Assessment Methodology of Interior Aircraft Noise Influence on Pilot Performance and Temporary Threshold Shift

Previous studies have shown that the impact of interior aircraft noise on pilot performance was not unambiguous, neither there was any unanimous methodology used for measuring it. Furthermore, the cumulative character of noise was never taken into account. This research proposes a methodology that aims to determine the impact of accumulated general aviation aircraft interior noise on pilot performance in laboratory conditions. The assessment of the aircraft interior noise influence on Temporary Threshold Shift is integrated as well, enabling extended research of all aspects of the physiological noise impact on pilots. Methodology defines measurable noise and pilot performance parameters in general aviation, equipment requirements, necessary laboratory conditions and subject selection criteria. The analysis of the deviation from the specified flight parameters along with Temporary Threshold Shift values at different accumulated noise doses is carried out. Data is analyzed using descriptive statistics, visualization methods and linear mixed effects models with False Discovery Rate as the method for correction for multiple testing which allows the determination of the potential population effect

Impact of traffic noise on railway traffic safety

Traffic noise is one of the dominant factors of ergo-assessment. The harmful impact of traffic noise on the engine driver as target group can be studied in isolation from other ergo-assessment factors only in the initial phase of research. The simultaneous action of several related factors in the system of ergo-assessment factors has cumulative effect on the perception and psychomotoric status of the railway traffic participants in the appropriate traffic situation. The initial partial research of traffic noise by a combination of several scientific methods needs to be eventually upgraded by studying the relations among several concurrent important or dominant ergo-assessment factors

Using IRAP methodology when selecting traffic accidents caused by road vehicles driver fatigue

SAŽETAK: Korištenjem samo klasičnih metoda zasnovanih na izračunu objektivnog statističkog rizika nakon ekspertiza prometnih nesreća vrlo je teško pouzdano izdvojiti one za koje je mogući uzrok umor vozača cestovnih vozila. IRAP metodologija može bitno pomoći u boljem izdvajanju prometnih nesreća za koje je vjerojatni uzrok umor vozača, jer se iRAP metodologijom može brzo i objektivno procijeniti statička sigurnost prometne infrastrukture, a onda i isključiti kao mogući uzrok. Prema dinamičkom otvorenom Fullerovom TCI modelu „zahtjev zadaće-sposobnost vozača“, vozači dominantno određuju željenu razinu težine zadaće tijekom vožnje odabirom brzine, što u slučaju odabira nedopuštene brzine ili brzine neprilagođene uvjetima na cesti između ostaloga može ovisiti i o tome je li vozač umoran ili ne. Na primjeru šest prometnih nesreća na autocestama u Republici Hrvatskoj, izdvojenih statističkom obradom prema karakterističnim kriterijima iz recentne znanstvene literature, pokazat će se kako se primjenom iRAP metodologije odrednice prometne infrastrukture iz skupine čimbenika „prometni okoliš“ mogu potpuno isključiti kao uzrok prometne nesreće. Što točnije izdvajanje prometnih nesreća cestovnih vozila za koje je mogući uzrok umor pomoći će kolegama istraživačima iz ostalih znanstvenih područja istražiti karakteristične čimbenike prometnih nesreća povezanih s umorom, a zbog predlaganja mjera za smanjivanje utjecaja umora na izvedbu vozača.Using only classical methods based on the calculation of objective statistical risk after the traffic accident expertise, it is very difficult to select the traffic accidents that were probably caused by fatigue of road vehicle drivers. The iRAP methodology can significantly assist in the selection of road traffic accidents which were probably caused by the driver\u27s fatigue, because by using the iRAP methodology the static safety of road infrastructure elements can be quickly and objectively evaluated, and then excluded as a possible cause of a traffic accident. According to dynamic and open TCI Fuller\u27s model “task demand - driver\u27s capability”, drivers dominantly influence the desired level of task demand while driving by choosing the speed, which in the case of choosing the unacceptable speed or speed unsuited for the environmental conditions on the road, among the rest, may depend on whether the driver is under the influence of fatigue. On the example of six traffic accidents that occurred on motorways in the Republic of Croatia and were selected for statistical analysis by characteristic criteria from the recent scientific literature, it will be presented how by using the iRAP methodology the factors of road infrastructure from the group of “traffic environment” factors can be completely excluded as the cause of traffic accidents. The more accurate selection of road traffic accidents that were caused by driver’s fatigue will help researchers from other scientific fields to select and explore the characteristic factors of fatigue-related traffic accidents in order to suggest measures to reduce the fatigue effect on the driver\u27s performance

