PROSPECTIVE VERBAL PROTOCOL ANALYSIS
Background
A cognitive task analysis was performed using a prospective verbal protocol analysis (PVPA) approach that was delineated by Tolbert and Bittner (1991). Essentially, this PVPA was an extension of the classical Verbal Protocol Analysis (VPA) (Ericsson & Simon, 1984) that required drivers to "role play" through task steps of a selected scenario in the PVPA and to verbalize the strategy they would use to perform a task with a conceptually described system (described only in outline form). The resulting verbalizations can subsequently help identify human skills required to perform steps effectively and verify the essential correctness of task analysis results developed using expert judgment (e.g., Wheeler & Toquam, 1991).
Described in the following sections are elements of the method used for the PVPA. These include subjects, scenarios, and procedures.
Subjects
Three subjects participated in the PVPA (N=3). Two females (ages 31 and 43 years) and one male (age 32 years) participated. One subject participated as part of her job, while the other two volunteered their time. A description of the general nature of the study was presented, after which an informed consent was obtained from each subject.
Scenarios
The five scenarios used in the PVPA were extensions of scenarios developed as part of Task B (P1, P8, and P12) or were created as part of the task analysis requirements (P16 and P22). These scenarios were modified slightly to capture all of the IVSAWS and ISIS subsystem functions. Descriptions of these scenarios are given in tables 3 through 7. The IVSAWS and ISIS functions were the focus of the PVPA because they were the two ATIS subsystems for which the data collection gathered the least amount of information. In fact, most of the existing systems (e.g., TravTek, NAVMATE) have capabilities that reflect some of the functional characteristics associated with IRANS and IMSIS, but have no or very limited ISIS or IVSAWS capabilities. The purpose, summary, system, and functional characteristics for the data scenarios are delineated below.
Table 3. Scenario P1 as used in the Prospective Verbal Protocol Analysis.
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PURPOSE This scenario was created to illustrate the various functions that a single system can perform and to show how these various functions occur in a sequenced fashion. |
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SUMMARY A driver vacationing with his family in an urban setting arrives at the airport in mid-afternoon and rents a car with an IRANS device installed. The family's plan is to go directly to their hotel located in the city 10 miles (16.1 km) from the airport. The weather is good, but there is a substantial level of congestion on the major highways between the airport and the hotel due to normal commuting traffic. After receiving a brief orientation on using IRANS at the rental office, the driver identifies his destination on the IRANS and requests the fastest route. The IRANS recommends a route that the driver accepts and he begins his trip to the hotel. |
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SYSTEM |
FUNCTIONAL CHARACTERISTICS |
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IRANS
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Table 4. Scenario P8 as used in the Prospective Verbal Protocol Analysis.
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PURPOSE This scenario was developed to illustrate how several ATIS might work together and to show the requirements that use of the systems might make on the driver. |
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SUMMARY You are traveling in the suburbs of a major city that you are not familiar with during a heavy snowstorm at night. You have a 20-mile (32.2-km) drive from your hotel to your first destination. Unfortunately, the drive is not in a straight line, but rather there are a number of turns onto various arterial roads (no highways). The heavy snow is making visibility very poor and the roads icy. |
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SYSTEM |
FUNCTIONAL CHARACTERISTICS |
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Table 5. Scenario P12 as used in the Prospective Verbal Protocol Analysis.
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PURPOSE This scenario was developed to illustrate the possible use of ATIS for safety-related driving functions. |
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SUMMARY You are visiting friends in Colorado for a vacation. You are traveling late at night on curvy mountain roads to get to their cabin. It's pouring rain and has been for the last 4 hours. However, because you are quite late for the dinner party, you are maintaining a fairly good speed. Unfortunately, at some point you are not as attentive as you should be, you hit a mudslide in a curve while driving at an excessive speed, and you run off of the roadway. The vehicle is slightly damaged and could be driven again, except that it is caught in the ditch. You have no injuries. The area is desolate. |
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SYSTEM |
FUNCTIONAL CHARACTERISTICS |
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Table 6. Scenario P16 as used in the Prospective Verbal Protocol Analysis.
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PURPOSE This scenario was developed to illustrate the interaction between navigation and warning functions of ATIS. |
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SUMMARY It is Thursday evening, you are on your way to pick up a friend to attend a concert. You are traveling on a major highway that extends across the entire city. While you are driving, an emergency vehicle approaches from behind. Moments later you notice an accident a few miles down the road. |
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SYSTEM |
FUNCTIONAL CHARACTERISTICS |
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Table 7. Scenario P22 as used in the Prospective Verbal Protocol Analysis.
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PURPOSE This scenario was developed to illustrate potential automated emergency functions of ATIS. |
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SUMMARY You are traveling in a rural area where there are several speed changes (ranging from 25 to 50 mi/h [40.2 to 80.5 km/h]) due to the presence of several small villages and towns. Also, road repairs are being made in several places in the area. As you near your destination, you gradually begin to reduce your speed. A vehicle suddenly emerges from a hidden crossroad. Your car cannot stop fast enough and collides with the other vehicle. Your car is severely damaged and you have lost consciousness. |
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SYSTEM |
FUNCTIONAL CHARACTERISTICS |
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As can be seen above, ISIS and IVSAWS functions were added or emphasized in
the modifications. Table 8 summarizes the breakdown of the functional characteristics
across the four data scenarios, showing that all facets were covered for ISIS
and IVSAWS.
