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Publication Number: FHWA-RD-95-176
Date:November 1996 |
Development of Human Factors Guidelines for Advanced Traveler Information Systems and Commercial Vehicle Operations: Task Analysis of ATIS/CVO Functions
APPENDIX E. INTEGRATION OF ATIS TASKS A THROUGH E
FINDINGS AND OBSERVATIONS RELATED TO PROEJECT GOALS AND TASK OBHECTIVES FINDINGS RELATED TO RESEARCH ISSUES
BACKGROUNDStructure of the Project This project was designed to develop human factors design guidelines for ATIS/CVO systems that are based on a thorough understanding of the characteristics and limitations of potential ATIS/CVO users. To accomplish this, the project is divided into three major phases. The first phase is analytical and is used to collect, evaluate, and understand the present state of knowledge concerning human capabilities and limitations as they will affect the use of ATIS/CVO systems. This phase is nearing completion and is the primary focus of this appendix. The second phase of the project will be a series of empirical studies designed to advance the level of understanding related to ATIS/CVO system use and human capabilities and use. This phase of the project will be undertaken over the next 2 years. The last phase will integrate the findings of the analytical and empirical work into a final report and human factors design guidelines. Task Objectives Each task in the ATIS/CVO project has its own objectives as well as those that support the primary goals of the project. Task A. Literature Review. Task A had four major objectives:
Task B. System Objectives and Performance Requirements. Task B had three major objectives:
Task C. Function Description. Task C had two major objectives:
Task D. Comparable Systems Analysis. Task D had five major objectives:
Task E. Task Analysis. Task E had two major objectives:
Project Goals The ATIS/CVO project as a whole has four primary objectives:
Research Issues Many of the current ATIS/CVO human factors research issues have been identified in the strategic plan for IVHS in the United States (Department of Transportation, 1992). This strategic plan highlights the importance of human factors research and timely, appropriate guidance to designers of ATIS/CVO systems and other IVHS. Some issues of consideration are:
The 11 major research issues that have been identified as particularly important in the development of human factors design guidelines for ATIS are described below. Issue 1: Existing Status of Research and Development Both the development of guidelines and the implementation of ATIS will depend on the state of current technology and its application; therefore, an important issue for the development of human factors design guidelines is an understanding of the current state of development. Issue 2: Formatting of Information A key issue for the development of effective ATIS displays is the formatting of information. An understanding of the trade–offs involved in the use of various formats is important to the design of effective human factors design guidelines. Issue 3: Driver Capacity to Assimilate Information Developing an understanding of the capacity of drivers to assimilate and use information provided by ATIS is an important prerequisite to developing effective human factors design guidelines. Issue 4: Knowledge, Skills, and Abilities Requirements Understanding the knowledge, skills, and abilities needed to use ATIS/CVO systems is an important prerequisite to developing human factors design guidelines. Issue 5: Information Requirements of ATIS/CVO Users A comprehensive understanding of the information needs of ATIS/CVO users is necessary to developing human factors design guidelines that adequately represent those requirements. Issue 6: Driver Acceptance of ATIS/CVO Understanding the characteristics that will encourage driver acceptance of ATIS/CVO systems and compliance with recommendations provided by the system is an essential prerequisite to developing human factors design guidelines that adequately reflect those characteristics. Issue 7: Driver Decision Strategies for Trip Taking Understanding the strategies that drivers use to: (1) integrate information from several sources and several modalities, (2) engage in multi–task performance, (3) act as a supervisory controller, and (4) make decisions in rapidly changing dynamic environments is important to developing human factors design guidelines for ATIS/CVO systems. Issue 8: Factors Influencing the Performance of Drivers In order to develop useful human factors design guidelines for ATIS/CVO systems, it is essential to understand the factors that influence driver performance. Of particular interest are the factors that may be associated with age. Issue 9: Issues Related to CVO System Use Developing an understanding of the specific conditions of ATIS/CVO use by commercial truckers, emergency vehicle operators, and others is important to the development of human factors design guidelines that will be appropriate for systems used in commercial vehicles. Issue 10: Interactions Between ATIS Use and Driving Understanding the way drivers use ATIS/CVO systems in association with driving tasks is an essential requirement for developing human factors design guidelines that will maintain and enhance driving safety. Issue 11: ATIS System Interactions Understanding how the various systems within ATIS will interact with one another is important to the development of human factors design guidelines.
