area and look forward to seeing ICT products and services become more accessible for Australians with disability,” said Mr McEwin. 

Minister for Finance, Senator the Hon Mathias Cormann, issued a statement welcoming the adoption of an internationally aligned standard for ICT accessibility in procurement. 

Media Contact Torrin Marquardt  Public Affairs Officer  02 9237 6159 

http://www.standards.org.au/OurOrganisation/News/Pages/Providing-greater-access-to-technology-for-Australians-living-with-a-disability.aspx

 

 

 

 

 

 

Virtual reality is central to aviation and maritime training

What is often seen as a novelty in many domains has in fact been used for decades

By Morand Fachot

Pilots being trained on CAE Airbus A350 XWB full-flight simulator (Photo: CAE)

Not that recent

The perception of three-dimensional depth of space to create a form of virtual reality has been familiar for a long time. It was used widely between the two World Wars and later on in toys and devices such as projectors and stereoscopes to give viewers looking at two photos taken from different angles the impression of seeing a scene or a landscape in three dimensions.

Beyond the visual dimension what could arguably be described as the first "serious" virtual reality application was developed in the form of flight simulators to train airmen.

Following trials with purely mechanical and very basic contraptions introduced in the 1910s, what can be described as the first real flight simulator, the Link Trainer, was developed in the late 1920s. It looked like a toy aircraft with short wooden wings and fuselage and was fixed to a universal joint mounted on a platform which could be made to pitch and roll using bellows activated by an electric pump.

After a spate of air crashes by pilots not familiar with instrument flying, the US Army Air Corps initially bought six exemplars of Link Trainers, which were designed to train crews to fly by instruments only. During World War 2, some 500 000 US and allied pilots were trained on the ground in the basic skills of flying by using more than 10 000 Link Trainers, which became known as Blue Boxes, and were improved by using films and interactive controls to create virtual flying conditions.

The move towards electronic-assisted simulation

The first generation of flight simulators relied primarily on mechanical systems to give trainee pilots basic physical feedback from their actions through pitch and roll. A greater sense of reality was provided by the introduction of electronic systems in simulators to reproduce instrument panels' visual indications as well as sounds and motion.

In 1954 the US company United Airlines bought four flight simulators at a cost of USD 3 million. These machines, to which the nose of a real plane with all flight instruments was attached, are considered the first modern flight simulators for commercial aviation, although they were not installed on moving platforms.

Flight simulators have improved greatly over the years and are now very complex.

The International Civil Aviation Organization (ICAO), the UN specialized agency that codifies and regulates many aspects of civil aviation, published a Manual of Criteria for the Qualification of Flight Simulation Training Devices (ICAO 9625-1 4th edition, 2015).

These devices can be extremely costly, depending on their characteristics and certification class from the various aviation authorities. Flight training devices (FTDs), also known as fixed base simulators, can cost from a few hundred thousand dollars to a few million; full flight simulators (FFSs), or motion base simulators, cost anything from a few million dollars to dozens of millions.

British Airways is reported to have spent GBP 10 million (USD 14 million) on its newest simulator to train the pilots who will fly its Airbus A380 superjumbo aircraft. This may seem very expensive, but when the cost of flying an airliner (fuel, maintenance, crew) is taken into account (from USD 6 000 an hour for single-aisle airliners to upwards of USD 8 000 for wide body jets) flight simulators are a very cost-effective way of training crews through many stages in the long term.

All down to electrical and electronic systems

These devices rely nearly entirely on electrical and electronic systems for their operation.

A manufacturer, Axis, stresses that its FFS has a "6 DOF (degree of freedom) fully electric motion system without any other pneumatic or hydraulic support systems, with less maintenance than any other system in the industry". IEC TC 2: Rotating machinery, develops International Standards for electric motors.

Many other IEC Technical Committees (TCs), such as IEC TC 20: Electric cables, IEC TC 23: Electrical accessories and its Subcommittees (SCs); IEC TC 47: Semiconductor devices, and its SCs, or IEC TC 48: Electrical connectors and mechanical structures for electrical and electronic equipment, prepare International Standards for components installed in simulators.

From aviation to shipping

Simulators are not used to train aviation pilots alone but also, and increasingly, are used in the shipping industry to develop bridge officers, pilots, mechanics and other operatives.

Training for the latter sector relies heavily on computer-based virtual reality systems and simulation suites that reproduce locations and ask for reactions to commands from the bridge, as well as to emergency situations, such as simulated fires or collisions and to mechanical incidents. It is also used to train harbour crane operators for loading and unloading containers and to train other shore workers.

The equivalent level of equipment to the multimillion FFSs required in training aviation pilots is not always needed in the maritime sector, making it possible to have training facilities installed in educational establishments or on shore sites elsewhere.

IMO recommended practices include simulation and manned models

The International Maritime organization (IMO), the specialized UN agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships, supports training using simulation and manned models of ships. IMO Resolution A.960(23) states that "The training should include practical experience gained under the close supervision of experienced pilots. This practical experience gained on vessels under actual piloting conditions may be supplemented by simulation, both computer and manned model, classroom instruction, or other training methods".

Advanced practical training of engine room and ship-bridge crews and of pilots is carried out on simulators in special schools and in centres run by marine equipment manufacturers such as Kongsberg Maritime AS and Transas Marine International or professional associations like the French Pilots’ Syndicate for the Atlantic, Brittany and Overseas Simulator (SPSA)..

SPSA offers an interesting insight through the technical set up of its simulator which relies on computers and offers an impressive display system::

"Screen projection is the key element of the simulation process (…) Through the bridge portholes, the image is displayed by 13 beamers on a 280° panoramic screen, 18 ft high x 52,5 ft diameter [5,5 m x 16 m]. In addition, two short focal projectors display the rear view from the pilot house. Finally, four 3,3 ft [1 m] LCD screens have been placed on both sides of the bridge wings in order to optimize the simulation of berthing and departure operations".

