Auteur moral

France. Service technique des remontées mécaniques et des transports guidés

Auteur secondaire

Résumé

Ce document en Anglais est un guide technique du STRMTG (Service Technique des Remontées Mécaniques et des Transports Guidés). Il présente les prescriptions de sécurité concernant les cabines des conducteurs de tramways en matière d'ergonomie et de visibilité. Il a été présenté par le STRMTG à la sixième Conférence Européenne de Recherche sur le Transport en Pologne du 18 au 21 avril 2016.

Editeur

MEDDE/DGITM/STRMTG

Descripteur Urbamet

tramway ;sécurité ;transport terrestre ;sécurité routière

Descripteur écoplanete

Thème

Transports

Texte intégral

Available online at www.sciencedirect.com ScienceDirect Transportation Research Procedia 14 (2016) 585 ­ 594 6th Transport Research Arena April 18-21, 2016 Ergonomics and visibility in tramway driving cab Alexandra Guesset a, *, Valérie de Labonnefon a, Marine Blancheton a a STRMTG, Tramway department, Domaine universitaire, 1461 rue de la piscine, 38400 Saint Martin d'Hères, France Abstract The STRMTG, in charge of safety for ropeways and guided public transport for the French Ministry of Transport, edited in 2012 a guidebook relative to the "Ergonomics of drivers' cab in tramways". It aims to set minimums for designers of rolling stock to assure an appropriate visibility to drivers and to gather the needs of the tramway operators. Safety of tramway systems is in particular based on line-of-sight driving principle but no regulation or standard existed on visibility requirements. Therefore, the STRMTG got into process for elaborating a frame of reference shared with concerned professionals. These specifications concern in particular: Visibility: close and far-off outside fields of vision, inside field of vision, area swept by windscreen wipers, etc...; Location and type of controls; Windscreen and side windows. The two driving positions are studied (centred and off-centre) and a specific part of the guide deals with tram trains regarding the compatibility with conventional railway standards. Because the field of the STRMTG is exclusively safety, in 2015 the original guide was divided into two parts: the STRMTG guide concerns safety prescriptions and a second guide deals with comfort specifications. This second guide is co-edited by the UTP (union of French operators in public transport) and the GART (union of French public authorities in charge of transport policy). This revision of the guide also enabled to associate public authorities in charge of transport policy to the process as they are decision-makers in the choice of the rolling stock design. © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license 2016 Alexandra Guesset, Valérie de Labonnefon, Marine Blancheton. Published by Elsevier B.V. (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of Road and Bridge Research Institute (IBDiM). Peer-review under responsibility of Road and Bridge Research Institute (IBDiM) Keywords: Visibility; line-of-sight driving; tramway; driving cab; safety; ergonomics 1. Introduction To elaborate a reference on driving cab's design, the STRMTG's Tramway Department (DTW) created a working group gathering operators, manufacturers and ergonomics specialist. The latter was in charge of the first step of the * Alexandra Guesset. Tel.: +33 4 76 63 78 70 ; fax: +33 4 76 42 39 33. E-mail address: Alexandra.guesset@developpement-durable.gouv.fr 2352-1465 © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of Road and Bridge Research Institute (IBDiM) doi:10.1016/j.trpro.2016.05.297 586 Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 process: retrieving observations of drivers and questionnaires in 7 tramway networks. A proposition of specifications was based on these observations, on European regulations / standards regarding road vehicles (specially buses that operate in the same urban environment) and also on standards for conventional railway rolling stock (French and European standards). After debate with the working group, specifications were defined about anthropometrics data to characterise drivers' population, visibility, commands location, driving chair, alarm signals and lighting... The consultation with concerned professions enables to define specifications that are technically feasible. 1.1. Main objectives In France, public authorities in charge of transport organisation tend to use tramway liveries as a visual identity for the city. Consequently aesthetics designers' requirements have great influence in defining the shape of the tram end. Unfortunately visibility is not a criterion taken into account. As no frame of reference exists on tram driving cab, operators ­ who are not in charge of buying rolling stock ­ are helpless to face aesthetics designers. Operators share the same needs on several items as visibility or comfort problematic and they would have more influence by bringing their requirements all together. On the other hand, the DTW wanted to have precise specifications to ensure an adequate visibility to drivers, particularly in response to two severe collisions that occurred in 2010 with pedestrians that were hidden by pillars (one fatality and one serious injured). For those reasons a guidebook on tram driving cab was created. 