New 7/8/11
Ergonomics Committee
Subject: Lessons learned
Members, Division 272,
During the discussions leading up to the cab design of the ALP45DP I was asked to compile a list of “lessons learned” from past locomotive projects with the goal of designing a safer, healthier workspace for locomotive engineers in future locomotive designs specifically the newly ordered ALP-45DP Multi-Powered locomotives. To do this I have leaned heavily on personal experience, the experience of other engineers and the FRA’s publication, Human Factors Guidelines for Locomotive Cabs, dated November, 1998 available for download at: http://ntl.bts.gov/lib/13000/13100/13176/ord9803.pdf which I think should be considered as a minimum standard for locomotive cab design.
I am also using excerpts where apropos from the notes of Company representatives dated March 25, 2009 that were forwarded to me.
These are not by any means all the problems encountered in past designs that are relevant to the task at hand. I am sure others will arise as discussion continues. A meeting of the Ergonomics Committee and management is essential to work out all the kinks in the ALP45DP locomotive cab design before the sheet metal is stamped out and design changes become costly.
Some lessons learned from the ALP-46/PL42AC projects:
Company notes:
It was suggested that the operating engineers outside entrance doors and or door ways be designed so that the area between the door and the door frame (hinge area) can not be used as a handhold. Injury has occurred from the accidental use of this area as a hand hold in the past.
The “submarine” cab entrance doors:
The Ergonomics Committee is on record as to the hazardous situation this design creates for the engineer and the four injuries that have occurred due to this design are testimony to the problem. The ALP-46 doors are much better in design. Sharp edges on the door or door frame on all sides are to be avoided at all costs as it creates a guillotine effect when accidentally closed on a hand or finger. A raised door threshold is a tripping hazard that should be avoided.
Door locking mechanisms need to be effective but without undue stress on the engineer’s wrist/hand when unlocking cab doors while carrying a bag and standing on a ladder at the same time. This requires a one handed operation of a key. Key size and shape and the mechanical advantage of the lock has to be such that placing a key in the keyhole and twisting it to unlock a door will not require undo arm/wrist strength nor jeopardize the balance of a crew member unlocking the door while standing on a ladder.
As an addendum: ladders to the cab need to have rungs that are self cleaning when snow or ice is present. The top steps (those that are at the car body level) must have enough of an indentation into the car body that the engineer’s feet can securely rest on the step without having to be turned sideways.
A/C-heater vents:
The placing of these vents confound the FRA’s recommendations for the placement of A/C and heating vents in that they are positioned directly above the engineer’s (and fireman’s) seats. The vanes used to divert the flow of air can only be manually changed and each vane must be changed individually. The vanes have sharp edges and are subject to being broken and accidentally removed. The ALP-46 design is better for both A/C and heat and the PL42AC over the seat vent design should not be used. Auxiliary heaters are an advantage.
Switchology:
Company notes:
The remote mode change was presented and was believed to be acceptable. The remote change presented was that of using the fault reset as a toggle between the electric mode and the diesel mode. (Since the meeting on March 25, 2009, another method of mode change has been presented and seems to be more favorable. This method was the preferred method from the builder Bombardier and now also favored by Jimmy Gee - NJT System General Road Foreman. This method separates the two modes with 2 independent initiation methods. The fault reset push button would be used for initiating the diesel mode and the pan up push button would be used for initiating the eclectic mode.)
All controls that will be normally used by the engineer should be placed in front of the engineer and within easy arms reach so that the engineer does not have to leave the seat or rise up off the seat to perform these tasks. These switches include but are not limited to: EP breaker, marker light switches, Routine 6/System reset breakers, power changeover/remote power change buttons, pan up/down and HEP on/off switches. Separate radio and PA/IC heads with individually adjusted volume controls.
The present analog air and load meter gauges as well as the digital indications on the IDU seem to be working well.
Alarms:
I thought that we had solved the problem of excessively loud alarms (wheel slip and Handbrake) during the design talks with Bombardier on the Multi-level cab cars. It was agreed by all parties during those discussions that the alarms volume levels would be set at the lowest possible levels yet we are now receiving complaints by engineers that the alarm volumes on the Multi-level cab cars are excessive. We should strive once again to reduce alarms levels to a volume that does not cause a shock to the engineer’s system and distract the engineer from the safe performance of his job.
SDU and IDU on the windshield in front of the engineer:
Company notes:
It was suggested that the operating engineers desk have an extension above the backlit data screens. The extension would be for the purpose of preventing the sun from washing out the screen when the sun is directly in front of the locomotive and for the purpose of preventing the screen from reflecting on to the front windshield at night.
