implementing ertms in the uk: human factors implications for train drivers derek porter human...
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Implementing ERTMS in the UK: Implementing ERTMS in the UK: Human Factors ImplicationsHuman Factors Implications
for Train Driversfor Train Drivers
Derek PorterDerek Porter
Human Factors Skill LeaderHuman Factors Skill Leader
AEA Technology RailAEA Technology Rail
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A Brief History of ERTMS
Train signalling and control systems differ across Europe
To achieve interoperability, European Rail Traffic Management System was developed
Installation in the UK recommended as means of providing Automatic Train Protection (ATP)
European Standard defines the key aspects of the Driver Machine Interface (DMI)
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What is ERTMS?
Trainborne & trackside systems
ETCS (European Train Control System) is the in-cab signalling and ATP element
2 Levels of possible implementation for UK: Level 1: Used with line-side signalling
Level 2: Used with or without line-side signalling
Basic format of the DMI is the same
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Key Issues for UK Implementation
UK drivers rely on line-side signals and route knowledge
No ATP or in-cab signalling
Fundamental change to the UK driver’s task Impact of increased automation will need to
be considered Many Human Factors issues…some will now
be discussed
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DMI Ergonomic Issues
Amount of information displayed 147 symbols? Complex planning information?
Cognitive workload to be assessed
Criticality and applicability of data, frequency of use, reliance on route knowledge?
Format of information Unfamiliarity with pictorial brake warnings
Training to change working practices
Speedometer: Kph vs Mph
Separate speedometers vs dual calibration?
Dual information on line-side signs essential at key locations
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DMI Ergonomic Issues
Data Entry Required to enter safety critical data at start-up
Upload automatically where possible / ‘accept’ only
Swipe cards or key fobs
Audible Alarms Range of existing alarms already
Must be distinct
Consider safety criticality and number of alarms needed
Integrate where possible
ERTMS should remove need for some existing safety systems once fully operational
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“Head Up” vs “Head Down’’ Driving Change is the most significant challenge for the UK
If focus remains primarily on ‘head up’: Minimise information presented on DMI
Draw driver’s attention only when necessary
If focus on ‘head down’ (L2 with no line-side signals): How will transitions be made between ‘head up’ and ‘head
down’ modes? Line-side signs and/or in-cab alarms?
What additional information is needed when transition is complete?
Cultural issue: reluctance to switch to ‘head down’ and trust the system
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Transitions and Cognitive Workload
12 possible transition scenarios
Risks will differ and will need to be controlled
Highest workload = change in driving philosophy + change in level of supervision (supervised / unsupervised)
e.g. from non-fitted line to/from ERTMS Level 2 with no line-side signalling
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Transitions and Cognitive Workload Keep cognitive workload within optimal levels
Simulator trials to establish likely workload levels
Establish guidelines to limit number of transitions within a given time period
Allow suitable time for transitions to be carried out, including time for recovery
Present information in a timely manner to minimise potential for driver error
Transitions should be sequential, not concurrent
All transitions requiring action by driver should be advised by line-side signs
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Driver Competency and Training All industry stakeholders will need to ‘buy in’ to
changes in competency requirements
Inform and educate the industry on the changes in driving philosophy - via national briefing process
Main competency implications?: visual acuity, hearing, decision-making skills and computer skills
Training Needs Analysis required
Optimal rate of driver training, rather than maximum rate...take delivery schedule and possible delays into account
Try to avoid need for re-training
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Driver Training
Should include theory, simulator, and practical training on track
Sufficient time to teach the operational philosophy of ERTMS
This will help drivers to ‘buy-in’ to the concept and develop ‘trust’ in the system
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What happens next?
ERTMS National Programme Team (EPT)
Strategy Report - focus on Level 2 implementation
Tenders for Human Factors Research
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Key Human Factors Actions
Establish ERTMS requirements for UK
Define UK specification for ETCS DMI Which aspects of European Standard should be
retained?
How will DMI be implemented with existing UK systems?
Task Analysis of UK Driver duties under ERTMS To finalise user-requirements for DMI
Baseline for workload analysis and Training Needs Analysis
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Key Human Factors Actions
Human Factors Integration Plan To address Human Factors throughout design,
build and commissioning
Involve user-groups
Training Needs Analysis To define training programmes
Also, comprehensive evaluation of competencies
Workload Analysis
To ensure optimal workload levels
To help manage transitions effectively