# Presentation: 144677

## 
Human / Computer Interface
In High Speed Rail

A Simulation Approach

**Human / Computer Interface**
**In High Speed Rail**
**A Simulation Approach**

**U.S.****D.O.T.**

## Human / Computer Interface In High Speed Rail

**Sponsored by: **
**Federal Railroad Administration **
**Office of Reseach and Development**
**Performed by:**
**Volpe Center**
**MIT**
**Performed at:**
**Center for Human Factors Research in Transportation at the Volpe Center**

## Background

**The application of advanced automation to the U.S. passenger and freight rail systems represents a unique challenge. **
**As the U.S. moves toward high-speed passenger rail service, questions have emerged regarding the appropriate configuration of automation in the locomotive cab. **
**In particular, European systems rely on a trackside automation infrastructure; recent advances in technology hold the promise of achieving safety and productivity gains through in-cab automation, with minimal reliance on trackside infrastructure. **

**Notes:**
As the U.S. moves toward high-speed passenger rail service, questions have emerged regarding the usefulness and implications of automation in the locomotive cab. 
A review of existing foreign high-speed passenger rail operations (the TGV in France, the ICE in Germany and the Shinkansen in Japan, to name a few of the more prominent systems) shows that automation is implemented in varying degrees with differing philosophy. 
At the heart of the matter are the questions of what tasks are appropriate for a human to perform, what tasks are appropriate for a computer to perform, and what tasks should be shared. 
The Federal Railroad Administration initiated this research to gain a better understanding of the implications of cab automation on human operator performance. (Wayside and traffic control automation are topics that have been left for future consideration.)

## Background

**The Federal Railroad Administration has initiated this research to gain a better understanding of the implications of cab automation on human operator performance. **
**At the heart of the matter are the questions of what tasks are appropriate for a human to perform, what tasks are appropriate for a computer to perform, and what tasks should be shared. **
**These choices may have signigficant safety implications**

## Hardware

**In order to answer questions regarding automation and human performance, the Volpe Center and MIT built an interactive high-speed train simulator. **
**The simulator hardware consists of a suite of Silicon Graphics (SGI) machines that communicate over a local area network (LAN). **
**The simulator was constructed at the Center for Human Factors Research in Transportation, which is operated jointly by the Volpe Center and MIT in Cambridge MA.**

**Notes:**
In order to answer questions regarding automation and human performance, the Volpe Center and MIT built an interactive high-speed train simulator. The simulator hardware consists of a suite of Silicon Graphics (SGI) machines that communicate over a local area network (LAN). The simulator was constructed at the Center for Human Factors Research in Transportation, which is operated jointly by the Volpe Center and MIT.

## Automation issues

**Cab automation can be separated into control automation (which aids the engineer in controlling the train) and display automation (which aids the engineer in gathering and analyzing data). **
**Research projects have been completed on the relationship between control automation and operator situation awareness, and on computer display decision aids.**

**Notes:**
Cab automation can be separated into control automation (which aids the engineer in controlling the train) and display automation (which aids the engineer in gathering and analyzing data). Research has been completed on the relationship between control automation and operator situation awareness, and on computer display decision aids.

## Central traffic control

**The simulation consists of a central traffic controller (dispatcher) and one or many train operators; these two parts of the simulation can be run separately. **
**The controller sees an overview of the track network for which he/she is responsible; in this case, the track network consists of only one track between two stations with turn-around loops at either end. **
**An overview of the track system follows. The left side shows the track, the right provides an electronic comunications notepad.**

**Notes:**
The simulation consists of a central traffic controller and one or many train operators; these two parts of the simulation can be run separately. Here, we see the central traffic controller’s screen. The controller sees an overview of the track network for which he/she is responsible; in this case, the track network consists of one track between two stations with turn-around loops at either end. The controller can zoom out... 