This is a problem that can be solved in design of the control desk prior to construction. It is a major problem with the PL42AC, a problem for which a design fix has not been implemented. The ALP-46 is a better design. It might be feasible to design the control desk so that light from the side windows can not wash out either the SDU or the IDU and still be seen clearly from the engineer’s seat.
Washed out Speed Display Unit:
This is a problem common to all our equipment with the SDU. Sun light from the side window, even with the tinting, washes out the SDU so the speed cannot be read by the engineer. This problem is especially irksome when running on the markers of other trains and the cab signals are constantly dropping. With the washed out SDU it is almost impossible to see when your speed has dropped sufficiently to satisfy the requirements of the CSS.
Adequate (opaque) and substantial (heavy duty material) side curtains that can lowered to cut out glare from the side windows are essential to help reduce glare on the control desk. Separate windshield curtains work well on the ALP-46. The problem of glare obscuring the SDU might also be exacerbated by the lack of contrast between the grey background and the green numbers when the cab signal indication is “Clear”. The problem is worse when the SDU is dimmed to reduce brightness at night as the green blends into the background even more. Perhaps a different green could be incorporated or a “Night” setting like the IDU would help solve this problem.
Side windows/Mirrors:
The side windows on the ALP-46 are much preferred over the sliding windows of the PL42AC. In spite of the efforts of the Mechanical Department some of the side windows are still hard to open, The window in both the PL42AC and ALP-46 is positioned in such a way that the engineer must reach out to open it and places his/her arm in such a position from the seat (with the arm almost straight out) that injury to the arm can occur. The other option for the engineer is to leave the seat and stand up to open the window. I understand that the distance of the window from the seated engineer is required by the Feds as part of the cab crash worthiness but the potential for injury should not be part of the design. Window mechanisms must be smooth and easy to raise and lower. Mirrors on the fireman’s side should be placed so that the engineer can see the left side of the train using the full mirrored surface. Small convex mirrors on the bottom of full size mirrors is a plus.
Cab Seats:
While the present cab seats in the ALP-46 and PL42AC are comfortable the adjustment mechanisms have proven too fragile in present use. Many knobs just turn without affecting the adjustment of the seat height, pan or seat back angle. A more substantial design seat adjustment mechanism is a must for future cabs. It might be of advantage to have several seat manufacturers bring their wares for evaluation before a final seat if chosen.
Adjustable floor under the control desk:
This is a good idea in that it allows for varying length legs. Unfortunately, in the PL42AC locomotives, the floor on some locomotives has begun to vibrate making for a very uncomfortable ride. While I recommend this floor for future locomotives a more substantial design or vigorous reporting and maintenance program will have to be the standard.
Tripping and head banging hazards:
There are too many tripping and head banging opportunities for anyone trying to navigate from the cab to the rear of the PL42AC locomotive. The doors to the engine room from the electronics bay and from the engine room to the air room are much too narrow for an engineer with a bag to get through without the possibility of getting their grip/bag/knapsack caught on the door jambs. As a result of the poor design of wire runs and overhead pipes, tripping and head banging hazards abound in this engine.
The toilet:
Company notes:
The toilet location and improvements to remove the odors was discussed. The location at the rear of the locomotive was believed to be acceptable. The odor removal improvements consisted of improving the seal on the toilet door so that outside (engine room) air would be drawn in through the button of the door opening and out through the top of the toilet room. This is believed to be an improvement over the current design where the door is not sealed and allows the outside air to effectively by-pass the toilet room by entering at the top of the door. The air flow improvement is also being done on the new ALP46A.
Having arrived in the fourth month of the ninth year of the twenty first century it should be hard to imagine that the elimination of human waste in a clean, sanitary (including odors emanating from the toilet) way would be a problem...but it apparently is a problem for the designers and purchasers of locomotives. More and more engineers are spending more and more time in the locomotive seat. We run the train, we wait to run the train, we eat our lunches while waiting to run the train, and relieve we ourselves while waiting to run the train. Is it too much to ask that locomotive engineers be allowed to do these things in an environment that is clean and free of the stink that invades our work spaces from a poorly designed and poorly maintained toilet?
Moving an inadequately design toilet further back from the cab is not acceptable. Moving the toilet further from the cab only requires the engineer to traverse a noise and electrical hazard area that is unheated to get to a toilet which reeks of sewer gas, is too small, unheated, poorly lit, and doesn’t come close to complying with the FRA’s recommendations for toilets in locomotives (see 272.org/Toilet_construction) for a shortcut to the FRA’s recommendations for toilets). The present situation with the ALP-46 toilet ventilation was a quick fix to a badly designed toilet and still causes sewer gasses to be drawn into the toilet enclosure (whether occupied or not) but only when the air compressor is working. It is time to properly address the issue of toilet ventilation in this newly designed locomotive and end the problem of venting sewer gas once and for all. Sewer gasses must be exhausted from the retention tank into the atmosphere outside of the carbody. Sewer gasses allowed to be vented inside the carbody present an inhalation hazard to train crews and maintenance crews alike.
