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Owing to information technology developments, closed-circuit TVs have been widely used everywhere in society for the early detection of risks. Public transport systems such as buses, taxis, etc., have increased the use of in-cab inward CCTVs. But in railroad transportation companies, the installation of CCTVs has been opposed by railway engineer unions because the installation is done only to monitor the driver’s behavior, without the consideration for preventing boredom during long driving times. For this reason, in-cab inward-CCTVs have been operated by only a few railroad companies in a few countries.

In Korea, a law for the installation of in-cab inward CCTVs has been established, but the enforcement was suspended due to the opposition of the railroad union. But it’s time to seriously rethink the potential of in-cab inward-CCTVs as a means of securing railway safety from the boredom of drivers by providing sophisticated functionality as part of a driving assistance system.

To suggest a proper driving assistance system for train drivers, first we used a full train operating simulator to study the driver’s response during a situation of trying to relieve boredom, such as texting, watching videos, smoking, etc., to the recognition of an abnormal condition in the operation of train devices. Secondly, we conducted various interviews with train drivers, operators, developers, manufactures, etc., about the proper role of train driver under a fully automated train operation system, the vision of the train driver’s role in the future, the most important factor issues for the different levels of automation, what kinds of tasks the train driver engages in in a fully automated train, the allowable range of driver boredom necessary according to the level of automation, etc. Finally, we clarified the necessary functions of the in-cab inward-CCTV as a driving assistance system for train drivers.

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A systematic approach to conducting on-site audits was developed, based on specific Regulation (EU) 2018/762 requirements. During the on-site audits, semi-structured interviews are administered to the organization’s staff at different level aiming to:

– listen to the Leadership of the organizations, about the HOF and SC implementation strategy;
– listen to the operative staff’s point of view about the implementation of HOF and SC;
– verify the effectiveness of the actions implementing HOF and SC;
– quantify two indexes: Compliance and Effectiveness.

The Compliance index aims to verify, during on-site audits, the correspondence between planned and accomplished actions by the railway organization, while the Implementation index aims to quantify the statements collected during the semi-structured interviews.

The campaign is still ongoing and about 1/3 of the railway organizations have been audited so far, corresponding to about the 80% of the Italian railway network and about 20% of the traffic volume carried out by the railway undertakings.

On average, the Implementation index scores higher values than the Compliance index, suggesting that itÕs easier, for the railway organizations, to achieve some results (due to the introduction of safety culture during training and the already present high awareness of risks of the railwayÕs people) rather than to integrate HOF and SC systematically into the SMS. The level of implementation of HOF and SC varies importantly amongst organizations and further detailed analysis will be presented. Some cons found are a poor acknowledgment of the Safety Policy and Aims of the organization by the operative staff; a preference for verbal vs. written reports; the adoption of risk analysis methods not suitable for HOF and SC; the lack of internal audit on HOF. Some pros found are the implementation of efficient confidential report systems, high awareness of the safety role of the operative staff, and the engagement of external experts on HOF and SC. Overall, some positive collateral consequences will be discussed.

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The Railway Safety Directorate of ORR is responsible for implementing ORR’s Health and Safety strategy for regulating Great Britain’s railways. We expect the railway industry to deliver continuous improvement in the health and safety of passengers, the public and the workforce. Our aim is for industry excellence in its health and safety management maturity, risk control and asset management. In this way, we will achieve our vision of: “zero industry caused fatalities and major injuries to passengers, the public, and the
workforce.”

ORR as the safety regulator is not the enforcing authority for cyber security, however, we recognise the line between safety risks potentially caused by poorly designed, operated and maintained software-based systems and cyber security is a blurred one, due to the increasing digitalisation of the rail sector. This relationship between safety and software was highlighted following an incident on the Cambrian ERTMS Level 2 line, whereby temporary speed restriction data was not being sent to the trains by the signalling system, however the display screen incorrectly showed the restrictions as being loaded for transmission to trains.

We require operators (transport undertakings, Infrastructure managers, contractors, manufacturers (e.g., of trains, signalling systems, telecoms equipment, control systems etc.)) to manage and control the health and safety risks that result from cyber security and software failures in the same way as other risks identified through their Safety Management System. Operators should address software and security issues in the specification, design and purchasing of equipment and systems to ensure that their operation does not lead to unintended safety consequences.

The Cyber Security and Safety Code of Practice published by the Institution of Engineering and Technology (IET) contains 15 “principles and indicators of good practice”. ORR recognised that these could be used to develop a set of challenge questions for use by ORR inspectors when meeting with railway operators and that there were close synergies with ORR’s Risk Management Maturity Model (RM3). RM3 is a tool that provides criteria for measuring management capability against five maturity levels across 26 criteria,
which are essential areas of a health and safety management system and ORR inspectors use RM3 to judge the capability of operators to manage health and safety. We worked with a supplier to develop a training course and a question set that has been trialled and we would welcome the opportunity to highlight our work in this challenging topic area.

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The RailHOF digital platform was launched at IRSC 2022. This collaborative project has been created by the rail sector for the rail sector. Human and Organisational Factors (HOF) experts from railway companies, the European Union Agency for Railways (ERA) and the International Union of Railways (UIC) worked together to coordinate the development of this platform.

RailHOF is now live and consulted with increasing frequency by visitors from across the world. This presentation will provide an update on the platform, sharing analytic data on the most popular subject areas, the countries who have consulted the platform the most and more. This is vital information about the HOF topics in which participants are interested or require assistance and provides input for future platform development.

The editorial team set up to develop content, structure the platform, moderate and ensure continued quality and impartiality of RailHOF meets regularly to improve the site. Much effort has been put into communicating and promoting RailHOF at conferences and expert meetings and through journal articles and interviews. This initiative has been successful as demonstrated by the increasing numbers of followers since the launch. These currently number 681 in the LinkedIn group and is further reflected in an increase in the number of connections and views on the site. Now that the platform has been launched and is in use, the challenge is to educate, guide use of and increase awareness about this platform in the railway sector, not only to draw inspiration from existing practices used by other railways, but to suggest new references and facilitating sharing problems, questions or successes related to the implementation of HOF. The presentation will include a live demonstration of RailHOF to illustrate these concepts.

Looking to the future, the editorial team is planning to create a forum and section dedicated to researchers in the field of railway HOF.

Although the digital platform is mainly directed to railway stakeholders, there are academics carrying out HOF railway research all over the world whose results could support evidence-based railway safety. We also plan to improve the section dedicated to people new to HOF by adding short videos of operational testimonies to illustrate HOF concepts in a more animated and accessible way. We expect the RailHOF platform to continue to develop to serve the needs of the rail community and this paper will present some of the planned evolution.

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