1. Implementing ERTMS in the UK: Human Factors Implications for Train Drivers Derek Porter Human Factors Skill Leader AEA Technology Rail

2. Slide serial no 2 © 2002 AEA Technology plc 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)

3. Slide serial no 3 © 2002 AEA Technology plc 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

4. Slide serial no 4 © 2002 AEA Technology plc ERTMS Level 2 Description

5. Slide serial no 5 © 2002 AEA Technology plc 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

6. Slide serial no 6 © 2002 AEA Technology plc ETCS DMI

7. Slide serial no 7 © 2002 AEA Technology plc 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

8. Slide serial no 8 © 2002 AEA Technology plc 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

9. Slide serial no 9 © 2002 AEA Technology plc “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

10. Slide serial no 10 © 2002 AEA Technology plc 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

11. Slide serial no 11 © 2002 AEA Technology plc 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

12. Slide serial no 12 © 2002 AEA Technology plc 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

13. Slide serial no 13 © 2002 AEA Technology plc 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

14. Slide serial no 14 © 2002 AEA Technology plc Simulator Training will be essential

15. Slide serial no 15 © 2002 AEA Technology plc What happens next? ERTMS National Programme Team (EPT) Strategy Report - focus on Level 2 implementation Tenders for Human Factors Research

16. Slide serial no 16 © 2002 AEA Technology plc 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

17. Slide serial no 17 © 2002 AEA Technology plc 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

18. Slide serial no 18 © 2002 AEA Technology plc Thank you for your time