Procedure
The PVPA data collection sessions were conducted in two phases. During the "preliminary" phase, each subject was initially introduced to the nature of the project and to the PVPA technique. Subjects were then asked to fill out the informed consent form and the demographic survey. In order to become more familiar with ATIS concepts, the experimenter then had the subjects read about the following: (1) ATIS in the context of the overall project, (2) ATIS systems/subsystems, and (3) potential ATIS features/functions. The experimenteranswered any questions the subjects may have had. Next, TravTek and NAVMATE/Zexel video examples (5 min illustrating actual use) were shown to subjects to provide a broad operational context for ATIS. The experimenter stated that the systems were being used for example purposes and that subjects might have other ideas on how the systems should operate. Subjects were told to express their ideas/conceptions of how the systems should operate.
Following the introductory material, a practice scenario (P1) was used to familiarize subjects with the PVPA procedure. During this step (phase), subjects were given the general instruction "to imagine themselves in the context of the scenario and to relate everything they could think of to the experimenter." The practice scenario incorporated IRANS and IMSIS functions and paralleled the NAVMATE video example. A portion of the practice scenario was read, then the experimenter asked the following questions:
Table 8. Functional characteristics used for the Prospective Verbal Protocol Analysis.
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FUNCTION |
SCENARIO 8 |
SCENARIO 12 |
SCENARIO 16 |
SCENARIO 22 |
TOTAL |
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IRANS |
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5.1 Trip planning |
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5.2 Multi-mode travel coordination |
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5.3 Pre-drive route and destination selection |
1 |
1 |
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5.4 Dynamic route selection |
1 |
1 |
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5.5 Route guidance |
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5.6 Route navigation |
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5.7 Automated toll collection |
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IMSIS |
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6.1 Broadcast services/ attractions |
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6.2 Services/attractions directory |
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6.3 Destination coordination |
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6.4 Message transfer |
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ISIS |
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7.1 Roadway guidance sign information |
1 |
1 |
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7.2 Roadway notification sign information |
1 |
1 |
2 |
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7.3 Roadway regulatory sign information |
1 |
1 |
2 |
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IVSAWS |
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8.1 Immediate hazard warning |
1 |
1 |
1 |
3 |
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8.2 Road condition information |
1 |
1 |
2 |
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8.3 Automatic aid request |
1 |
1 |
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8.4 Manual aid request |
1 |
1 |
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8.5 Vehicle condition monitoring |
1 |
1 |
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The subjects' responses were recorded via microcassette (and in writing). Each
portion of the scenario was read through, with the same set of questions asked
after each portion. The experimenter did not try to ask additional questions
at that time. After reading through the whole scenario one time and collecting
the subjects' responses, the experimenter went back to the first portion of
the scenario and asked the subjects to expand on their responses. This typically
involved the experimenter asking for additional information as to how the subjects
would "request information" and how the system would "provide information."
This basic procedure was used for the remaining responses for each portion of
the scenario. When the practice scenario protocol was finished, the subjects
had an opportunity to ask questions of the experimenter. Each of the remaining
scenarios (P8, P12, P16, and P22) were then read in separate portions with the
same set of initial questions being asked for each portion of each scenario.
Limitations of Using Prospective Verbal Protocol Analysis
Suitability of the technique. The technique used appeared suitable for a general idea of (1) what drivers would expect the system to do, and (2) what they might have to do to interact with it. However, subjects reported having some difficulties imagining how the systems would look, feel, and work, even with the introductory materials and videotapes. In this regard, it is pertinent to note, most subjects had strong initial opinions about how information should be presented (auditorially or visually). However, they were less sure of when the information should be presented or how they would specifically interact with the system (at the button-pressing level). Additionally, subjects mentioned very little about regular driving tasks that they would be doing while using ATIS. When asked about the lack of this information in their responses, their comments were, "I just assumed that I would be doing normal driving tasks," and "It's difficult to imagine what I would be doing while driving without actually doing it." Another subject alluded to the possibility that driving tasks are so automated that they aren't thought about and are not easily verbalized (expert knowledge difficult to verbalize). This latter comment (and to some extent earlier comments), it is noteworthy, is consistent with historical critiques of PVPA (cf., Ericsson & Simon, 1984). However, they are also inconsistent with earlier research using PVPA for assessing strategies used in performing a rapid, complex motor task (Triggs et al., 1990) and early success using PVPA (e.g. Zachary, Zaklad, & Davis, 1987; Zacklad, Deimler, Iavecchia, & Stokes, 1982). Significantly, subjects in the Triggs et al. study had recent extensive experience doing their task, and those in the earlier Zachary et al. and Zacklad et al. studies had hundreds of hours working with systems and scenarios similar to those being evaluated. This suggests that PVPA may be most appropriate when subjects have more intimacy with the systems evaluated (e.g., ATIS) than could be achieved in the present study (albeit using video and other materials).
Problems concerning PVPA execution. Some concerns about the execution of the PVPA arose during the administration process. First, the materials used to familiarize the subjects with ATIS, both written and videotaped, may have biased subjects' responses toward what they learned from the materials (even though they were told these were examples and they might have other ideas regarding how systems could work). Second, the initial questions used to elicit subjects' responses were very general, which may have resulted in largely more general responses. More specific questions, however, might also have further biased subjects' responses. Third, greater bias was introduced by asking second-level protocol questions specifically related to each subject's first-level responses. By doing this, though, the subjects' responses stayed their own. This too suggests that PVPA may have been more appropriate when subjects are more familiar with the systems being evaluated (e.g., ATIS).