In addition the installation has also a navigation bridge "installed just above the projectors and its dimensions are those of a medium-sized vessel bridge (…) It is equipped with all the navigational aids (…) and enables the monitoring of all kinds of vessels (…)".

Although the system has no moving part, it is so realistic that some users feel seasick, according to SPSA Director Vincent Le Gall.

Other centres make it possible for trainee pilots to get practical experience by steering electrically-powered model ships in a basin. One such facility in France, Port Revel, has a fleet of 11 1:25 scale ships, representing 20 vessels, and 5 radio-controlled tugs, which can manoeuvre on a 5 hectare [12 acre] stretch of water.

The ships are fitted out with all the conventional features found on board a real ship and have built-in software and adjustable engines that can reproduce diesel or turbine propulsion.

Simulation is also used to train maritime search and rescue and lifeboat crews, and for port operations.

It will also prove useful in the not too distant future as the introduction of remotely-controlled unmanned ships is being considered. Steering these vessels from a distance will require skills honed in simulators and technologies applied in VR applications and installations very similar to the ones used for simulators.

No simulation without IEC International Standards!

A very important part of all simulator systems used to train pilots or ships crews, is played by the components that give trainees a sense of reality and sensorial, even physical, feedback, a kind of high-end virtual reality through animation and sounds, in addition to systems that reproduce motion.

IEC TC 100: Audio, video and multimedia systems and equipment, and its Technical Areas (TAs) develop International Standards for a wide range of equipment, such as projection, storage and sound systems destined to transmit images and sounds to displays or speakers.

IEC TC 110: Electronic display devices, prepares International Standards "in the field of electronic display devices and specific relevant components". Screens are used in many simulation systems and a wide range of displays are installed in instrument panels for FTDs, FFSs and marine navigation simulators.

Overall simulation systems for training civilian and armed services professionals in aviation, maritime and related shore operations rest on International Standards developed by many IEC TCs and SCs, working with specialized agencies like IMO or ICAO, the industry and other Standards Developing Organizations.

 

 

 

New framework helps communities adapt to ageing populations

The fact that we are living longer is a real and growing issue for many governments and community providers, placing increased demands on areas such as healthcare and safety. A new International Workshop Agreement aims to provide the foundation on which more solutions can be built.

 There is no denying that populations around the world are ageing at rates never seen before. According to a United Nations report on world population, the number of people aged 60 or over is expected to more than double by 2050, and more than triple by 2100. This brings pressure on governments and community service providers to prepare and adapt to ensure their health and well-being, and active participation in society.

Experts from government, public health, product manufacturers and health research were brought together in a workshop to discuss and develop a framework of the fundamental principles that should be addressed when providing community-based, integrated health and care services for aged societies.

This discussion resulted in a new ISO International Workshop Agreement – IWA 18:2016, Framework for integrated community-based life-long health and care services in aged societies – developed to help address the challenges posed by an ageing population, such as healthcare, well-being and combatting isolation.

IWA 18 gives guidance on the key principles identified as essential for future investment, and covers areas such as the medical needs of the elderly, personal care, daily living tasks, maintaining relationships and community involvement, and keeping safe.

The workshop and agreement were led by BSI, ISO’s member for the United Kingdom.

Dr Yoshiaki Ichikawa from Japan, who took a leading role in chairing the development of this Workshop Agreement, emphasized: “Each country has its own issues when managing its older population and recognizes the importance of addressing these areas. This IWA is an important step in learning from each other, and we hope to reach a high-level understanding and collaboration through this work.

“It will help to share proven best practice and improve the understanding of aged societies by policy makers and the general public, but perhaps more importantly, it also serves as a starting point for the development of future standards or guidance documents for specific aspects of this area, and thus paves the way for more innovative and effective solutions, providing economic benefits through the provision of better products and services.”

 

Earthquake-resistant cranes with new ISO standard

Do cranes pose a risk during earthquakes? A new ISO standard for cranes used in seismically active regions will make sure they don’t.

We are no strangers to cranes towering over our city landscapes, but how can we ensure they will not collapse when an earthquake strikes?

The new ISO 11031 can be used to calculate seismic loads, and sets out design principles for cranes destined to work in seismically active regions and for cranes required to be seismically resistant.

Klaus Pokorny, Secretary of the ISO subcommittee working on design principles and requirements for cranes, explains: “To make sure that cranes are safe, we first need to calculate the seismic loads that show how a crane will respond in moderate to severe earthquakes. Then you can use design limit states provided in two forms: serviceability limit and ultimate limit.”

“The serviceability limit state (SLS) ensures that the crane can withstand the effects of moderate earthquake ground motions throughout its service lifetime and continue to operate as intended. The ultimate limit state (ULS) requires that the crane structure should not collapse during severe earthquake ground motions, and that the suspended load or any other part of the crane should not fall or harm the public, operators and workers,” adds Pokorny.

“Any evaluation should take into account the regional seismic conditions as well as the ground surface conditions at the crane location. It’s also important to consider how the crane will be used and any risks that could result from seismic damage,” notes Pokorny.

“Not only will ISO 11031 add a layer of confidence to the industry, it also provides a common technical language so that manufacturers, users and owners understand each other clearly, no matter where they are – a boost for global trade,” concludes Pokorny.

ISO 11031 was developed at the request of Japan who, following the 1995 earthquake in Kobe, emphasized the need for a standard to ensure seismic-resistant cranes. The secretariat of the subcommittee that developed the standard is held by DIN, the ISO member for Germany.