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1. TRL 37 MIS005 B10 Is numerical data presented appropriately Numerical data should use internationally accepted units and provide an appropriate level of precision References ESoP 2008 DIN 43802 2 DIN 43802 3 DIN 43802 4 B11 Is the choice of words appropriate The continuously increasing number of functions available to the driver makes it necessary to adopt the most common practise in the selection of vvords for function identification References ESoP 2008 B12 Are abbreviations used appropriately Abbreviations should be vvidely known have clear meaning be used consistently and conform to local country conventions Abbreviations should not be overused but should only be used where necessary to save space and decrease reading time They should not be used for safety critical information The continuously increasing numbers of words acronyms and abbreviations in the environment make it necessary to adopt the most common practice References ESoP 2008 B13 15 the driving relevant information correct It is of the highest importance that any information provided by an IVIS is accurate and s given at an appropriate time such that it can be integrated easily vvith other existing information and cues The nevv information thus enhances existing information reduces uncertainty and reduces hesitation concerning future decisions Accuracy of information reduces uncertainty by giving valid and clear ans
2. ue uuns i 0 lqE u1 SI u nb s pa3dn 193u1 ue uuns i lqE p noys ALIp SU ldibuLd S jOs UOD pue sAejdsiq QM 0 aq eu y poys 51 ou nb s ay JI ensia jenuew s1ql1dn4193u1 JO 1105 Jensia jenuew v SI D s u nb s pue Guo Jou pynoys uu 3s s u L snuaw STAI 24 uBnoiuu1 2P51APU Asea 11 ST 22 z 9001 5 0 4005 pue sAejdsiq 0 SIAI 24 YM Buoesaqu UH 3S4S ay YUM Buno ei lu lluM fjesym B Ll 3s y UO puey suo 3ses Je 0 lqE aq SAEM E pinous JAAP yL T ldiouLd 5 0 400 pue SAg dsiq YUM buLl 3s ayy uo puey suo 3se Je dda 0 3 q8 JAAP ay SI 12 SPIJJUOD BSNeD SUISIS AS 01 19YIO YUM uonpulquuo2 ul SIAI v Aq uoneuojul Jo s oq 814 sjelidoldde sanH sAejds q dn Jo sn y SI Tg suons nb euonippv suons n 3s pi u Buipuods2a 10 4053 ESoP Principle Corresponding Checklist Questions Interaction vvith Displays and Controls Principle 8 Systems providing non safety related dynamic visual information should be capable of being svvitched to a mode vvhere that information is no
3. BS Is information presented by speech clearly audible The source of speech information can be human or machine generated To ensure that the message is clearly audible so that the user does not become confused the intelligibility of a message should be maximised Speech is most highly intelligible for sentences rather than isolated words as without the context of the sentence individual words may not be recognised References Sanders M S and McCormick E J 1992 Human Factors in Engineering and Design McGraw Hill Inc New York B9 Is the layout of graphics representational features appropriate Graphics should use accepted representations that are likely to be understood by the mafority of the user population so as to minimise visual interaction time The resolution of graphic images should not be affected by colour flashing graphics or reversing out VVhere available internationally and or nationally agreed standards related to icons symbols vvords acronyms or abbreviations should be used for example ISO 2575 Road Vehicles Symbols for Controls Indications and Telltales Standards related to symbols prescribe physical and or geometrical characteristics for information vvhich is displayed visually and are intended to give information the highest probability of being easily read by the population in a large range of circumstances and environments References ESoP 2008 ISO 2575 ISO 7000 ISO 7001 ISO 80416 4
4. BuIMo Oj OTD 4 ALIp BUIMOJJOJ uonewyuoo bra suods i s ua3s s u L ajelidoldde pue ajyenbape 5eqp J uOnPAD E 102002 51 62 Z 1900114 5 0 005 pue sAejdsiq 0 pew SI indu ue u ym SI 82 UOIPEAISIP JO POOYI 9A SI 8194 UOIJBUUIOJUI abuel AJoypne ss upno ay Jo 043402 p noys SUL 3 qeuosea e Jano ajqe3snfpe indino A oy pne jo uun oA y SI L9 9 aJdPUILIJ S 014U0D pue s ejdsiq 0 ayy uo edwi 1noy3m pajelado uoneJado es 104 lqe1ins 1no e o3u02 STAT u1 SI 92 aq ued Ady 35u em e yons ul paubisap aq pinous sionuo l 3sAS 0014 S 014U0D pue s ejdsiq 0 UH 3S4AS u 0 Ssjndu s suods 1 e91119 20117 bul 0 JOAUP y JOU pinous WEJISAS Sy Jejnonied UI uu 1s s d Bul ed aulyseul WO SIAI 94 51 42 y YUM jo a9ed ay 0313402 lqE p noys J AHp u ldiouLid 9104 005 pue SAg dsiq YUM daulod es1bo Je Jo uondniui uu jo 2100 By 18 SIAI 1104 22160 Je Jo uondn 11a3u1 Jo JUIOd ayy Je l 3S4S ay YUM y YIM