COGNITIVE APPROACH TO THE ERGONOMIC DESIGN OF THE WORK AND TRAFFIC ENVIRONMENT

Multidisciplinarna ergoprosudba sustava čovjek – stroj – okoliš od dizajnera upravljačnica i prometnih procesa zahtijeva znanja i vještine iz tzv. netehničkih znanosti. Nedopustiva je okolnost istraživanje ponašanja vozača i/ili projektiranje prometnih procesa samo prema klasičnom biheviorističkom pristupu na temelju objektivnog statističkog rizika nakon ekspertiza prometnih nesreća, kada je već od 80-ih godina prošlog stoljeća u Europi konstatirano da statistički objektivni rizik nije odrednica ponašanja vozača. Subjektivni rizik postaje jednak objektivnom statističkom riziku jedino u trenutku kada vozač postupa na granicama svoje sposobnosti, zadaća tada postaje preteška i vjerojatan je gubitak kontrole nad vozilom bez ITS-a ili sustava za pomoć vozaču koji bi eliminirali ili smanjili utjecaj čimbenika smetnje. Udjel „ljudskog faktora“ nije isti kod biheviorističkog i kognitivnog pristupa istraživanjima, iako u svim prometnim granama kod biheviorističkog pristupa istraživanjima statističkog objektivnog rizika intenzivno dominira. Čimbenici „prometnog okoliša“ i „prometnog sredstva“ (radni okoliš upravljačnice), prema dinamičkom otvorenom Fullerovom TCI modelu „zahtjev zadaće-sposobnost vozača“, utječu na težinu zadaće tijekom vožnje. Težinu zadaće i kognitivno opterećenje vozača tijekom vožnje moguće je, među ostalim, programirati i dizajnom upravljačnice, razmještanjem i pozicioniranjem svih često korištenih komandi na upravljačkoj ploči, a u interakciji s rasponima dosega ruku i biakromijalnim rasponom u središnjih 90 % iz dovoljnog i slučajnog uzorka vozača. Izrazito je bitno grupiranje i razmještaj srodnih komandi za promjenu brzine, jer je težina zadaće u TCI modelu dominantno povezana s promjenom brzine od „ljudskog faktora“. Za muške vozača tramvaja iz Sarajeva - pomoću parametara s brojčanim iznosima Iv, P(%) i ō - određeni su dominantni i važni čimbenici subjektivne smetnje iz kognitivne percepcije vozača, jer je kognitivno opterećenje vozača jedan od čimbenika promjene perceptivnog vremena odziva vozača PRT. Udjel „ljudskog faktora“ u čimbenicima smetnje vozača tramvaja povezan je s uvjetima rada i odmora, te je dokazano da taj udjel kod kognitivnog pristupa istraživanju nije dominantan u odnosu na udjele „prometnog okoliša“ i „prometnog sredstva“.A multidisciplinary ergonomic evaluations of the man-machine-environment system carried out on cabin controls and traffic processes demand from their designers a knowledge and training in the so-called non-technical sciences. Investigations of operator behaviour and/or design of traffic processes cannot be done only from the common behaviourist point of view based on the objective statistical risk assessed from traffic accidents, as already in the 1980s European experience showed that statistical risk is not a determinant in operator behaviour. Subjective risk becomes equal to the objective statistical risk only in the event when the operator acts at the limit of his capacity where the task at hand is too demanding and the loss of control over the vehicle is quite likely without ITS or a system for assistance that eliminate or reduce the effects of distraction. The role of the human factor is not the same in behaviourist and in cognitive study approach, but it needs to be said that in all branches of traffic the human factor is dominant in all behaviourist investigations of the objective risk. Traffic environment and vehicle (cabin controls), according to the dynamic open Fuller’s TCI model (task – capability interface), impact the task difficulty during vehicle operation. The difficulty of the task and the cognitive load on the operator during operation can be programmed by a correct design of controls placing all frequently used commands on the control board, and by taking into consideration the reach of the arms and the biachromial span. Of utmost essence is a correct grouping and placement of speed commands, since the difficulty of the task in the TCI model is predominantly in correlation with the speed change by the human factor. Dominant and important subjective distractions of the cognitive perception were determined for the male tram operators in Sarajevo using the numerical parameters Iv, P(%) and ō, as the cognitive load of the operators is one of the factors in changed perception-response time PRT. The role of the human factor in distractions is related to the circumstances such as work and rest, and it has been proven that in cognitive approach this role is not dominant when compared to the impact of traffic environment and means of traffic