## Slide 8

## Central traffic control (cont’d.)

**The controller can zoom to a specific region by clicking the mouse in the appropriate area on the screen.**
**By clicking on/near a switch, the controller can direct a train in either direction. **
**On the right side of the screen is an area for text-based communications between the controller and the engineer. **
**A close-up of the dispatcher’s screen follows.**
**	**

**Notes:**
....or in by clicking the mouse in the appropriate area. By clicking on/near a switch, the controller can shunt a train in either direction. On the right side of the screen is an area for text-based communications between the controller and the engineer. Currently, controllers use radio-based communications, but for the purposes of the experiment, text-based communications were more feasible. The simplest routine has just one human train operator interacting with the simulation, but the software is coded such that any number of trains can operate over the same track network.

## Slide 10

## Out-the-window view

**The next slide shows a detailed static view of the cab display.**
**In the experiment, this “cab instrument view” view is generated on one monitor, while the “out-the-window” is generated on a second monitor.**
**The video tape accompanying this presentation shows a representative night trip at simulated speeds of up to 300 km/h (187mph).**

**Notes:**
This is a sample of what the engineer would see out the window, while operating the train. This “out-the-window” view is generated on one monitor, while the dashboard view which we will see next is generated on a second monitor.

## Slide 12

## Control automation experiment

**In the experiment examining the relationship between control automation and operator situation awareness, three types of control automation were investigated: **
**Cruise control (which is found in many passenger locomotives being built today);**
**Programmed stop (a future technology that will stop the train at a pre-specified location); and**
**Autopilot (a future technology that follows a specified speed trajectory). **

**Notes:**
For the control automation experiment, Lanzilotta used a basic display which includes speed, brake pressure and traction information - with the exception of the “next block signal” and the text-based communication, all information you would find in a present-day locomotive cab, no aiding. Three types of control automation were investigated - cruise control (which is found in most locomotives being built today), programmed stop (a future technology that will stop the train at a pre-specified location, typically a station) and autopilot (a future technology that accelerates the train to a pre-specified speed). In these experiments, while the subject operates the train under varying levels of automation, a variety of failure scenarios occur, and the subject response to the failures is recorded; after each failure, the engineer must communicate with the CTC to inform them of what occurred. Here, we see the train being operated in autopilot mode - note the “autopilot” light is lit. The train’s speed tries to track the target speed indicated by the yellow needle. 
In “cruise control” mode, the speed is set at the current speed - similar to your car’s cruise control, the train will oscillate within a couple of MPH of the target speed which again is noted with the yellow needle.
If the engineer exceeds the speed limit (which would happen only in manual control mode), the “overrun” alarm will go off, warning of an impending penalty brake application.
Note the “door” light which will indicate that the doors are open at a station stop, precluding the train from being operated.
Note the “alerter” light, also known as a “dead man’s switch” - when this flashes, the operator has XX seconds to make a control movement before the emergency brakes are applied.
OTW VOICEOVER: Notice that there is a car stopped in the grade crossing; the operator of the train must stop the train before the crossing to avoid an accident. Other failure scenarios include loss of brake pressure (noted by a drop in one of the gauges in the lower left) and loss of traction.
From these experiments, Lanzilotta concluded that....

## General display panel

**This basic panel displays speed, brake pressure and traction information; with the exception of the “next-block signal” and the text-based communication, all of these items are found in present-day locomotive cabs - no aiding was used. **
**In the next slide, we see the train being operated in autopilot mode (note the “autopilot” light is lit). The train tries to track the target speed indicated by the yellow needle. **

## Slide 15

## Failure scenarios

**While the subject operates the train under varying levels of automation, a variety of failure scenarios occur, and the subjects’ responses to the failures are recorded.**
**In one scenario, there is a car stopped in the grade crossing -- the operator of the train must stop the train before the crossing to avoid an accident.**
**Other failure scenarios include loss of brake pressure (noted by a drop in one of the gauges in the lower left of the dash display) and loss of traction.**

**Notes:**
Here, we see the train being operated in autopilot mode - note the “autopilot” light is lit. The train’s speed tries to track the target speed indicated by the yellow needle. 
In “cruise control” mode, the speed is set at the current speed - similar to your car’s cruise control, the train will oscillate within a couple of MPH of the target speed which again is noted with the yellow needle.
If the engineer exceeds the speed limit (which would happen only in manual control mode), the “overrun” alarm will go off, warning of an impending penalty brake application.
OTW VOICEOVER: Notice that there is a car stopped in the grade crossing; the operator of the train must stop the train before the crossing to avoid an accident. Other failure scenarios include loss of brake pressure (noted by a drop in one of the gauges in the lower left) and loss of traction.

