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DEVELOPING GUIDELINES for MANAGING DRIVER WORKLOAD and DISTRACTION ASSOCIATED with TELEMATIC DEVICES Donald Bischoff Executive D

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DEVELOPING GUIDELINES for MANAGING DRIVER WORKLOAD and DISTRACTION ASSOCIATED with TELEMATIC DEVICES Donald Bischoff Executive D DEVELOPING GUIDELINES FOR MANAGING DRIVER WORKLOAD AND DISTRACTION ASSOCIATED WITH TELEMATIC DEVICES Donald Bischoff BACKGROUND Executive Director NHTSA (retired), Chairman Driver Focus-Telematics Working Group On July 18, 2000 the National Highway Traffic United States Safety Administration (NHTSA) held a public Paper Number 07-0082 meeting to address growing concern over motor vehicle crashes and driver use of cellular telephones ABSTRACT and other electronic distractions present in the vehicle. At that meeting, NHTSA challenged The explosive growth of in-vehicle telematic devices industry to respond to the rising concern in this area. has brought with it a safety concern since there is the potential for distraction of the driver away from the As a result of this challenge, the Alliance agreed to driving task. To address this concern the Alliance of develop a “best practices” document to address Automobile Manufacturers (Alliance) formed a work essential safety aspects of driver interactions with group of experts from the auto industry, government future in-vehicle information and communication and other stakeholders (ITSA, SAE, CEA, AAA, systems. These systems, also known as “telematic” NSC, TMA and others) and tasked them with devices, include such items as cellular telephones, developing a “best practices” document to address navigation systems, or Internet links. In December essential safety aspects of driver interactions with 2000, the Alliance submitted to NHTSA a future information and communication systems. This comprehensive list of draft principles related to the effort, which has been ongoing for 6 years, has design, installation and use of future telematic produced 3 iterations of the document “Statement of devices. This list of draft principles was based, in Principles, Criteria and Verification Procedures on large part, on the European Commission Driver Interactions with Advanced In-Vehicle recommendations of December 21, 1999, on safe and Information and Communication Systems.” These efficient in-vehicle information and communication Guidelines address the design, use and installation of systems (2000/53/ECO). At that time, the Alliance information and communication systems with the agreed to seek input from experts and interested goal of minimizing driver distraction associated with parties to develop the principles into a more their use. The publication of the Guidelines has been comprehensive document including more fully followed by a letter of commitment from the Alliance defined performance criteria and verification members to design all their production vehicles to procedures. these Guidelines within specific designated timeframes. A work group of experts, Alliance members and other interested parties was formed in March, 2001 The Working Group has made a commitment to under my Chairmanship and included participants harness and apply state-of-the-art scientific from the Intelligent Transportation Society of understanding to the continuing evolution of its America, the Society of Automotive Engineers, the Driver Focus Guidelines. In that effort the group has Consumer Electronics Association, the American benefited from work in Europe, Japan and the U.S. Automobile Association, the National Safety sponsored by both the private and public sectors. Council, the Association of International Automobile The purpose of this paper is to explore the extensive Manufacturers, and the Truck Manufacturers ongoing relevant research in the area of driver Association. The NHTSA and Transport Canada distraction and workload management and show how (TC) participated as observers in the process and the it has been utilized in the latest iteration of the Insurance Institute for Highway Safety was a Guidelines. The intent is that the Guidelines can be corresponding member. utilized to design telematic systems that stretch the envelope for systems that enhance the safety of In a letter dated April 22, 2002, the Alliance drivers consistent with the state-of-the-art knowledge transmitted Version 2 of the draft guidelines to then with regard to minimizing the potential for driver NHTSA Administrator Runge. At that time, Alliance distraction. members committed to design and test future telematic devices in accordance with the guideline document. Version 2.1 of the guideline document was likewise transmitted to NHTSA on November 19, 2003. Alliance members reaffirmed their commitment to continue to design and develop future satisfy the principle. In order not to create information and communication systems in unnecessary obstacles or constraints to innovative accordance with this updated document. Most development of products the principles are expressed recently, on June 26, 2006 the Alliance transmitted mainly in terms of performance based goals to be various changes made to the guideline document over reached by the HMI. The statement of principles the preceding couple of years. In the transmittal further assumes that manufacturers will follow letter, the Alliance stated that the enclosed changes rigorous process standards when developing products were already being used in the design and in accordance with the guidelines. Vehicle development of future products. Further, the manufacturers already have robust product Alliance committed to continue to review development processes that help ensure the integrity information related to driver workload and its impact of their vehicle development programs from concept on safe driving as it becomes available and to work to production. The document encourages with NHTSA to better understand this complex issue. manufacturers of telematics devices who lack such a process control system to implement recognized INTRODUCTION industry process standards and examples of such recognized process standards are listed for reference. When drivers interact with in-vehicle information and communication systems (telematics devices) that COMMITTMENT TO USE LATEST SCIENCE have visual-manual interfaces there is the potential for distraction of the driver from the driving task. The Working Group has benefited from work in The Alliance Guidelines document was developed as Europe and Japan as well as the U.S. The challenge a tool for designing telematic systems that minimize of managing driver distraction in the presence of new the potential for driver distraction during this visual- technologies is a global one, just as the automotive manual interaction while the vehicle is in motion. business itself has become a global one. And the The current Guidelines do not address spoken Alliance through the Working Group has made a dialogue (i.e., voice activated) devices. Future work commitment to harness and apply state-of-the-art will be undertaken to develop and issue guidelines scientific understanding to the continuing evolution that address voice-activated systems. It was decided of the Driver Focus guidelines. to initially address only visual-manual systems since it was believed that an extensive body of relevant A significant recent upgrade of the Alliance research in the areas of driver distraction and Guidelines focused on Principle 1.4, which requires workload management was ongoing at the time. that visual displays be positioned as close as practical to the driver’s forward line of sight. This Principle is The Alliance Guidelines document is organized based on the JAMA Guidelines concerning the according to twenty-four principles divided into five monitor location of image display devices, and test sections. The five sections address: 1) Packaging and results on which these Guidelines are based. installation of the system into the vehicle in a way Yoshitsugu, et al. determined the lower limit of a that facilitates appropriate placement relative to the display’s downward viewing angle at which drivers forward field of view and to minimize interference focused on the display are still able to perceive they with driving; 2) Information presentation that meets are closing on a preceding vehicle within the distance accepted practices relative to legibility and needed to avoid a rear-end collision. The JAMA understandability, timeliness, accuracy, study also examined perceptible distance to a lead controllability, and minimization of undesirable vehicle at various eye height locations. The results effects; 3) System interaction such that the driver is revealed that as driver’s eye height above ground able to maintain safe control of the vehicle, feels increases, the further they could see down the road. comfortable with the system and is ready to respond The JAMA study also examined display locations at safely to unexpected occurrences; 4) System behavior various horizontal angles from centerline of driver. issues such as the treatment of information that must These results suggest that an angle measured in three be made inaccessible during driving and provision of dimensions from driver-seated position is appropriate information about system malfunction; and, 5) as lateral displacement of the display increases. Provision of instructions on the use of systems. Together, the results from both of these additional research manipulations provided the basis for the Elaborations have been drafted for each of the addition of a second verification criteria (1.4B), principles. These elaborations include specific which computes the 3D angle, thus providing a better criterion/criteria, technical justification, verification approximation of the driver’s actual downward visual procedures, and illustrative examples
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