5. 1138 Design Criteria Driver Hand Controls Location for Passenger Cars Multipurpose Passenger Vehicles and Trucks 10 000 GVW and Under 2009 SAE J 1139 Direction of Motion Stereotypes for Automotive Hand Controls 2010 SAE J 2094 Vehicle and Control Modifications for Drivers with Physical Disabilities Terminology 2001 SAE 2 2119 Manual Controls for Mature Drivers 1997 TRL 60 MIS005 SAE 2 2217 Photometric Guidelines for Instrument Panel Displays That Accommodate Older Drivers 1991 SAE 2 287 Driver hand control reach 2007 SAE 2 941 Motor Vehicle Drivers Eye Locations 2010 UNECE Regulation 46 Uniform provisions concerning the approval of devices for indirect vision and of motor vehicles vvith regard to the installation of these devices 2009 UNECE Regulation 125 Uniform provisions concerning the approval of motor vehicles vvith regard to the forvvard field of vision of the motor vehicle driver 2008 TRL 61 MIS005 TRL 62 15005 Appendix 2 Abbreviations and Glossary Abbreviations BSI British Standards Institution DIN Deutsches Institut fur Normung E V DIS Draft International Standard ESoP European Statement of Principles ISO International Organisation for Standardisation IVIS In Vehicle Information System RDS Radio Data System SAE Society of Automotive Engineers VMS Variable Message Sign Glossary Ambient Lighting Configure Convention Design Posture Dialogue Feedback Functio
6. ESoP 2008 DIN EN 842 ISO 15008 B5 Are the displays lit during darkness without unduly affecting vision IVIS displays should be visible during darkness but the screen should not be so bright that it is distracting or causes visual after effects Washout occurs when the internal illumination is altered such that the contrast between information on the display and its background reduces sufficiently to compromise legibility Washout should not be possible at night in bright sunlight or even if the contrast is altered accidentally as this may lead to an increase in visual distraction It should be possible to read the display under all lighting conditions and assessors should account for a range of seat and eye height positions Assessors should check that colour and detail can be recognised at different levels of contrast TRL 36 MIS005 References ESoP 2008 Defence Standard 00 250 ISO 15008 B6 Does the lighting of controls during darkness affect vision If controls are lit during darkness to aid operation control lighting should be adequate to identify the required control but should not be so bright as to distract the driver or cause visual after effects B7 Is the auditory message appropriate for the information to be conveyed The auditory presentation of information is best used vvhen a driver s attention needs to be gained when the message is short and simple and does not need to be referred to later
7. FALSE N A TRUE FALSE N A Y B4 Are colours used effectively in the design and presentation of visual images Colours are limited to clearly differentiated sets Colours are equally visible under night time viewing conditions Red green and blue yellow colour combinations are avoided Colour displays LED and display images are unambiguous without full colour vision Problems of colours distorting the appearance of adjacent colours and colour after effects are avoided Colours conform with stereotypical norms None E Minor E Serious TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A D BS Are the displays lit during darkness without unduly affecting vision The IVIS illumination does not distract the driver The IVIS illumination does not cause visual discomfort The IVIS illumination does not prevent the displayed information from being clearly legible The IVIS illumination does not cause visual after effects Automatic manual dimming controls are within an acceptable range The IVIS internal illumination can be used without washout of the display in any conditions None B Minor B Serious TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A PT TRL 13 MIS005 B6 Does the lighting of controls during darkness affect vision Control lighting is adequate to identify the required control TRUE FALSE N A Control l
