Implementing ERTMS in the UK:

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Implementing ERTMS in the UK Human Factors
Implications for Train Drivers Derek
Porter Human Factors Skill Leader AEA 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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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 drivers task
• Impact of increased automation will need to be
  considered
• Many Human Factors issuessome 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 drivers 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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Thank you for your time