Implementing ERTMS in the UK: Human Factors Implications for Train Drivers Derek Porter Human...

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

Slide serial no 2© 2002 AEA Technology

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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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ERTMS Level 2 Description


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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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ETCS DMI


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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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Simulator Training will be essential


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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


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Implementing ERTMS in the UK: Human Factors Implications for Train Drivers Derek Porter Human...

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