Driver Distraction – are we being distracted away from real solutions?

October 29, 2012
Person using cell phone while driving.

Person using cell phone while driving. (Photo credit: Wikipedia)

 

Driver distraction is a major cause of accidents on our roads.  More research into driver distraction is therefore welcome.

 

Traditional media available in vehicles, such as radios and entertainment systems, can affect visual attention, and the current use of GPS navigation assistance and personal communication devices have been repeatedly shown to interfere with the primary driving vigilance and motor control task.  Such research has informed road authorities to restrict their use, particularly with regard to mobile phone use and texting for example.

 

The introduction of Intelligent Transport Systems has the potential to overload the driver if such systems are not tailored to driver workload according to location, traffic density and other ambient conditions.  A more accurate and layered approach to driver workload and attention level can provide a structure upon which information can be conveyed appropriately and distractions reduced or minimised.

Hume Freeway looking south towards Victoria, r...

Hume Freeway looking south towards Victoria, running parallel to Albury railway station. (Photo credit: Wikipedia)

 

There are many instances however where use of communication devices in vehicles may actually help in vigilance (for example, long distance driving) and the ability to operate a mobile office whilst driving has undoubted productivity benefits.  The problem is that the driving environment can potentially change in milliseconds and cause an overload of the driver’s available perceptual and attentional resources.

 

The aspect of appropriate speed limits in long distance driving could also be re-addressed.  There has been a spate of single driver transport accidents on the Hume Freeway recently which have had tragic (and potentially disastrous consequences). Apart from driver fatigue and scheduling issues, is the posted speed limit too low to maintain sufficient driver arousal levels?  Long boring drives at inappropriately low speeds could also encourage further distraction (such as use of mobile devices) perhaps even increasing the potential danger.  This may not be ideal given that the severity of an incident at 100kph is still as catastrophic as one at 110 or 120kph.  If speed kills, then surely it follows that the only safe speed is zero. There is a balance between the efficient movement of goods and the consequences of error.  Does this mean that interstate transport needs to travel at 40kph so that any incidents that occur are relatively minor? Would this result in more incidents because drivers would be bored out of their minds whilst blowing out transport schedules? There needs to be an open discussion by professionals in the field as to assessment of all of the risks rather than the current thinking that slowing traffic is the only solution as seems to be the case at present.  The posted speed relative to the road design and condition could be reducing driver arousal and performance level below the desired optimal range.

 

60KM/H Speed limit sign in Australia.

60KM/H Speed limit sign in Australia. (Photo credit: Wikipedia)

The Human Machine Interface (HMI) remains central to safe and effective vehicle operation as the information it provides will allow the driver to retain effective control of the vehicle and help influence or even determine their behaviour. Information flow to the driver must be intuitive, readily understood, timely, and be responsive to driver attentional and distraction state.  Unfortunately, there are many who have very little understanding of this requirement. For example, presentation of the “bells and whistles” mentioned in this proposed level crossing warning system  may actually distract a driver at the worst possible time and cause more problems than the technology is trying to solve. Human scientists understand the many facets that determine the best way of presenting information so that it is perceived, recognised and acted upon in an optimal manner.  If the proponent of this system had engaged human factors expertise in the first place or heeded their advice he may not have made such ill-considered comments. Perhaps he may get some guidance as to the importance of listening to human factors professionals when he presents his data at the upcoming ITS conference in Vienna. It would be good to have some critical assessment by any human scientists attending this conference of any actual (rather than derived or contrived) interactions that occurred during the trials which were conducted of this system.

 

The area of human interaction with technology is very complex and simplistic approaches (such as further unrestrained visual or auditory “bells and whistles blaring”) will rarely be the best solution.  All the more reason to design and test proposals from a human science standpoint, heed the results and incorporate them into any proposed system.  Which underscores the importance of the many respected facilities that incorporate human science input as a keystone of their research in ITS applications, vehicle design and driver behaviour.  Hopefully their research findings are weighted appropriately (ie. seen as valid and reliable) by the governing authorities as compared to those of the “bell and whistle” variety.

 

 

 

 

 

 

 

 

 


Simulation to help driver training?

October 10, 2012

Researchers are using driving simulators to help inform new drivers of the pitfalls of texting whilst driving.  Use of mobile communication devices is probably approaching the danger level of driving under the influence of drugs or alcohol or fatigue and is fast becoming one of the major problems on our roads.English: Fotograph of the SIMUVEG Driving Simu...

I have come across patents for devices which display SMS, Facebook and Twitter onto the windscreen of a vehicle.  I am amazed that the inventors have no perception of the dangers that they are advocating in their quest for a buck.

