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Deliverable D4.2.1 Dissemination Level PU Contract N. IST-1-507674-IP
only the city (16 button presses). The complex Address Entry task required the entry of both
city and street information (27 button presses).
Twenty-one experienced drivers took part in this experiment. These participants
performed practice trials with similar secondary tasks; 3 baseline drives; 3 drives with
calibration tasks (low, medium and high complexity Circles Task); and 4 drives with the
HASTE visual-manual tasks. Results found that the LCT discriminates lane change path
deviations across the calibration tasks and between different types and complexity of
secondary tasks. These differences are a function of time taken to complete the secondary
tasks so it is essential that task duration is considered within LCT assessments.
Of course more research is needed to validate and refine the LCT procedure and the
procedure would benefit from some criteria on which to set performance limits for unsafe
tasks. Our next step will be to compare these results with the Occlusion Technique and
HASTE, which run multiple studies on the same system and tasks using a variety of driving
performance metrics. The results from this work should be completed before the summer.
3.6.2. Distraction Countermeasures
With respect to distraction countermeasures, Transport Canada has been assessing the
Alliance of Automobile Manufacturers (AAM) “Statement of Principles, Criteria and
Verification Procedures on Driver Interactions with Advanced In-Vehicle Information and
Communication Systems”. Although these principles promise to improve safety, there is
uncertainty on the level of safety and effectiveness of the procedures and criteria. Thus, there
is a need to thoroughly evaluate the AAM’s 24 principles and to measure the compliance of
current in-vehicle devices to these principles as a benchmark for change. Furthermore, there is
a need to evaluate whether the verification procedures are explained in sufficient detail to be
applied effectively. Our study evaluated the compliance of four vehicles to the AAM safety
principles. The Phase 1 static testing will be completed in March 2005 and the Phase 2
dynamic testing will be completed by September 2005. The second phase will concentrate on
AAM Principle 2.1.
This work will provide essential input into the Memorandum of Understanding
(MOU) on Telematics that Transport Canada is currently negotiating with the automotive
industry. A MOU working group was established in November 2004 and has had several
meetings. The working group is comprised of Transport Canada, Canadian Vehicle
Manufacturer’s Association and the Association of International Automobile Manufacturers
of Canada. We are aiming to have an agreement negotiated by early 2006. A central part of
this agreement will be based on a safety management systems approach to the development of
telematics devices to improve the safety of driver-system interaction and reduce the risks of
driver distraction. Currently the most appropriate approach is for manufacturers to ensure that
driver-vehicle integration considerations are systematically addressed within their product
development process. This process based approach would not prescribe steps but would
ensure that manufacturers have the capacity to successfully integrate human factors input into
their design and development process. It would also require comprehensive, systematic and
traceable application of human factors considerations throughout the product development
cycle.
25/07/2005 20 ICCS