8. Passenger cars Driver hand control reach 2 Edition 1996 ISO 4040 Road vehicles passenger cars Location of hand controls indicators and tell tales in motor vehicles 5 Edition 2009 ISO 4513 Road vehicles Visibility Method for establishment of eyellipses for driver s eye location 3 Edition 2010 ISO 5128 Acoustics Measurement of noise inside motor vehicles 15 Edition 1980 ISO 7000 Graphical symbols for use on equipment Index and synopsis 3 Edition 2004 ISO 7001 Graphical symbols Public information symbols 3 edition 2007 ISO 9241 210 Ergonomics of human system interaction Part 210 Human centred design for interactive systems 15 Edition 2010 TRL 59 MIS005 ISO TR 9511 Road vehicles Driver hand control reach In vehicle checking procedure 1 Edition 1991 ISO 15005 Road vehicles Ergonomic aspects of transport information and control systems Dialogue management principles and compliance procedures 1 Edition 2002 ISO 15006 Road vehicles Ergonomic aspects of transport information and control systems Specifications and compliance procedures for in vehicle auditory presentation 1 Edition 2004 ISO 15007 1 Road vehicles Measurement of driver visual behaviour with respect to transport information and control systems Part 1 Definitions and parameters 15 Edition 2002 ISO TS 15007 2 Road vehicles Measurement of driver visual behaviour with respect
9. TRUE FALSE N A Abbreviations are an appropriate method of conveying this information TRUE FALSE N A D D0 ED mL B13 15 the driving relevant information correct Messages contain all necessary information TRUE FALSE N A Information is consistent with the legal status of the road system TRUE FALSE N A external information on road signs TRUE FALSE N A external information on VMS displays TRUE FALSE N A external information on RDS broadcasts TRUE FALSE N A other external information TRUE FALSE N A other internal information TRUE FALSE N A The system provides timely updated advice after non compliance with instructions TRUE FALSE N A None El Minor a Serious L N A B14 Is a suitable indication given when new updated information arrives that is directly relevant to the driver in the current driving situation The method of indicating new information arriving is effective TRUE FALSE N A The method of indicating new information does not startle the driver TRUE FALSE N A The method of indicating new information is appropriate to the message being conveyed TRUE FALSE N A The information is up to date and relevant to the current real time situation TRUE FALSE N A T TRL 16 MIS005 B15 Is information of higher safety relevance given higher priority AT B16 Where the volume of auditory output cannot be adjusted does it present any concerns Auditory output is loud enough to be heard under all driving c
10. The aim of this question is to encourage good design of all product information and to assist potential or current users of the system in appreciating the benefits and limitations of the system All product information should be factually correct and presented transparently and without ambiguity Information does not have to be comprehensive to be accurate Functionality is concerned vvith vvhat the IVIS does and by implication the benefits that the functionality provides to the driver Functionality should distinguish betvveen that which is designed to be used by the driver while driving and that which is not i e the information should not claim or imply that a function vvhich has not been designed to be used vvhile driving can be so used The product information should make it clear if additional softvvare or hardvvare is required other than that supplied vvith the base model for specific functionality TRL 53 MIS005 Product information must be in line vvith consumer protection requirements EU regulations and existing codes concerning advertising and all product information should conform to the report on advertising Examples Good A communications system which is not designed to store telephone numbers while driving provides the information that pre stored numbers can be selected using a single button Bad The same communications system provides the information Telephone numbers can be stored for later use adjac