The main problem is that we are able to multi-task within the cognitive capability that we possess and in many driving situations we are able to ‘get away with it’.  We are not aware of how this affects our driving ability until an emergency situation occurs which approaches or exceeds our sensory, perceptual, cognitive or motor control limits.  This can happen in milliseconds.

English: bmw x5 idrive conroller Deutsch: bmw ...Unfortunately, when allied to the design limitations of the vehicles, this can be deadly.  For example, a major manufacturer has adopted the use of an LCD head down display for all of their vehicles.  As I have posted previously, this will require the driver to take their eyes off the road and use focal vision to control fine motor movement to touch the right portion of the screen.  Pretty poor design if you ask me – more likely a cost control measure without any idea of the consequences.  Obviously no human science input there, similar to BMW’s original iDrive. Allied to this is a curious standard that has been adopted that a function should not require a driver to take their attention away from the driving task for more than 3 seconds.  Wouldn’t a better design allow the driver to control things without having to take their eyes off the road? It is informative that BMW’s current system actually incorporates haptic feedback to achieve this result.

Perhaps we need some special driver training and further reinforcement on the dangers of texting whilst driving.  Or be informed by the latest research in human behaviour arousal and performance monitoring to help determine when the driver can perform tasks.  Given that vehicles now communicate with mobile devices using Bluetooth or similar protocols, any SMS, Facebook or Twitter feeds could be disabled whilst in the vehicle or tailored to operate when the vehicle is stationary, thereby reducing distraction which is acknowledged as the major cause of accidents. This is where ITS can assist if it is designed to integrate with the human who will remain in executive control of a vehicle for some time yet, despite the advances in automation.

All of which demonstrates that human scientists should be involved at the outset in the design and development of the HMI, and inform the powers that be on how the various technologies should be managed to reduce the dangers on our roads.  It would certainly be an improvement on the current situation.


The rise of the drones

September 17, 2012
Kawasaki KAQ-1 Drone at Castle Air Museum

Kawasaki KAQ-1 Drone at Castle Air Museum (Photo credit: Wikipedia)

The ever increasing ability and availability of drone technology will have a major impact on defence and law-enforcement operations in the future.  Where capabilities of platforms used to be defined by the ability to deploy various assets within the capability of a class or type of vessel ( in naval operations for example, a carrier vs an offshore combatant vessel), the latter smaller platforms may soon be able to deploy an aerial capability which could previously only be provided by the larger and far more expensive vessels.

As noted in the article, this can have far-reaching consequences for navies where the majority of tasks are routine patrol and ‘constabulary’ operations of protecting sea lanes and territorial integrity.  With drone technology, a single smaller platform could perform tasks which currently require several more capable and expensive assets (for example, the patrol of a shipping route subject to piracy).

A telling point made in the article is the close involvement of the human in the loop.  Similar to other advances in automation, the command and control function remains within the human domain.  As stated “…there will inevitably be a human in the operational Observe, Orient, Decide and Act (OODA) loop – be they a remote operator, data handler oFull diagram originally drawn by John Boyd for...r decision maker within any of a number of mission sets.”

So the design of the HMI will determine how successful this shift in technology will be.  As has been seen in Afghanistan, the ability of the remote operator of a drone aircraft to gain and maintain situational awareness to perform their mission without unintended consequences will greatly depend on the amount, type and quality of information available to them and what range of tasks they need to perform.  Many combat aircraft have a crew of two due to the separate and demanding pilot and SA/engagement tasks, and military drone strike operations seem to reflect this crewing model. Perhaps this model is a historical legacy which may also change in the future as drones dispense with the constraint of having to fit the aircrew into the platform.

This may cause a shift in emphasis of the Human Factors and Ergonomics discipline.  A lot of effort was traditionally expended in the physical anthropometric ergonomics aspect of the human in the loop probably because it was so obvious. For example, range of movement, posture etc within a cockpit could be calculated and the 95thpercentile adopted as a standard which could then be used to determine interaction within the crew space available in the airframe. As we all know, engineers love standards, so perhaps this aspect was pursued to the detriment of equally or possibly more important aspects of the human/machine interface.

Computer Workstation Variables

Similar adoption of standards cannot be readily applied to much more esoteric aspect of neurological interaction with a system. For example, although it provides a very good framework to predict and test how an operator will interface with a HMI, Multiple Resource Theory doesn’t provide the level of certainty available from physical ergonomic models. Each aspect needs to be tested according to the many variables which could arise and the neural adaptability inherent in the human which makes them so important to the command and control function.  That’s why the non-physical human interaction field is so interesting to us practitioners (and perhaps perplexes many physical scientists who cannot seem to grasp the notion that humans cannot be treated as a simple probability or linear contributor in their decision models).