COGNITIVE APPROACH TO THE ERGONOMIC DESIGN OF THE WORK AND TRAFFIC ENVIRONMENT

Multidisciplinarna ergoprosudba sustava čovjek – stroj – okoliš od dizajnera upravljačnica i prometnih procesa zahtijeva znanja i vještine iz tzv. netehničkih znanosti. Nedopustiva je okolnost istraživanje ponašanja vozača i/ili projektiranje prometnih procesa samo prema klasičnom biheviorističkom pristupu na temelju objektivnog statističkog rizika nakon ekspertiza prometnih nesreća, kada je već od 80-ih godina prošlog stoljeća u Europi konstatirano da statistički objektivni rizik nije odrednica ponašanja vozača. Subjektivni rizik postaje jednak objektivnom statističkom riziku jedino u trenutku kada vozač postupa na granicama svoje sposobnosti, zadaća tada postaje preteška i vjerojatan je gubitak kontrole nad vozilom bez ITS-a ili sustava za pomoć vozaču koji bi eliminirali ili smanjili utjecaj čimbenika smetnje. Udjel „ljudskog faktora“ nije isti kod biheviorističkog i kognitivnog pristupa istraživanjima, iako u svim prometnim granama kod biheviorističkog pristupa istraživanjima statističkog objektivnog rizika intenzivno dominira. Čimbenici „prometnog okoliša“ i „prometnog sredstva“ (radni okoliš upravljačnice), prema dinamičkom otvorenom Fullerovom TCI modelu „zahtjev zadaće-sposobnost vozača“, utječu na težinu zadaće tijekom vožnje. Težinu zadaće i kognitivno opterećenje vozača tijekom vožnje moguće je, među ostalim, programirati i dizajnom upravljačnice, razmještanjem i pozicioniranjem svih često korištenih komandi na upravljačkoj ploči, a u interakciji s rasponima dosega ruku i biakromijalnim rasponom u središnjih 90 % iz dovoljnog i slučajnog uzorka vozača. Izrazito je bitno grupiranje i razmještaj srodnih komandi za promjenu brzine, jer je težina zadaće u TCI modelu dominantno povezana s promjenom brzine od „ljudskog faktora“. Za muške vozača tramvaja iz Sarajeva - pomoću parametara s brojčanim iznosima Iv, P(%) i ō - određeni su dominantni i važni čimbenici subjektivne smetnje iz kognitivne percepcije vozača, jer je kognitivno opterećenje vozača jedan od čimbenika promjene perceptivnog vremena odziva vozača PRT. Udjel „ljudskog faktora“ u čimbenicima smetnje vozača tramvaja povezan je s uvjetima rada i odmora, te je dokazano da taj udjel kod kognitivnog pristupa istraživanju nije dominantan u odnosu na udjele „prometnog okoliša“ i „prometnog sredstva“.A multidisciplinary ergonomic evaluations of the man-machine-environment system carried out on cabin controls and traffic processes demand from their designers a knowledge and training in the so-called non-technical sciences. Investigations of operator behaviour and/or design of traffic processes cannot be done only from the common behaviourist point of view based on the objective statistical risk assessed from traffic accidents, as already in the 1980s European experience showed that statistical risk is not a determinant in operator behaviour. Subjective risk becomes equal to the objective statistical risk only in the event when the operator acts at the limit of his capacity where the task at hand is too demanding and the loss of control over the vehicle is quite likely without ITS or a system for assistance that eliminate or reduce the effects of distraction. The role of the human factor is not the same in behaviourist and in cognitive study approach, but it needs to be said that in all branches of traffic the human factor is dominant in all behaviourist investigations of the objective risk. Traffic environment and vehicle (cabin controls), according to the dynamic open Fuller’s TCI model (task – capability interface), impact the task difficulty during vehicle operation. The difficulty of the task and the cognitive load on the operator during operation can be programmed by a correct design of controls placing all frequently used commands on the control board, and by taking into consideration the reach of the arms and the biachromial span. Of utmost essence is a correct grouping and placement of speed commands, since the difficulty of the task in the TCI model is predominantly in correlation with the speed change by the human factor. Dominant and important subjective distractions of the cognitive perception were determined for the male tram operators in Sarajevo using the numerical parameters Iv, P(%) and ō, as the cognitive load of the operators is one of the factors in changed perception-response time PRT. The role of the human factor in distractions is related to the circumstances such as work and rest, and it has been proven that in cognitive approach this role is not dominant when compared to the impact of traffic environment and means of traffic