FINDINGS AND OBSERVATIONS RELATED TO PROJECT GOALS AND TASK OBJECTIVESFindings and Observations Related to Project Goals The current state of human factors design guidelines suitable for use in development of safe, acceptable, and usable in–vehicle ATIS/CVO components of the IVHS is characterized by the availability of considerable numbers of disorganized and often conflicting guidelines that have potential application, but are obviously flawed in this application. The ATIS project identified many of these guidelines and more are discovered as the project progresses. At this point in the project, it appears that two issues will need to be developed related to the guidelines.
Although traveler information needs will be analyzed further in the context of the national survey that was developed as part of Task F, initial indications from the focus group exercises conducted as part of Task C indicate that two distinctly different sets of information are needed by the CVO community and private drivers. The primary basis for these differences appears to be the relative mobility of the two types of vehicles and differences in the regulatory requirements that apply to each. Present systems that support ATIS development, particularly those related to IRANS and IMSIS, are most appropriate to private vehicle operations. This is particularly true of the map data bases that support IRANS data bases. Whether CVO–related restrictions and other information would support CVO use of an IRANS would simply be a matter of adding information to these data bases or developing a different data base. The potential importance of ATIS use by commercial vehicle operators in achieving IVHS objectives makes the apparent lack of attention to CVO–specific requirements in the ATIS support structure a cause for concern. Both private and CVO users of the ATIS require a traffic management infrastructure that is consistent across geo–political boundaries. One of the major problems that is likely to face the ATIS as it reaches the point in development where ATMS information is used by the system will be the lack of effective inter–agency and multi–district coordination. For CVO systems, this coordination will mean that common standards for permits, vehicle documentation, vehicle condition requirements, and related regulatory activities will have to be developed. Findings Related to Task Objectives Findings Related to Task A. Literature Review The primary findings related to Task A were that the scientific literature presently available for ATIS/CVO systems is primarily oriented toward descriptions of the system and not how it will be used. There are several ongoing demonstration projects for ATIS/CVO systems. These projects are primarily based on the demonstration of single functions (e.g., route planning, route guidance, weigh in motion, or automatic toll collection). Most of the IRANS demonstration projects do not include traffic or road condition information. The IVHS functional design concept is still being developed with the attendant problem that basic issues related to function and task allocation are poorly developed. Whereas IRANS, IMSIS, and many CVO subsystems of ATIS are well defined and far enough into the development stage to have prototype and even operational systems available, the ISIS and IVSAWS are just beginning to reach this stage of development. The probable reason for this is that warning and notification systems require significant infrastructure support and have less direct commercial viability. The potential importance of these systems to IVHS objectives indicates that they may require additional support from government sources than would be required by systems with more direct consumer appeal. Findings Related to Task B. System Objectives and Performance Requirements The transportation community expressed some difficulty in establishing performance criteria for evaluating the success of the design and implementation of fully operational ATIS/CVO systems. Although the community has historical measures of performance (e.g., accidents per passenger mile), they have not developed the cut–off criteria they would use to indicate success. The most likely source of such criteria will be the various cost/benefit analyses that will be done when the infrastructure to support full system implementation is done. The transportation community had different, though perhaps interrelated assessments of the relative importance of achieving IVHS/ATIS objectives. For private applications, the community rated the IVHS goals in the following order of importance: (1) decrease traffic congestion, (2) increase safety, and (3) increase and provide a higher quality of transportation mobility. For CVO applications, the community rated the IVHS goals in the following order of importance: (1) increase economic productivity, and (2) increase safety. In both the private and CVO applications, the goals of improving environmental quality and energy conservation were considered the least important objectives of the system. Of ATIS subsystems for both private and CVO applications, IRANS was considered a significantly more important system than the other three. The basis for this appeared to be perceptions of the possible contribution that IRANS would make to a reduction in traffic congestion, safety, and mobility. Since little empirical or systematic analysis has been done on how each system would contribute to each of the problems addressed by the IVHS goals, it is difficult to know if this assessment of the importance of IRANS is justified. Findings Related to Task C. Function Description This task provided two general results: (1) a general framework for describing mappings between different levels of system description, and (2) a comprehensive description of ATIS functional characteristics and their interaction. In addition to characterizing the mapping between levels of abstraction, the functional description also depicts interactions between elements at several levels of description. Most importantly, Task C describes interactions between functional characteristics. In many cases, these interactions are positive; the value of any one functional characteristic is enhanced