David Golightly

The role of situation awareness for understanding signalling and control in rail operations

Rail signalling is typical of a complex control task where situation awareness (SA) has been thought to play a significant role. Taking into account the main theoretical positions, and through reviewing cognitive accounts of signalling, it is apparent that SA is a useful construct in describing and understanding rail signalling at both a cognitive and a system level. Development and maintenance of SA is complex, requiring much expertise and knowledge on the part of the signaller to extract and synthesise relevant information from the environment. The display and other artefacts and actors in the system also play a major role in the construction and maintenance of SA. This suggests that it is not sufficient to consider SA purely as an individuals product of knowledge. Instead, the active use of SA, such as in design, must reflect the distributed nature of the signalling environment, as found in other command and control-type domains. Rail signalling has not yet been subjected to in-depth analysis in terms of SA and has characteristics that make it distinct from other areas where SA has been analysed (e.g. air traffic control). This paper reviews the validity of SA and associated concepts to this safety-critical function, as well as highlighting some of the characteristics of SA (multiple tasks, display-based and distributed SA, role of local knowledge and expertise) that must be considered to use the construct in an operational context.

Nature: a new paradigm for well-being and ergonomics

Abstract Nature is presented as a new paradigm for ergonomics. As a discipline concerned with well-being, the importance of natural environments for wellness should be part of ergonomics knowledge and practice. This position is supported by providing a concise summary of the evidence of the value of the natural environment to well-being. Further, an emerging body of research has found relationships between well-being and a connection to nature, a concept that reveals the integrative character of human experience which can inform wider practice and epistemology in ergonomics. Practitioners are encouraged to bring nature into the workplace, so that ergonomics keeps pace with the move to nature-based solutions, but also as a necessity in the current ecological and social context. Practitioner Summary: Nature-based solutions are coming to the fore to address societal challenges such as well-being. As ergonomics is concerned with well-being, there is a need for a paradigm shift in the discipline. This position is supported by providing a concise summary of the evidence of the value of the natural environment to well-being.

Harnessing the interface for domain learning

Making an interface less direct changes how the user learns about the particular domain they are acting upon. Different interfaces cause the user to interact in different ways. This affects how they build up information about the domain they are working in. The counterintuitive finding is that less easy to use interfaces can be beneficial to the domain learning process. Less direct interfaces cause the user to build a more verbalisable and transferable body of knowledge about the domain. The research outlined here is examining this learning process to draw conclusions about where the effect can be most usefully employed.

Practical use of work analysis to support rail electrical control rooms: A case of alarm handling

Renewals and especially enhancements of rail signalling and control systems are increasingly including a strong programme of human factors integration. One contribution to the human factors work that is required is work analysis – the understanding of what tasks and functions exist in current work systems, the artefacts (controls and displays used) and the strategies employed by skilled operators. One increasingly common approach to such work systems analysis is cognitive work analysis (CWA), used to develop understanding of a work domain and tasks in a structured fashion and as a basis for new design recommendations. The purpose of this paper is to explain, for an engineering and systems developer audience, the basis for and use of CWA. This is done in the context of rail electrical control rooms and especially the use made of various information display elements including alarms.

HCI as a means to prosociality in the economy

HCI research often involves intervening in the economic lives of people, but researchers only rarely give explicit consideration to what actually constitutes prosociality in the economy. Much has been said previously regarding sustainability but this has largely focused on environmental rather than interpersonal relations. This paper provides an analysis of how prosocial HCI has been discussed and continues to be defined as a research field. Based on a corpus of published works, we describe a variety of genres of work relating to prosocial HCI. Key intellectual differences are explored, including the epistemological and ethical positions involved in designing for prosocial outcomes as well as how HCI researchers posit economic decision-making. Finally, emerging issues and opportunities for further debate and collaboration are discussed in turn.

The Impact of Automation in Rail Signalling Operations

Rail signalling in the UK has seen a move from mechanical lever frame boxes to entry and exit signalling, and on through to situating signallers within a visual display unit-based workstation environment. These developments have taken place in tandem with changes such as making the signallers more remote from their area of control and the introduction of automation. These changes have implications not only at a cognitive level for factors such as workload and situation awareness, but also at an organizational level, such as the shift away from traditional career progression, and the resulting implications for training and the development of expertise. Understanding the implications of the signalling interface and the design implementation of automation is critical in facilitating more effective performance, safety, and signaller well-being, as well as informing the design of future rail control systems. Bainbridge articulated a set of ironies of automation — unintended consequences of introducing automation that may not be beneficial to the overall system effectiveness. The work presented in this article uses a structured observation approach to examine behavioural indicators of the impact of automation, either as a successful tool to support signalling or as a source of some or all of the ironies noted by Bainbridge. The work was conducted over a period of 2 years, to investigate the effect of levels of automation on rail signallers’ activity and workload as part of the EPSRC Rail Research UK B6 programme.