Anthropometric measures important for control panel design in locomotive or railcar

Često korištene komande na upravljačkoj ploči lokomotive ili motorne garniture potrebno je rasporediti pretežito unutar normalnog dosega ruku, uz korištenje višenamjenskih kontrolera za posluživanje više bitnih i često korištenih funkcija jednom rukom, kada god je to moguće. Iz izmjerenih antropomjera u središnjih 90 % od dovoljnog i slučajnog uzorka od 50 strojovođa statističkim metodama definiran je raspon normalnog i maksimalnog dosega ruku za cijelu populaciju u RH. Rasponi statičkih antropomjera strojovođa su konstitucijski čimbenici iz grupe "ljudskog faktora", a prema Fullerovom TCI modelu "zahtjev zadaće-sposobnost vozača" utječu na težinu zadaće tijekom vožnje. Dokazana je korelacijska ovisnost lumbalnog momenta Ml o indeksu tjelesne mase ITM u hipotetski najnepovoljnijem statičkom sjedećem radnom položaju, a na temelju stvarno izmjerenih statičkih antropomjera.Frequently used commands on the locomotive or railcar control panel need to be arranged mainly within the normal reach of the arm, using multi-purpose controllers for serving several important and frequently used functions by one hand, whenever possible. From the measured anthropometric measures in the central 90 % from the sufficient and random sample of 50 engine drivers the range of normal and maximal reach of arm has been defined using statistical methods for the entire population in Croatia. The ranges of statistical anthrompometric measures of the engine drivers are the constitutional factors from the group "human factor", and according to Fuller TCI model "task requirement – driver’s capability" affect the difficulty of the task during driving. The correlation dependence of lumbar moment Ml on the index of mass BMI has been proven in the hypothetically most unfavourable statistical seating working position, and based on the really measured statistical anthropometric measures

Modelling of fuzzy logic based dispatcher support system for railway traffic control in station area

SAŽETAK: Suvremeni pristup upravljanju željezničkim prometom na glavnim koridorima podrazumijeva centralizirano upravljanje željezničkim prometom. U tom je pristupu glavna uloga u upravljanju prometom povjerena dispečeru. Imajući za cilj smanjenje radnog opterećenja dispečera i istovremeno povećanje razine performanse i efikasnosti njegova rada, te veću učinkovitost upravljanja prometom, razvijaju se prikladni sustavi potpore u odlučivanju. Članak prikazuje model sustava podrške u upravljanju željezničkim prometom temeljen na umjetnoj inteligenciji. Predloženi model sustava temeljenog na neizrazitoj logici trebao bi u određenoj mjeri smanjiti negativan učinak različitih distraktora i nepovoljnih okolnosti u radnom i prometnom okruženju na rad dispečera.Modern approach to rail traffic control on major corridors implies centralized train and traffic control. In such approach, the main role in traffic management has railway dispatcher. With the aim of reducing the dispatcher\u27s workload while simultaneously raising the performance level and increasing the efficiency of the dispatcher\u27s work, with a goal of greater efficiency in the process of traffic control, adequate decision support systems are being developed. Within this paper, a model of the dispatcher support system in decision-making in the railway traffic control process based on the application of artificial intelligence is presented. The proposed model of fuzzy logic based dispatcher support system in decision-making should, to a certain extent, decrease the possible negative impact of different distractors and factors of unfavorable circumstances from the working and traffic environment on the performance of the dispatcher’s work

Indicators of selective attention functioning dynamics on the sample of croatian railroad engineers and related age differences