1.2. European requirements on outside field of vision The method to define the requirements couldn't be based on European references as, to the best of our knowledge, they only define main objectives on visibility: The guide "Recommendation of type ­ Light Rail Vehicles" edited by VDV (German Association of Public Transport Authorities) requires that windscreens and side windows "offer good sight"; The "Ordinance on the Construction and Operation of Street Railways" (German federal regulation, known as BOStrab) specifies that the cab "must be so designed that the driver may carry out his duties safely. In particular he must be provided with an ample field of vision"; The federal Swiss office (OFT/BAV) specifies in "Measures of execution of railway regulation" that there should be "measures guaranteeing good visibility with windows sufficiently large" The "Guidance on Tramways" edited by the ORR (Office Railway Regulation of United Kingdom) refers to the current Road Vehicles Regulations 1996 (similar to the EC directive) as a tram operates on-street and specifies that "the design of the driver's cab should offer optimum internal and external visibility for the driver." Therefore we defined our specifications on collision scenarios to prevent from and on road vehicles regulations. This method enables to adapt the requirements to the operational conditions of any network. Moreover we used a large part of European references (road regulation, standards) and lots of operators might share most of our objectives, so other countries can easily use our requirements. 1.3. Drivers' opinions To collect operators' needs, the ergonomics specialist studied seven tramway networks (Rouen, Marseille, Montpellier, Lyon, Grenoble, Strasbourg and Clermont-Ferrand) having different rolling stock types made by Alstom, Bombardier and New Translohr (tramway on tires). The observation highlighted that most drivers were unsatisfied with the driving chair quality and that some had trouble in reaching or activating the pedals. It also showed the problem of driver's desk and screen reflections on windscreen, of mist on side windows and of sunshields not effective enough. Drivers asked an improvement on the Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 587 visibility toward the bottom area close to the tramway end (risk of not seeing a child walking ahead) and behind the pillars. When drivers were asked to list which dangers they focus on while driving, they first answered pedestrian, specially children, then mixed traffic area (road vehicles on tram track), cyclists then finally the entrance in tram stop. 2. Drivers' population and posture The first step was to define anthropometrics data to characterise drivers' population in order to design the driving cab around the drivers' posture. A European standard regarding safety of machinery (2010 version) was chosen instead of the European railway standard which had a taller population whereas operators try to increase female representation in the drivers' profession. Three dummies are defined: 5th, 50th and 95th percentiles (stature with shoes on respectively of 1 560 mm, 1749 mm, 1911 mm). The 50th percentile enables to take into account that drivers are not static during their working time. Each member length is defined and one point stands for the middle of the eyes. A table defines for main articulations the acceptable angles: those values concern biomechanical constraints and comfort angles. Each requirement has to be checked with every dummy. The driving position is defined as a dummy having its back in contact with the seat back at an angle of 5 to 10 ° towards the rear. The shock absorber is at a mean value (otherwise impact on the height). 3. Requirements for visibility The safety guidebook mainly focuses on visibility for several reasons: the line-of-sight principle ­ fundamental in tramway safety ­ and a specific visual strategy in getting information in tramway driving. This strategy is close to the one used in bus driving (same urban environment), however it is more demanding and stressful. Indeed, due to longer stopping distance and impossibility to avoid any obstacle, the driver has to anticipate more. Drivers mainly use far-off vision and proceed to regular look over both sides in a closer field of vision. Giving means to tram drivers to anticipate can reduce collisions with every third parties (specially pedestrians) but also emergency braking thus falls in the tram due to those braking (275 victims in 2012 in France). To cover the dangers drivers are most afraid of, requirements were defined to improve vision on pedestrians and cyclists. When a requirement about visibility is defined, it is implicit that the driver has direct visibility (no use of on-board camera or mirrors for example). 