11. are functionally grouped where possible Graphics representational features are not cluttered Minor Serious E Is numerical data presented appropriately An analogue format is used for fluctuating values An appropriate number of decimal places are used Numbering has appropriate units where required A digital display is employed for relatively steady values where the absolute numerical value needs to be known Minor Serious Is the choice of vvords appropriate Short vvords are used in preference to long ones The vvords used in the dialogue are simple and obvious The IVIS avoids the use of jargon when plain language could be used The order of vvording is logical and grammatically correct Minor H Serious L TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A YAT TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TAT TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A PT TRL 15 MIS005 B12 Are abbreviations used appropriately Abbreviations used aid the readability of the messages TRUE FALSE N A Abbreviations are used consistently TRUE FALSE N A Abbreviations conform to standard conventions TRUE FALSE N A Entire sentences are never made up from abbreviations TRUE FALSE N A Abbreviations are translated correctly for the country and language of their use
12. displayed on driver request differs only from the previous one by one item the number of km This item is not enhanced which creates doubt about whether the system has recognised the user input or not References ESoP 2008 B15 Ts information of higher safety relevance given higher priority The driver may need to perceive and act on safety relevant information within a short timescale Such information therefore needs to be presented as rapidly as possible and should not be delayed by more routine information Information priority from the point of view of safety relevance depends on its urgency and criticality i e severity of the consequences if the information is not acted upon These factors in turn also depend on the driving situation as explained in ISO TS 16951 Where information is generated off board from the roadside or a remote system prioritisation cannot take account of the driving situation and only a more generic priority allocation is possible Where information is derived from autonomous vehicle systems or where external and on board information can be combined the possibility of appreciating the driving situation exists and message priority can be refined For off board information the dynamic information providers service providers should implement an information dissemination strategy which besides being current and reliable ensures that transmission priority is given to messages with the highest importan
13. is the required information provided within an appropriate timescale The IVIS response e g feedback confirmation following driver input should be timely and clearly perceptible if there is a time lag visual distraction may increase or the driver may try and activate the control again The timing for requested information or an indication that processing is underway should start from the end of the driver s input When the system s processing time requires longer than 250 ms some signal should be displayed within 250 ms to inform the driver that the system has recognised the input and is preparing the requested response Additionally visual feedback should persist long enough for the driver to observe it in his own time so that he does not compensate by increasing visual interaction time with the IVIS Any delayed ambiguous or uncertain system response may be misinterpreted may be taken as an error by the system or by the driver and may lead to the driver making a second input TRL 46 MIS005 Examples Good A message BUSY is displayed immediately follovving a driver request to change the area shown on a map Bad A long delay before acknowledgement of the driver s request for information References ESoP 2008 C11 Can dynamic non safety related information be deselected Visual information is dynamic if it changes vvithout user input or interaction e g automatic updates of a map Non safety related in
