BLE Ergo Committee flies to Montreal to meet with Bombardier's Design Team*
On August 13th Bob Daniels
and I flew to Montreal to view, and comment on, the soft mockup for the
Comet VI (multi-level) cab. While the schematic of the cab is pictured in
another report I am going to display it here so you have an easy reference
to our comments. I want to personally thank the Design Team from Bombardier
for their hospitality, and enthusiasm. Nancy Lessard took pages of notes as
I babbled on about each knob, button and switch, colors, locations,
visibility, ad nausium. At all times there were no less than six members of
Bombardier's Design Team peering in through doors and windows,
repositioning foam mockups of controllers, brake valves, switches and all
manner of stuff to comply with our wishes and suggestions (and showing
great patience and good humor in the process). Some things can be done,
others not. At all times we tried to stress to the Design Team that
"Convenience encourages use"; controls that are easy to see and use will be
used. We have about a month from this date, 8-14-03, before
Bombardier has to move on our suggestions so if any of you have comments,
questions, or suggestions, now is the time to give them up. You can email
Bob or
me or any of the Ergo Committee
members with your questions or comments.
First of all, the cab size will be familiar to all who run Comet IVs. These are the constraints the Design Team was forced to work within so some of the preferred items such as full recliners, integrated Bose stereo systems, Star Trek "Enterprise" style control desk, full size refrigerator/microwave combination, and Internet access for the engineer are beyond the limits allowed the Design Team.
Within these design
limitations Bob and I made several recommendations:
1.
Eliminate the call bell ( does anyone really use it?). There didn't
seem to be a problem with this since the call bell was essentially used to
call the fireman who was in the rear of the engine attending to the steam
boiler.
2. Move the bell valve and Alertor reset buttons
nearer to the controller as in the present Comet IV cab cars (this makes
them easier to operate). Here is a first chance at standardization.
In the Comet IV the placement of the Alertor reset button and the car bell
are well positioned for easy access and operation. We recommended that they
remain as placed on the Comet IV. The Bombardier Design Team seemed pleased
with the recommendation and would consult their schematics of the Comet
IVs.
3. Move the Emergency Shutdown button to a location
away from the other controls so it is not accidentally activated. Make it
the same color as the shutdown button on the Alp 46s. We showed them
pictures of the Emergency Shutdown Button from the ALP-46s and explained
that ease of recognition and access was important in an emergency
situation.
The Design Team did not think this was a problem.
4. Since the metal in the cab will be a matt
black use a contrasting color for the buttons, label backing plates, and knobs.
Again, pictures of the Comet V cab with the black on black on black
color scheme from Alstom brought chuckles and grins from the Design Team.
We took time to explain that engineers work in the hours before sunrise and
after sunset. Visibility within the cab can make it difficult to
distinguish the function of look-alike switches and buttons (a perfect
example is the layover heat and cab heater switches on the Comet V cab
cars. Their position above the windshield and look-alike design makes it
difficult to know which is which). We asked that the function tags be lit
to make them easier to identify but were told that this was not possible.
We then asked that the tags be photo luminescent (glow in the dark). They
said this was possible but were not sure how long the tags would stay
bright. It is my personal opinion that a photo luminescent function tag is
better than no lighting at all. We shall see.
5. Eliminate the large headlight and Aux.
light switches and use the toggle switches like in the Alp 46s.
We talked to the Design Team about the function of ditch lights and
Headlights. There is no standard at Transit and this is a problem,
especially in the day time when it is impossible to check which
configuration the cab car or locomotive has without going outside numerous
times to determine which switch turns on ditch lights and make sure
everything is working properly. There is also the inconvenience of dimming
the headlights and shutting off the ditch lights so as not to blind
engineers of opposing trains. This requires four separate movements of
switches for each opposing move times the number of trains that pass you.
It was suggested that the desired configuration was
to have the ditch lights come on anytime the headlight was on high and go
off when the head light is dimmed. The ditch lights should flash when the
bell is rung or the horn is blown. Eliminate the clunky headlight
and ditch light switches. Replace them with the ALP-46 style toggle
switches in the same place where the Comet V headlight switches are now.
This makes them convenient and easy to use.
6. No unnecessary audible alarms in the cab.
We are told that these alarms are generated from the locomotives but since
the Alps do not have audible alarms for the wheel slip or handbrake I see
no reason to have them in the cab car.