3.1. Far-off outside field of vision Far-off outside field of vision is important for the driver so he can anticipate when the tramway is moving and see clearly the tram signals. The figure 1 summarises the requirements about this field of vision. The windscreen covers up to at least 25 ° above the horizontal plane (in the profile plane) located at eye level for every dummy. As in the European Community directive about road vehicles, the forward field of vision shall cover at least 180 °. It shall be no obstacle, specially no pillars, in an angle of 100 ° minimum (90 ° allowed), called , symmetrical about the tram axis. This requirement enable drivers to see a car stopped at a traffic light when the platform is sidelong inserted (embedded track plus road lanes are wide of 24 m) until 20 meters before the tram traffic light (20 meters are the stopping distance in emergency braking at 30 km/h, usual speed instructions to cross a crossroads). 588 Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 Fig. 1. Far-off vision angle requirements. The angle of obstruction, called , of each pillar or any other equipment shall not exceed 6 ° (6.5 ° allowed) on the range from 25 ° above the horizontal at eye level to X ° below the horizontal (see fig. 2). X ° is defined as the angle the driver can see the upper 50 mm of a cylinder of 300 mm diameter, 1100 mm tall located at 1 m in front of the foremost surface of the tram. This requirement covers the risk to obstruct a pedestrian or a cyclist while the tramway is moving. In 2010 two severe collisions with pedestrians blamed the wide pillars (angles of obstruction of 8 ° and 18 °). Fig. 2. X ° definition. In case of off-centre driving position, an additional requirement defines an angle of no obstruction of 25 ° minimum about the line of sight. The aim is to forbid a pillar too close to the driver. 3.2. Close outside field of vision The close field of vision is particularly important when the tram is restarting. The goal is to limit hidden areas so the driver can detect a danger and easily see the tram lights. Managing the tram start is specially important in areas with lots of pedestrians, as tram stops for example. The main risk to cover is a collision with a pedestrian from a child to an adult. A child of 6 years old stands for children category as in the UN Global Technical Regulation No.9 regarding pedestrian safety; age of a child considered autonomous when moving. Some debates occurred on the stature of the child: 1100 mm stature was finally maintained as an ISO standard applying to bus vehicles has a requirement of visibility on a bar placed at a height of 1100 mm and as French textile industry considers that a 6 years old child is 1100 mm up to 1160 mm tall. A cylinder of 300 mm diameter, 1100 mm tall is used to stand for a 6 years old child. It is located in the 180 ° forward field of vision at 1 meter in front of the foremost surface of the tram (see fig. 3). Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 589 Fig. 3. Positions for visibility requirements on cylinder. The former version of the guidebook had a general objective about driver's capacity to detect this cylinder. A general objective could allow the point that if the visible percentage of the cylinder surface is strictly superior to zero then the requirement is fulfilled. Therefore a work was done to define an impartial criterion of visibility. The values were determined from different layouts of existing rolling stocks. The driver shall see the cylinder: In case of a pillar obstruction, at least 4% of its reference surface. This reference surface is defined as the sum of the projections of the top and the front surfaces. The projection plane is orthogonal to the driver's line of sight and located at the point located at 1 meter in front of the foremost surface of the tram on the top surface of the cylinder. It is allowed to sum discontinuous visible surfaces to reach the 4% goal. In other obstructions, at least the upper 5 cm (see Fig. 2. X ° definition). 3.3. Monitoring of passenger turnaround To cover one of dangers drivers fear the most, specifications about the function of monitoring the passenger turnaround were defined. The 2015 version of the guidebook distinguishes the function from the equipment usually used to fulfil this function, that is to say the rear-view cameras. This camera is indeed used for two functions: the aforementioned one and the monitoring of tram sides while the tramway is moving. A survey in French networks was done about benefits and inconveniences for this second use. The rear-view camera helps drivers particularly in mixed traffic (road vehicles on embedded track) but in some collisions drivers claimed their attention was focused on a vehicle overtaking the tram so they didn't see the third party forward. As this survey didn't enable to conclude in one way or another, this use while the tram is moving isn't a safety function. The monitoring of passenger turnaround covers two risks: tram trapping passengers between the doors and tram dragging passengers. When at tram stop (straight track) the monitoring device must enable to detect a cylinder of 1100 mm tall on the whole door width (door open). See fig. 4. The need of seeing the whole width is a new requirement introduced in the 2015 version (cylinder at doors axis in the previous version, ends of the door way not included) at request of operators