So while drone technology will enhance capability, it will only do so effectively if there is a requisite paradigm shift in how the interface is designed to incorporate the more difficult ‘neural ergonomic’ aspects described above.  Perhaps we can finally move away from the tyranny of standards which are sometimes adopted without further thought for the equally important sensory, perceptual and cognitive aspects which we pesky Human Factors types are constantly trying to highlight to our seemingly dullard peers in other fields, sometimes with, but unfortunately many times without success.


Sleeping in the moonlight… or not

August 21, 2012

Moritz von Schwind, Selene
and Endymion‎, 1831

In 1609, the English writer Thomas Dekker wrote these lines in praise of sleep:

For do but consider what an excellent thing sleep is: it is so inestimable a jewel, that, if a tyrant would give his crown for an hour’s slumber, it cannot be bought … sleep is that golden chain that ties health and our bodies together. Who complains of want, of wounds, of cares, of great men’s oppressions, of captivity, whilst he sleepeth? Beggars in their beds take as much pleasure as kings. Can we therefore surfeit on this delicate ambrosia? Can we drink too much of that, whereof to taste too little tumbles us into a churchyard; and to use it but indifferently throws us into Bedlam? No, no. Look upon Endymion, the Moon’s minion, who slept threescore and fifteen years, and was not a hair the worse for it. Can lying abed till noon then, being not the threescore and fifteen thousandth part of his nap, be hurtful?

Full moon (from Weird
Tales, Sept 1941)

The modern prevalence of jet travel and shift work has prompted considerable research in sleep and sleep-related issues, since many travellers and shift-workers struggle to find effective strategies for managing sleep. Thomas Dekker is certainly correct about the effects which sleep deprivation can have.

However, although Selene (the Moon) caused Endymion to sleep, she is unlikely to be of any help here. In fact, the full moon reduces hours slept, and this effect may underlie traditional beliefs in lunacy caused by the moon. Not to mention the legends about werewolves.

– Tony


Autonomous vehicles – a true step forward?

August 7, 2012
 

Movement within a roundabout in a country wher...
Movement within a roundabout in a country where traffic drives on the left. Note the clockwise circulation. (Photo credit: Wikipedia)

I was reading the August RACV Royalauto magazine article Smart Vehicle Safety, Removing the driver from a vehicle may be the smartest safety decision of all (Bruce Newton, page 66)..

As a human factors researcher in the automotive field I read this article with great interest.

Everyone acknowledges that human error is the major cause of accidents. However, there is a great deal of evidence that the final human error typically occurs as the result of a systemic problem – the ‘tip of the iceberg’ to coin a phrase.  Examples of this would be the design of vehicles with significant ‘blind spots’ or the design of roads with blind corners which make it difficult or even impossible for drivers to perceive and respond to a dangerous scenario.  The Safety Management System taxonomy currently being adopted by many industries recognises and illustrates this fact.

A philosophical aspect has been raised by the claim that automation would eliminate human error.  My contention is that automation itself, because it relies on hardware and software, will also have inherent human error – that of the designers and programmers of the system.

I’m sure many of us will have experienced the problems of using common computer software – I certainly would not relish having to reboot my automated vehicle whilst driving in heavy traffic.  The problems experienced by drivers using software menu systems to control vehicle functions also illustrate the human error inherent in poorly designed automated systems.

Cruise control has been a fantastic assistance for driver fatigue and vigilance management in long distance driving.  However, the new adaptive cruise control systems have been shown to induce human error as they can cause confusion when the driver is required to provide braking inputs especially when their cognitive state, workload and other factors are taken into account.

A salient case of highly automated systems is that of the aircraft which crashed into the Atlantic which caused headlines recently.  Whilst details are still being determined and investigated, it is suspected that icing of the pitot tubes, which the aircraft system uses to determine its correct altitude, was the primary cause.  In effect, the automation in the aircraft had a perception failure.  I’m wondering whether the passengers and crew of that aircraft felt safer because of the level of automation, which obviously hindered the pilots’ ability to manually resume control of the aircraft and possibly recover the situation.  This aspect of the crew being flight managers, rather than pilots, is a hot topic in the aviation industry at present and should inform where we go with regard to automation in the road environment.

In summary, I support automation, subject to it being designed with substantial human factors and human science input to ensure that one type of human error is not replaced with another.

What do you think?