There is a work order out to eliminate the audible alarms for the handbrake
and wheel slip in the Comet IV and V cab cars. We can solve a major bitch
by designing the Comet VI and all other locomotives and cab cars without
the annoying and useless audible alarms and perhaps save the company money
to boot. This did not seem to be a problem for the Transit Representatives
or the Bombardier Design Team.
7. We need a clip for Form Ds, Bulletin Orders, etc.
In the Comet III and IV cab cars there is no place to put paperwork
without covering gauges or controls. Since paperwork is an essential aspect
of the job we need a clip somewhere clear and convenient for the necessary
paperwork. There is no place on the desk top to put a clip for
paperwork. Such a clip will have to go on the right sidewall under or to
the left of the window. This will require a strong clip to hold all the
possible paperwork required for the engineer including Bulletin orders,
Form Ds, Chinese takeout menus, etc.
8. We are going to have a dimmable order light.
The Design Team asked us if the overhead light could be used as an
order light, or in place of switch and button tags lights. It was explained
that a fluorescent light is too bright at night and the engineer can loose
his night vision. It is also cumbersome to turn the overhead light on every
time the engineer needs to change a switch position or use a control that
is not familiar. Instances like this show the need
for locomotive engineers to be intimately involved in the design of
control car and locomotive cabs since it becomes obvious that what works in
an office environment can be unwieldy or downright dangerous on a moving
train.
9. All switches for
lights in the cab will be in the cab. This includes the vestibule light on
the left side of the cab and the marker lights.
Members of the Design Team found it
incredible that the switch for the vestibule light on a Comet V was in the
center of the car. They couldn't understand that placement anymore than we
could. The switch for the vestibule light and all switches that control cab
functions will be designed into the cab.
11. The sun visor will
be much like the ALP-44s and 46s. It will be a window shade type of visor.
This will allow the engineer better
shade when running into the sun and less thermal warming when the cab is
not occupied. The side windows will be tinted to eliminate glare and the
washing out of gauges and SDU.
13. Cab heater switches
should be the same style as in the ALP-46s. We don't need the big clunky
cab heater switches. We also talked
about noisy cab heaters. The Design Team talked about squirrel cage fans
and other ways to quiet the heaters. They are on board on this and will
work with us.
14. The sander switches should also be the same as the ALP-46s.
We talked about the "joy stick" sanding
buttons and the problem of the joy sticks "disappearing". The design Team
said they could built them so the joy sticks would stay put. Either way
seemed okay to me.
15. Bring the EP breaker to the front. We
suggested the standard Engine run/Generator Field switches be incorporated
in the new cabs and that the EP switch be placed nearby. They will work on
this.
16. We asked for a seat pedestal that allowed more
vertical movement for our taller engineers since leg room is at a premium
in this cab. The seat will be the Comet V seat.
17. A better designed cup holder than the one in the Comet V.
18. Ventilation: The Comet V cab ventilation is extremely poor at
best to the point where the only way to get satisfactory cooling in the cab
is to open the side window and draft cool air from the car body. This is
unacceptable.. We asked Bombardier to give us more air flow into the cab
through both more and stronger air flow through the air vents on the
engineer's side but also through an air vent on the fireman's side of the
cab. I would rather has maximum flow and be able to slow the air than not
have enough.
The Master
Controller, Reverser, Horn, and EPIC brake valve will be the same as on the
Comet IV and V cab cars. Bob Daniels brought along a design for a reverser
"knob" that he has been working on which would eliminate the long handle on
the present reverser that can get in the way. It showed a lot of thought. A
couple of samples were left with the Design Team for checking and testing.
Good work BOB!
If we have learned on thing from the Alstom Comet V disaster it is that we
CAN learn from negative examples!
What the Ergo Committee is
attempting here is to create a standard for locomotives and cab cars by
taking the best of what we have, eliminating what is irrelevant or
irritating, and creating an environment that engineers will at least find
comfortable and agreeable. A relaxed, familiar, and comfortable work
environment reduces fatigue, aggravation, distractions, and in doing so,
promotes safety.
I am sure I left forgotten
and left out things which I should have included in this report. As I am
reminded and corrected (which I am sure to be) I will update.
It is, ultimately, your work environment. Your input in essential.
Fraternally,
Steve Kay
BLE Ergonomics Committee Member
*Members of the Design Team are too many to mention but include: Luc Fouquette, Marc Frenette, Nancy Lessard, and Clermont Gignac. Bob and I thank them all for their efforts to make our cab design more user friendly.