who, on one hand, have an increasing number of children travelling alone and, on the other hand, ask passengers to step aside to let people get out. This new requirement covers a frequent situation but is demanding to some manufacturers specially for the vision of end doors (close to the rear-view camera). The cylinder is at 50 mm at most from the doorstep. This device shall be activated as long as part of the tram is still in the tram stop. 590 Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 Fig. 4. Monitoring passenger turnaround. The previous specifications about screen size were removed because it should depend highly on the position of the driver relative to the screens. The requirement of having a colour camera was also removed because some operators prefer black and white cameras for a better contrast. 4. Consequences of postural constraints Both safety and ergonomics guidebooks deal with the theme of this chapter on different levels. The following summary focuses on safety prescriptions for some functions (for more information both guidebooks are available on internet). 4.1. Pedals As traction and brake are controlled by foot, the force to activate these pedals has a safety role: the driver shall be able to dose accurately the traction and brake in order to limit risk of passenger falling in the tram or a collision due to insufficient braking. Ranges of activation force for the traction pedal and for the braking pedal were defined. The surface of braking pedal has to be non-slip. To avoid a wrong activation, there shall be enough space between pedals so one foot can't activate two pedals simultaneously and a space to rest driver's feet. To keep similar to road vehicle driving, acceleration and braking pedals are activated by the right foot and the braking pedal is on the left of the acceleration one. 4.2. Master controller handle In case of a driver's sudden weakness, if the driver lets go the master controller, it shall not stay in a traction position and have to come back at least in neutral position. To avoid unnecessary emergency braking, a notch must exist to distinguish emergency braking from service braking and neutral position from other positions. As for traction and braking pedals, the forces to activate the master controller are limited and it shall be a space to rest the driver's forearm. 4.3. Inside field of vision While driving, the driver shall be able to see some indicators without losing the vision of outside environment: tachometer, passenger emergency alarm, passenger emergency call alarm, and technical faults alarms. The inside field of vision is defined in the vertical plane from 20 ° over the horizontal plane (at eye level) to 30 ° above (40 ° allowed) and in the horizontal plane at 50 ° at most from the line of sight (preferentially 35 °). 4.4. Controls Some general principles are defined to order controls locations in three areas. Controls shall be located regarding their impact on safety and their use frequency, for example two functions potentially used simultaneously don't end up having driver's arms crossed. Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 591 A control is not necessary in the inside field of vision but should be reached intuitively if often used as gong, horn, driver's activity control, warnings and security braking. A control few used but which has a safety role must be located in an easily reachable area and has to be clearly identified in day light as in night. As in conventional railways, three areas are defined (see fig. 5): Area 1: the driver is in driving position (as defined at the beginning of this document), looking forward handling the master controller if need be. Controls in this area have to be reachable with a simple arm move without any trunk move compared to the driving position. Area 2: the driver uses sometimes a control while driving. In addition to an arm move, to reach the control, the driver can use his trunk up to 15 ° either with a bending in profile plane or lateral bending. Area 3: the driver rarely uses a control and can stand up to reach it. Fig. 5. Areas for controls location. Both guidebooks detail main controls and allocate to each an area of location standing for the minimum requirement regarding the reachability (if a control is listed in area 2, it can still be set up in area 1). According to the tram line configuration, the safety analysis can conclude to a higher demanding location than the one defines in the guidebook. If a control gathers several functions, this control shall be located at most demanding location. Some controls have to be lead-sealed such as isolation switch for bogie, reverse running and isolation for driver's activity control actuator. 4.5. Driver's activity control actuator This item is an important issue in ergonomics as drivers repeatedly activate this control all day long. The comfort guidebook specifies maximal forces, sizes for handles and it recommends having a hand-operated actuator and a foot-operated one. The safety guidebook only summarises the features the actuator shall have to fulfil its role: in case of a driver falling unconscious, the actuator can't remain activated by the driver due to its loosening (hand dropping on a push button or leg weight getting down a pedal for example). 