by others that are implemented simultaneously. However, the potential for many negative interactions exists as well. For example, route and destination selection will likely facilitate route guidance. Conversely, incorporating a multitude of advertising messages in in–vehicle displays may inhibit the driver's ability to assimilate hazard warning information. These interactions suggest that an integrated design philosophy is needed to avoid a piecemeal approach that will result in multiple elements that compete for the driver's limited attention. Failing to integrate and prioritize the information provided by the various elements of an ATIS will potentially overwhelm the driver with information. As a functional description of ATIS, the analysis focused on the functional level of abstraction; a level that is abstract enough not to specify a particular physical system, but concrete enough to identify general mechanisms and decision processes that might occur with an ATIS. Therefore, the mapping between levels of abstraction begins with the functional characteristics. Understanding the mapping between the functional characteristics of ATIS and the higher levels of abstraction depends on establishing how well ATIS functional characteristics achieve the overall IVHS goals. Similarly, understanding the mapping between ATIS functions and a description of ATIS at a lower level of abstraction involves identifying how functional characteristics may be realized in terms of physical components, such as video screens and push–button controls. For example, the functional characteristic route guidance may serve the goals of increased mobility and decreased congestion. Similarly, a synthetic voice, Liquid Crystal Display (LCD) icon, or high–resolution Cathode Ray Tube (CRT) might all be used to generate this functional characteristic. While Task C identified prototypical decision cycles that would likely occur with individual functions, it did not address transitions between functions. These transitions may require unexpectedly large efforts on the part of the driver (i.e., remembering information to transfer from one element of the ATIS to another). These transitions will be especially important when driving, as drivers' attentional resources are already shared among several tasks. Findings Related to Task D. Comparable Systems Analysis Comparable systems that were evaluated include two that are prototypes of the IRANS/IMSIS. These evaluations indicate that relatively naive drivers using these systems performed better when using certain display configurations (i.e., combined audio and visual displays of guidance information) than when using other combinations. The comparable systems analysis of the TravTek prototype IRANS/IMSIS indicates that, in terms of driver perception, "near–miss" observations and accident data that make use of these systems need not degrade safe driving performance. Existing prototype IRANS/IMSIS are limited by the accuracy of the data bases currently available to support them. In both of the prototypes, the navigation data base provided guidance instructions that were either not legal (e.g., directing travel the wrong way on a one–way street) or impossible (e.g., directing a turn at a cross–street from an underpass with no entry ramp). One of the comparable systems (OmniTRACS) had been designed using customer requirements as the primary design guide. In this case, the system design requirements were largely established by commercial trucking fleet managers. Therefore, some of the features of the system (i.e., ease of installation in different truck configurations, use of a standard keyboard, and use of a rugged but physically limited display) are not designed with the user in mind. This implies that ATIS/CVO systems need to be designed for both marketability (i.e., to meet buyers' requirements) and use. The major standard used by the designers of comparable systems has been MIL–STD 1472 and related documents. For many of the designs, this standard has provided a starting point for control and display features, but it does not provide necessary guidance in such areas as digitized map displays. Perhaps more importantly is the fact that MIL–STD 1472 deals almost exclusively with the mechanical aspects of the design and does not properly consider the effect of workload and multi–task activities. Findings Related to Task E. Task Analysis The development of a task analysis for ATIS/CVO systems is both an important and efficient way to gather information that can be used in developing human factors design guidelines. The level of detail and, therefore, the potential uses of the task analysis are dependent on the state of development of the system under consideration. In the case of IRANS destination planning and route guidance functions, prototype systems provide a reasonable basis on which to build the task analysis. The same is also true for use of IMSIS services directories and some advanced CVO systems. Less developed systems such as ISIS and IVSAWS have no prototypes upon which to base a task analysis. At the present time, these systems also lack sufficiently well–established system design requirements to provide the basis for a task analysis based on prospective techniques without running a significant risk. This implies that task analyses of ATIS/CVO systems should be an interactive process that is repeated as the system design requirements are specified and prototypes are developed. The task analysis in Task E was developed using the "decision element" approach previously used in Task C as the basis for categorizing human actions. This approach was adopted to maintain continuity between the tasks. While the approach had significant advantages for the project, it appeared during the analysis that there are some limitations to the "decision element" approach when applied to more general descriptions of what a driver does with the system. In particular, use of the "decision element" approach appears to be better suited to descriptions of tasks at a lower level in a task hierarchy than was possible in this analysis. Future task analyses along this line might benefit from use of a different taxonomy of driver actions.
