eSafety Compendium

Annex F tabulates a comparison of the ESoP expansions with the two documentsmentioned above. Please note that these draft documents have no official statuscompared to the ESoP. The NPSC notification focuses specific issues related to theprovision of traffic information but is not limited to HMI. Consequently it covers only asmall part of the scope of the ESoP. The MLIT document is obviously an extension ofthe JAMA guideline published in the year 2000 by adding a number of principles similarto the ESoP. The scope was extended from navigation systems to image display systems.5.5 Summary of Development proposalsBased on the analysis of the HMI-solution matrix and the comparison with other HMIguidelines,the following recommendations are made by the WG-HMI in order to revisethe European Statement of Principles on HMI based on their Expansions issued in June2001:R-ESoP-8R-ESoP-9Reword ESoP carefully for clarity but with no fundamental change to thestructure and to the existing principlesEnhance applicability of the ESoP by explicitly naming what needs to bedone to apply a principle. Precisely link standards, rules and directives tothe specific principle. In general, exercise caution over additional, notsufficiently validated, verification procedures – Annex BR-ESoP-10 Continue to monitor standardization activities, EC-funded projects, AAMdevelopments, Japanese activities etc. and evaluate opportunities forcollaboration – see Annex E, FR-ESoP-11 In order to ensure an efficient process of revising the ESoP it isrecommended that this work should be carried out by a small group of well-informedand well-motivated persons covering vehicle manufacturers, suppliers and researchinstitutions/Government representatives.Please refer to Chapters 5.2 and 5.3 for specific recommendations on the revision of theScope and the Principles themself.5.6 Research and Standardization NeedsTo assess if some of the goals which are formulated in the ESoP are met by a certainHMI solution requires the availability of scientifically well founded and acceptedassessment methods, which may also be efficiently used during the design process.Whereas for a number of areas covered by the ESoP a good deal of work has been doneby international standardisation, the definition of criteria and methods to assess aspectsof drivers’ interaction with the system may be regarded as incomplete. Driver workloadand the various facets of this concept have turned out to be key variables for thisassessment because they define the “linkage” between HMI design and safety-relatedaspects of driving behaviour. For this reason there is an urgent need of research for aworkload assessment and testing methodology, which provides valid and reliable resultsand is economically applicable already in early phases of the HMI design process. Sincesome functions may also provide a benefit and moreover a “critical” workload dependsvery much on the driving task, these methods are especially valuable for relativelycomparing and selecting the best from different HMI solutions.Page 298 of 490