For the FRA recommendations on toilets see: FRA report: Human Factors Guidelines for Locomotive Cabs, Pages 50-57
Venting of fire suppressant:
Company notes:
It was suggested that the fire suppression system components be enclosed and that tamper proof fasteners be used.
Is this fire suppressant a gas that will kill the engineer while stopping an engine room fire from spreading? We don’t need a fire suppression system whose only saving grace to the engineer is that his/her body will be unburned when found. Adequate protection for the engineer must be assured.
Cab Cleanliness:
Company notes:
The need for a trash receptacle in the cab was discussed. The current practice is to place a large paper bag for trash in the cab as well as having a trash receptacle. The trash receptacle on the ALP46 was believed to be a nuisance and takes up valuable room in the cab. It was also discussed that the trash receptacle requires an unacceptable amount of maintenance. It was decided that a trash receptacle was not needed and that operations would proceed in the direction of using a smaller trash bag with adhesive so that it could be place on a convenient flat surface in the cab.
The FRA recommends a trash receptacle in the cab however experience with the Comet V cab cars has demonstrated that, although a trash container in the cab is a good idea, trash containers were not frequently cleaned and began to disappear soon after the cars entered service. Large garbage bags in the PL42ACor ALP-46 interfere with movement in the cab and, in any event, were not removed and replaced frequently enough to avoid the smells of rotting garbage and spillage from overturned bags. Daily removal and replacement or garbage bags or daily cleaning of garbage containers as well as daily cleaning of the cab floor is the only way to maintain an adequate level of cleanliness in the cab which requires an ongoing commitment from the Mechanical Department. This is just not done with any regularity at present.
“Clean Cab”:
Company notes:
The requirement for the use of the "clean cab" radio system was discussed. It was explained that the communications department was requesting the use of a standard railroad "clean cab" radio and that the decision to use the "clean cab" radio has not yet been finalized. It was decided that the "clean cab" standard radio would not pose an issue and would be acceptable for use by the operating engineers.
4.1.2 Human Factors Considerations (FRA report: Human Factors Guidelines for Locomotive Cabs)
Hazards should be designed out. The clean cab concept of avoiding protruding parts and sharp edges is a perfect example. Wilde and Stinson (1978) note the contribution that the floor makes to injuries. Elimination of tripping hazards created by level changes and a surface that provides traction even if soles are oily are considerations. The reasonable comfort requirements of the cab crew need to be considered. The need for water, clothes storage, food storage, toilet facilities, and other conveniences provided in most situations are reasonable expectations. Aesthetic needs and cleanliness levels are other areas that need attention. The railroad industry has a tradition of austere working conditions. With the rapid pace of change in home and workplace technology, newer employees may consider more modern accommodations as the norm. The human factors tenets of: 1) using traditional expectations, and 2) the introduction of changes to improve user "fit" requires tradeoffs that are not dictated by hard and fast rules. However, the long service life of locomotives means that decisions will impact crew comfort for a long time.
I welcome additions, corrections, and comments as continuing communications between the locomotive engineers and the design team is critical to the design of a safe and healthy work environment that is efficient and effective from the outset. I am just as sure that there will be additions to this list and all additional topics should be well discussed before the design of this locomotive is complete.
Steve Kay
Chairman
BLE&TNJT Ergonomics Committee
Why we need an Ergonomics Committee and why it must meet regularly with the Mechanical Department
Pictures of the ALP45DP on display in Berlin
Bombardier to build dual mode locomotives for NJ Transit
Bombardier to Supply New Electric Locomotives for NJ Transit
A quick first look at the coming ALP45DP Dual-Powered locomotives
PL42AC design problems
PL42AC Locomotives
The PL42AC diesel locomotives are here. Check them out here.
A first look at our new MP20 Caterpillar powered switcher
New 10/19/07
First look at the P40 Locomotives for the Atlantic City Casino Service
Multi-level Passenger cars
Improper installation of Amtrak's signals in NYP causes minor damage in multi-level clearance test.
The Bombardier Multi-levels are here. Updated version now available: Check them out here
In 2004, in preparation for the new Multilevel cab cars, Human Works, Inc. did an Ergonomic study of the Multilevel cab design that was presented to Bombardier Transportation and was used as the basis for the cab configuration we now have. At the urging of the BLE&T Ergonomics Committee modifications have been made to this design. View the results of the study.