Application of Human Factors Analysis and Classification System (HFACS) to UK rail safety of the line incidents

Minor safety incidents on the railway cause disruption, and may be indicators of more serious safety risks. The following paper aimed to gain an understanding of the relationship between active and latent factors, and particular causal paths for these types of incidents by using the Human Factors Analysis and Classification System (HFACS) to examine rail industry incident reports investigating such events. 78 reports across 5 types of incident were reviewed by two authors and cross-referenced for interrater reliability using the index of concordance. The results indicate that the reports were strongly focused on active failures, particularly those associated with work-related distraction and environmental factors. Few latent factors were presented in the reports. Different causal pathways emerged for memory failures for events such a failure to call at stations, and attentional failures which were more often associated with signals passed at danger. The study highlights a need for the rail industry to look more closely at latent factors at the supervisory and organisational levels when investigating minor safety of the line incidents. The results also strongly suggest the importance of a new factor - operational environment - that captures unexpected and non-routine operating conditions which have a risk of distracting the driver. Finally, the study provides further demonstration of the utility of HFACS to the rail industry, and of the usefulness of the index of concordance measure of interrater reliability.

A framework to support human factors of automation in railway intelligent infrastructure

Technological and organisational advances have increased the potential for remote access and proactive monitoring of the infrastructure in various domains and sectors – water and sewage, oil and gas and transport. Intelligent Infrastructure (II) is an architecture that potentially enables the generation of timely and relevant information about the state of any type of infrastructure asset, providing a basis for reliable decision-making. This paper reports an exploratory study to understand the concepts and human factors associated with II in the railway, largely drawing from structured interviews with key industry decision-makers and attachment to pilot projects. Outputs from the study include a data-processing framework defining the key human factors at different levels of the data structure within a railway II system and a system-level representation. The framework and other study findings will form a basis for human factors contributions to systems design elements such as information interfaces and role specifications. Practitioner Summary: The framework reported in this paper can become the basis for human factors guidance of engineers, developers and business analysts in developing appropriate levels of information display, automation and decision aid into rail II. Guidance will be aimed at the different functions and activities within multi-layered, multi-agent control.

Breaking the Rules of Direct Manipulation

There is a clear conflict between making an interface easier to use and making computer-based problems easier to solve. Making the control of the problem-solving domain more complex helps users to reach their solutions in less steps. Previous explanations of this phenomena have been centred in how the interface impacts on learning or planning of the problem solving domain. This paper adds a new element to this work by drawing on observational analysis. Interface differences are closely related to the types of strategy a user employs. A more complex interface makes the user more sensitive to their problem solving situation. Explanations of the phenomena are reconsidered in the light of strategy analysis. The effect occurs in problem solving interfaces because the domain specific requirements of the interface cannot be divorced from the domain independent goals. The application of the effect to design is discussed in relation to several areas.

The characteristics of railway service disruption: implications for disruption management

Abstract Rail disruption management is central to operational continuity and customer satisfaction. Disruption is not a unitary phenomenon – it varies by time, cause, location and complexity of coordination. Effective, user-centred technology for rail disruption must reflect this variety. A repertory grid study was conducted to elicit disruption characteristics. Construct elicitation with a group of experts (n = 7) captured 26 characteristics relevant to rail disruption. A larger group of operational staff (n = 28) rated 10 types of rail incident against the 26 characteristics. The results revealed distinctions such as business impact and public perception, and the importance of management of the disruption over initial detection. There were clear differences between those events that stop the traffic, as opposed to those that only slow the traffic. The results also demonstrate the utility of repertory grid for capturing the characteristics of complex work domains. Practitioner Summary: The aim of the paper is to understand how variety in rail disruption influences socio-technical design. It uses repertory grid to identify and prioritise 26 constructs, and group 10 disruption types, identifying critical factors such as whether an incident stops or merely slows the service, and business reputation.