Istraživanja starosnih promjena dinamike funkcioniranja sustava selektivne pažnje (SP) vrlo su rijetka, a posebice kod profesionalnih vozača. S obzirom na to da su posljedice funkcioniranja SP strojovođa za sigurnost prometa iznimno velike, smatra se važnim istražiti učinke starenja na tri pokazatelja dinamike funkcioniranja sustava SP (prosječna učinkovitost, stabilnost, otpornost prema djelovanju nepovoljnih čimbenika), a s obzirom na različite mjere SP. Istraživanje je provedeno upotrebom dvije vremenski ograničene forme Stroop testa: prve – verbalne i neobojene (leksičke), te druge – verbalne i obojene papir-olovka forme. Obje forme sastojale su se od dva dijela/komponente: s inkongruentnim podražajima (koji su mjerili SP i brzinu obrade podataka, tj. BOP) te s neutralnim podražajima (koji su mjerili samo BOP). Sudionici su bili muški strojovođe Hrvatskih željeznica, u dobi od 25 do 59 godina, neravnomjerno raspodijeljeni u 4 dobne skupine, određene specifičnim funkcionalnim karakteristikama profesionalnih vozača. Prvu je popunilo 50 sudionika, a 52 njih popunilo je drugu formu testa. Sudionikov zadatak bio je da precrta što je moguće više ciljnih riječi u kontekstu distraktora tijekom 60 sekundi (pri čemu je distrakcija bila intenzivnija kod inkongruentnih podražaja). Sva tri pokazatelja dinamike funkcioniranja SP izražena su kao kompoziti objektivnih mjera dvije sastavnice Stroop testa te pokazuju jednoznačan odnos s izraženošću pripadnog konstrukta, dok niske međusobne korelacije ukazuju na njihovu različitost. Uz iznimku relativne pozicije 1. pogreške - koja se zbog iznimno malog varijabiliteta nije mogla iskoristiti kao mjera otpornosti - većina preostalih pokazatelja dinamike u odabranom uzorku hrvatskih strojovođa pokazala je dobra statistička svojstva i teorijsku utemeljenost. Dobne promjene sva tri pokazatelja dinamike SP odražavaju nelinearan trend koji je samo dijelom u skladu s uvriježenim očekivanjima, te se pokazao statistički značajnim samo kod otpornosti SP u obojenoj verziji Stroop testa. Premda navedeni trendovi dobnih promjena najvećim dijelom nisu bili značajni, ipak je prosječna učinkovitost i stabilnost SP u obojenoj verziji testa pokazala statistički značajno drugačiji oblik dobnih promjena nego u leksičkoj verziji testa. Analize su dodatno pokazale kako je prosječna učinkovitost SP značajno veća u Stroop testu s prometno relevantnim bojama, a sličan trend – premda neznačajan – pokazuju i stabilnost te otpornost SP djelovanju nepovoljnih čimbenika. Dobiveni rezultati, uz određeni oprez zbog nedostatka mjerenja kontrolne skupine i drugih metodoloških ograničenja specifičnih za primijenjena istraživanja, tumače se specifičnim iskustvom strojovođa te su raspravljeni u sklopu teorija kognitivnog starenja opće populacije, ali s implikacijama na proces starenja strojovođa i njegove posljedice – posebice u području sigurnosti prometa.Research that focuses on aging process of selective attention (SA) functioning dynamics is very rare, especially regarding the professional drivers’ population. Given the fact that the consequences of SA functioning in railroad engineers are extremely high for traffic safety, we considered it important to investigate the aging effects on three indicators of SA system functioning dynamics (average efficiency, stability and resilience to the adverse factors effects) with regard to different measures of SA. The study was conducted using two time limited forms of Stroop tests: the first – verbal, uncoloured (lexical) and the second – verbal, coloured paper-pencil form. Both forms were comprised of two parts/components: with incongruent stimuli (measuring SA and processing speed, i.e. PS) and neutral stimuli (measuring only PS). The participants were male railroad engineers, ages 25 to 59, unevenly distributed into 4 age categories distinguished by specific functional characteristics of professional drivers. 50 subjects completed the first test form and 52 the second. The subjects’ task was to cross out as many of the target words in the distractors context in 60 seconds as possible (whereby the distraction was more intense for the incongruent stimuli). All three indicators of SA functioning dynamics are expressed as composites of objective measures of the Stroop test components. They show an unambiguous relation to the magnitude of the associated construct, while low inter-correlations indicate their diversity. With the exception of the relative position of the first test mistake - that could not be used as a measure of resilience due to the extremely small variability - in the selected sample of Croatian railroad engineers most of the other SA dynamic indicators show good statistical features and theoretical merits. Age related changes of the three SA dynamic indicators reflect a non-linear trend that is only partly in line with the expectations, while statistically significant only for SA resilience in the coloured version of the Stroop test. Although these age-related trends were mainly non-significant, average SA efficiency and stability in the coloured version of the test showed significantly different age-related changes in comparison to the lexical version of the test. Additionally, analyses have shown that the average SA efficiency is significantly higher in Stroop test that includes traffic relevant colours, while SA stability and resilience to the adverse factors effects show similar, although not significant, trend. The findings are – with a certain caution related to the lack of control group measurement and other methodological confinements specific for applied research - interpreted by specific railroad engineers experience and are discussed in relation to the theory of cognitive aging in the general population with the implications on the railroad engineers aging process and its consequences – especially regarding traffic safety