## Display aiding experiment

**For the investigation of “computer display decision aiding,” four different displays were used, with only one level of control automation - manual control:**
**Basic (no aiding)**
**Preview (preview of track information)**
**Predictor (predicts future train position and brake response) **
**Advisor (presents optimal speed trajectory) **
**(Each display incorporates all information from previous display.)**

**Notes:**
For the computer display decision aiding investigation, four different displays were used, with only one level of control automation - manual control. These four displays were designed to look similar, to minimize the learning curve between displays. Here, we see the basic display, with only that information found in most cabs being built today - brake pressure, motor power, in-cab signal aspect, etc.. Again, text-based communications were used, and a schedule is printed in the lower-left corner in lieu of a hard copy. One item not found in current locomotives is a prediction of stopping distance. (???)

## Basic display

**Next, we see the basic display, with only that information found in many cabs being built today:**
**brake pressure; **
**motor power; **
**in-cab signal aspect;**
**line voltage; and**
**wheel bearing temperature.**
**Text-based communications were used, and a schedule is printed in the lower-left corner in lieu of a hard copy. **

## Slide 19

## Preview Display

**This display is one step higher than the “basic” display, and incorporates all information found in the “basic” display as well as a preview.**
**The “preview” display adds a preview of the track grade, future signal aspects, and previewed speed limits.**

**Notes:**
This display, the “preview” display, is one step higher than the “basic” display, and incorporates all information found in the “basic” display. The “preview” display adds a preview of the track grade, future signal aspects, and previewed speed limits.

## Slide 21

## Predictor Display

**The next slide shows the predictor display. It is one step higher than the “preview” display, and incorporates all information found in the “preview” display.**
**The “predictor” display adds a prediction of where the train will be (and at what speed) in 20 seconds (given current inputs and grade), how long it will take to stop the train using full-service braking, and how long it will take to stop the train using emergency braking.**

**Notes:**
This display, the “predictor” display, is one step higher than the “preview” display, and incorporates all information found in the “preview” display. The “predictor” display adds a prediction of where the train will be (and at what speed) in 20 seconds (given current inputs and grade), how long it will take to stop the train using full-service braking, and how long it will take to stop the train using emergency braking.

## Slide 23

## Advisor Display

**The next slide show the advisor display. It is one step higher than the “predictor” display, and incorporates all information found in the “predictor” display.**
**The “advisor” display adds an “optimal speed trajectory,” which advises the operator as to what speeds he/she should follow to optimize the total cost of the trip (in terms of energy consumption plus a weighted schedule deviation) under the constraints of schedule, speed limits, passenger ride quality, and train propulsion and braking capacities.**

**Notes:**
This display, the “advisor” display, is one step higher than the “predictor” display, and incorporates all information found in the “predictor” display. The “advisor” display adds an “optimal speed trajectory,” which advises the operator as to what speeds he/she should follow to optimize the total cost of the trip (in terms of energy consumption plus a weighted schedule deviation) under the constraints of schedule, speed limits, passenger ride quality, and train propulsion and braking capacities.

## Slide 25

## Future simulator use

**Ongoing research includes engineer stress and fatigue, central traffic control and wayside automation.**
**Future display alternatives, and upgrades to the system which will include sound, limited motion, and a projection of the out-the-window view.**
**These enhancements will allow more detailed examinations of future railroad automation scenarios.**

**Notes:**
Ongoing research includes driver stress and fatigue, central traffic control, possible future display alternatives, and upgrades to the system which will include sound, limited motion, and a projection of the out-the-window view.

## Acknowledgments

**FRA: **
**Arne Bang, Claire Orth, Robert McCown, Thomas Rasselear,  Garrold Thomas**
**Volpe Center:**
**Judith Burki-Cohen, Robert Dorer, Jordan Multer, Don Sussman, John Bastow **
**MIT: **
**Shumei Askey, Jacob Einhorn, Ed Lanzilotta, Thomas Sheridan **

**Notes:**
Control automation experiment performed by Ed Lanzilotta for Ph.D.