FINDINGS RELATED TO RESEARCH ISSUESFindings Related to Issue 1: Existing Status of Research and Development Findings from Task A. Literature Review
Findings from Task E. Task Analysis
Findings Related to Issue 2: Formatting of Information Findings from Task A. Literature Review
Findings from Task C. Function Description
Findings from Task E. Task Analysis
Findings Related to Issue 3: Driver Capacity to Assimilate Information Findings from Task B. System Objectives and Performance Requirements
Findings from Task C. Function Description
Findings Related to Issue 4: Knowledge, Skills, and Abilities Requirements Findings from Task E. Task Analysis
Findings Related to Issue 5: Information Requirements of ATIS/CVO Users Findings from Task C. Function Description
Findings from Task E. Task Analysis
Findings Related to Issue 6: Driver Acceptance of ATIS/CVO Findings from Task B. System Objectives and Performance Requirements
Findings from Task C. Function Description
Findings from Task E. Task Analysis
Findings Related to Issue 7: Driver Decision Strategies for Trip Taking Findings from Task A. Literature Review
Findings from Task C. Function Description
Findings from Task E. Task Analysis
Findings Related to Issue 8: Factors Influencing the Performance of Drivers Findings from Task A. Literature Review
Findings from Task C. Function Analysis
Findings from Task E. Task Analysis
Findings Related to Issue 9: Issues Related to CVO System Use Findings from Task A. Literature Review
Findings from Task B. System Objectives and Performance Requirements
Findings from Task C. Function Analysis
Findings Related to Issue 10: Interactions Between ATIS Use and Driving Findings from Task C. Function Analysis
Findings Related to Issue 11: ATIS Interactions Findings from Task B. System Objectives and Performance Requirements
Findings from Task C. Function Analysis
RECOMMENDATIONSRecommendations Related to Human Factors Design Guidelines The human factors design guidelines will need to be presented in a way that allows rapid and efficient indexing and accessing of the particular information of interest. Present guidelines are far too complex and difficult to access for designers to use except when an issue of critical importance has been highlighted. In the past, this has often been done through the mechanism of the military procurement system, which provided economic stimulus for designers and manufacturers to comply with both guidelines and standards even when producing a product for civilian use. As military procurement becomes less important to the development of systems, however, the use of guidelines such as are being developed in this project will depend primarily on their perceived usefulness and ease of use to the designer. Recommendations Related to Research Issues For ISIS and IVSAWS, there has been no research done on the type of information that should be displayed to the driver. There should be additional research done on the nature and requirements regarding the time and content of the information presented to the user. Modeling of ATIS/CVO system use remains an open research issue. CVO drivers can be trained. As a consequence, they can be given more information to work with, they can handle more information better, and they can make better use of that information than untrained private drivers. However, how much is too much? Additional research is still needed to determine what information the driver needs to have displayed, what mode of display should be used, and when the driver should have access to the information. It is particularly important that this research be done in connection with simulated or actual driving requirements. A driver's capacity varies over time due to the dynamic nature of the task. Research needs to be done to determine how ATIS can capitalize on the fluctuating availability of driver cognitive capacity. During periods of low driving demand, systems should utilize the excess capacity available, while at the same time avoiding overloading the driver with system demands during periods of lowered cognitive capacity. Little is known of the actual safety consequences, benefits, and costs associated with ATIS/CVO system implementation. Developing an understanding of the likely consequences of system implementation is a necessary prerequisite to the development of an infrastructure that will support ATIS/CVO systems. Decisions about how the infrastructure will be developed and what features it will include are, in turn, necessary prerequisites to the development of the final design characteristics that will be used for in–vehicle equipment. Research into driver acceptance of ATIS/CVO systems is still a major area that needs to be developed, both to determine the economic and political viability of the systems and to determine how much they will be used. The ATIS/CVO systems probably represent the first major technological system for which there is a real need to develop systems that require little or no training for their use. Both from the standpoint of driver acceptance and as a practical matter of eliminating the need for developing a training infrastructure to support the system, these systems must be designed to minimize training requirements to an extent not previously attempted. Research is needed on both how to design the systems to avoid the need for training and how to provide training that may be needed in the most efficient manner possible. Navigation strategies used for ATIS route guidance that focus on the destination are different than those normally used by drivers, who tend to focus on the successive process of approaching a destination by using a series of recognizable waypoints. How prolonged use of destination–focused approaches will affect driver reliance, comfort, and use of ATIS/CVO systems needs to be explored, both in terms of driver acceptance and driver stress. Under some conditions, ATIS/CVO recommendations are likely to exceed the ability of the driver to follow them (e.g., a driver is unable to make a required turn due to traffic). Since efficient use of ATIS will depend on an understanding of the best strategies for recovering from this type of event, it is important to understand how drivers deal with such events now and how ATIS might be used to improve such strategies. As the state of ATIS development progresses, task analyses should be conducted on prototype systems to better understand and evaluate how drivers will use these systems.
FHWA-RD-95-176
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