14. light emitting display travels to another surface or via several surfaces producing a secondary image of the display screen for example on the windscreen This is most likely to be perceived by the driver when there is high contrast between the secondary image and its background such as against the windscreen during darkness Light from an external source e g the sun streetlights or other bright objects is reflected by the display surface into the driver s eyes see also Glare above White characters against a black background Organisation s responsible for design and production of the system which designate the envelope of use for the system and provide related documentation Free standing equipment is a device that is not securely mounted or installed within the vehicle that may require hand held operation for example a remote control device or mobile phone Use of IVIS functions while driving that are not intended by the supplier for use while driving Ease with which the IVIS can be used Visual disability occurring after being exposed to a relatively bright light source Note The eye takes time to recover and visual disability may occur due to the prolonged presence of the image of the light source on the retina Physical and or cognitive demands made on an individual at any given moment TRL 64 MIS005 SOOSIW G9 Tal Aejdsip u1 Aq p sne2o JO pue SU0199 J84 WOJ 83 1
15. to detect and acquire visually displayed information may increase the risk for potentially dangerous traffic situations caused by driver preoccupation with non primary driving related tasks The vocabulary used for messages should be simple and easy to understand by the intended user population to avoid the driver becoming confused and making errors that could compromise safety The message should contain information that is sufficiently correct and have the degree of precision for the driver to deal adequately with the situation Plain language should be used instead of jargon If quantitative measurement QM is required to answer this question the number and duration of glances needed to detect and acquire relevant information presented should be measured References ISO 15007 1 ISO 15007 2 B2 Is each control easily discernible by different methods in daylight and during darkness IVIS controls should be designed such that they can be operated without adverse impact on the primary driving task Adverse impact occurs when badly designed controls induce negative consequences on the ability of the driver to undertake correctly the primary driving task Poor control design may involve their location shape and layout Good design enables drivers to distinguish controls by several different methods in order to avoid confusion and aid speedy identification for example visually by shape colour or label or through touch by shape loca
16. to transport information and control systems Part 2 Equipment and procedures 1 Edition 2001 ISO 15008 Road vehicles Ergonomic aspects of transport information and control systems Specifications and test procedures for in vehicle visual presentation 204 Edition 2009 ISO 16673 Road vehicles Ergonomic aspects of transport information and control systems Occlusion method to assess visual demand due to the use of in vehicle systems 1 Edition 2007 ISO TS 16951 Road vehicles Ergonomic aspects of transport information and control systems TICS Procedures for determining priority of on board messages presented to drivers 17 Edition 2004 ISO 17287 Road vehicles Ergonomic aspects of transport information and control systems Procedure for assessing suitability for use while driving 1 Edition 2003 ISO TR 22411 Ergonomics data and guidelines for the application of ISO IEC Guide 71 to products and services to address the needs of older persons and persons with disabilities 1st Edition 2008 ISO 80416 4 Basic principles for graphical symbols for use on equipment Part 4 Guidelines for the adaptation of graphical symbols for use on screens and displays icons 1 Edition 2005 SAE J 2364 Navigation and route guidance function accessibility while driving 2004 SAE J 1050 Describing and measuring the driver s field of view 2009 SAE J 1052 Motor vehicle driver and passenger head position 2010 SAE 2
17. 1noqe UONEUNOJUI BUIALIP 13S IUM SUOIDUNJ STAT ayy jo Aue jo sn uou 40 SUOIJEPUSWLWUOISN Jeajo Anu nuJns piAoid suon n sul oq G3 jou ase UDIyM SOU2 pue ayy Aq p sn aq o papuajul aJe 15 5 ay JO suonounJ u3 uA 1e1s AHP T pinous suon n sul u L 01501 4 WEIS S u1 moqe UONEULIOJUI ESJOAIAP Jo papuajul ay Aq PooJsJepun paubisap s BenBueg ul SUOIPN AISUI STAT HV I SA ALIP Jo dno16 papuaju y Aq q paubisap suuoj sabenBue ul pinous suon n nasul uj 1s S 012014 uu 13s S DU moqe UONNEULIOJUI lduuis pue 393 109 suononai3su SIAI 24 BV duuis pue 934109 pinous suon n nsul WOISAS Z ajdidullg WOISAS Sy 1noqe UONEUNOJUI esueua u eu pue asn 104 suon n nsul ajenbape apn 9u H AHD u1 02 ajqeyleAe UOMeULOJU ay s oq a SIAI 24 JO LonejjeIsu 10 SUONEPUSWWIOIS 45 l pn 2u u1 0 ajqejlene uoNeunioyu SIOG 13 gt s9Uueus u eu pue uolJejjejsu Jo si adse zuera pue sn BULISAOI ayy 104 suonon13sul ajenbape aney pinoys uu 1s s u T ydi uLid WOIS S 94 moqe UONEULIOJUI suons n 15119949 Buipuodsa 10 4053 Appendix 4 Checklist Feedback Sheet We are always looking for ways to improve the Checklist for the Assessment of In Vehicle Information Sy