592 Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 5. Driving cab environment 5.1. Windscreen and side windows Prescriptions of this chapter apply to windscreen and side windows located in the 180 ° forward field of vision. A French conventional railway standard regarding windscreen was partially used for requirements and tests about photometric features (factor of luminous transmission) and vision quality. In addition it is specified that perception of colours of lights directed at tram drivers or at road vehicle drivers should not be changed, specially in case of a tinted windscreen. Efficient demist and de-icing systems must equip the cab and shall not lead to a visual distortion. Demist system on windscreen shall cover at least the same area as the windscreen wipers. On side windows, it shall cover at least 80% of the surface for a range of height from 20 ° over the horizontal plane at eye level to X ° above (see §3.1 for X ° definition). 5.2. Windscreen wipers The area swept by windscreen wipers was not satisfactory according to operators so a new area was defined in the safety guidebook (see fig. 6): In the area over the horizontal plane at eye level, a triangle surface with its summit on the line of sight (or tram axis for centred driving position) at 20 ° minimum above the horizontal plane and the other points at least 40 ° (35 ° allowed) laterally for both, In the area above the same horizontal plane, a surface symmetrical about the tram axis between least 40 ° (35 ° allowed) laterally for both sides and up to X ° vertically (see §3.1 for X ° definition). Fig. 6. Windscreen wiper field (a) for centred driving position (b) for off-centre driving position. The windscreen wiper field must cover not less than 95% of this area due to technical difficulties to sweep both corners and a limited bottom centred area. 5.3. Sunshield Driver's cabs shall be equipped with sunshield (tinted window or sun visor for example) for all windows located in the 180 ° forward field of vision. The eyes of each dummy are protected against direct sunray so drivers are not dazzled. 6. Practical application: Aubagne's rolling stock The first rolling stock that complies the visibility requirement runs in Aubagne since end of 2014. The comparison between designs of an old design (a 2.6 m wide rolling stock with large pillars) and of Aubagne's shows Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 593 a big improvement in visibility of two cylinders, standing for a child of 1200 mm tall (used before the original guidebook) and one for a 1100 mm tall (see fig. 7 and fig. 8). Fig. 7.(a) Visibility in old design driving cab (b) Visibility in design meeting new requirements. Whereas the cylinder of 1100 mm tall is always visible from Aubagne's cab for both 5th and 95th percentiles, pillars in an old design hide completely both cylinders and 5th percentile can't see the 1100 mm tall cylinder in the front windscreen (only in side window). Fig. 8. (a) Old design (b) New design (Aubagne). 594 Alexandra Guesset et al. / Transportation Research Procedia 14 (2016) 585 ­ 594 7. Tram-trains The 2015 version of the safety guidebook also deals with tram-train cabs. As tram-trains can operate in the same urban environment as tramways, they share the same needs. But because there are more regulations in conventional railways and more controls in driving desk, the compatibility with the tram specifications was analysed. Six points were adapted: dummies, maximal obstruction angle due to a pillar, tolerance for having an indirect visibility on the cylinder, definition of vertical plane for the inside field of vision, location of controls and the windscreen wiper field. 8. Conclusion The updated version of the guidebook should be easier to apply for manufacturers as for French public authorities in charge of transport policy. It was important to raise awareness among public authorities to the impact on safety of a design choice. In 2015 only one operating rolling stock fulfils the guidebook, 5 projects of rolling stock purchases consistent with the guidebook are in progress. The return of experience of these new rolling stocks will be looked at. Moreover the European standardization committee launched a work of adapting conventional railway standards to urban rail. In this context, a standard about tram driver's cab might be created. The STRMTG will participate to the European standard working group to present the approach of the French working group. To that purpose, an official English version of the guidebook will be available on the STRMTG website at the beginning of 2016. References EBA, 1987. "Ordinance on the Construction and Operation of Street Railways" OFT/BAV, 2014. "Measures of execution of railway regulation" ORR, 2006. "Guidance on Tramways" STRMTG, 2015. "Sécurité des postes de conduite de tramways" UN, 2008. "Global Technical Regulation No.9 regarding pedestrian safety" UTP-GART, 2015. "Confort des postes de conduite de tramways" VDV, 1996. "Recommendation of type ­ Light Rail Vehicles"