18. 1ueA 1 y aJe p in s pue p vuonisod cy pay Af in s SIAI 34 SI Zv S IU A Ul l 3S4S ayy Bull e3su 104 SUONONYSUISda4NJOeynueW 34 YIM BdUePsOIIe ul PONY SIAI 34 SI TY S D U A ul uu 1s s ayy Bulyje su 40 Suonon nasul SIs1npeyjnuew pue spepuezs suone nbal zuena sdUepsooIe Ul pe Aq in s pue paje30 aq pinous uu 1s s ay T a didulg uone e3isuT suons n 3s pi u Buipuodsa 10 ldi ulid 4053 8 5 JO 9 81 351149949 pue 8002 4053 2 xipu ddy ESoP Principle Corresponding Checklist Questions Information Presentation Principle 1 Visually displayed information presented at any one time by the system should be designed in such a vvay that the driver is able to assimilate the relevant information vvith a fevv glances vvhich are brief enough not to adversely affect driving B1 Is the visual message simple B2 Is each control easily discernible by different methods in daylight and during darkness B3 Is colour used effectively to aid coding and layout of controls B4 Are colours used effectively in the design and presentation of visual images B5 Are the displays lit during darkness vvithout unduly affecting vision B6 Does the lighting of controls during darkness affect vision B7 Is the auditory message appropriate for the information to be conveyed Information Presentation Principle 2 B
19. ALSE N A TRL 11 MIS005 B Information Presentation B1 Are messages presented visually simple The IVIS avoids the use of long messages TRUE FALSE N A Each message is distinct from others TRUE FALSE N A The meaning of the message is clear TRUE FALSE N A Information presented by visual and other modalities is consistent TRUE FALSE N A FT O TR eo 3 B2 Is each control easily discernible by different methods in daylight and during darkness The IVIS controls can be distinguished as follows Vision by labels graphics representational features TRUE FALSE N A by colour TRUE FALSE N A by shape TRUE FALSE N A by brightness TRUE FALSE N A Touch by means of clearance TRUE FALSE N A by means of location TRUE FALSE N A by means of grouping TRUE FALSE N A by means of shape TRUE FALSE N A by means of texture TRUE FALSE N A by motion feedback TRUE FALSE N A Hearing by auditory feedback TRUE FALSE N A TRL 12 MIS005 Y B3 Is colour used effectively to aid coding and layout of controls Red green combinations are avoided Blue yellow combinations are avoided Colour coding does not cause problems during darkness Colours used do not cause adverse visual after effects The meaning of colour coding is clear Colour coding conforms to stereotypical norms in the expected country area of use None El Minor El serious TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE
20. IS and to identify where further development work or detailed measurements might be required The Checklist does not evaluate safety per se safe or unsafe use arises from driver behaviour during and following interaction with the IVIS Nevertheless safe use of an IVIS is promoted by good ergonomic design and it is the extent to which good design is embodied in the IVIS that is being assessed The Checklist is structured as a series of questions that are intended to be answered from simple observation of the IVIS design and operation The Checklist provides a contribution to assessing an IVIS against the ESoP but does not include detailed TRL 1 15005 measurement procedures It does hovvever identify vvhere specific quantitative measurements might be required to validate a design approach In some cases a Principle within the ESoP is represented as a series of questions within the Checklist a correspondence summayy is provided in Appendix 3 The Checklist also includes some interface and usability issues that are not covered by the 2008 ESoP In part this is because the ESoP responds to technology and design evolution and follows a consensus approach in development The distinction between questions that are in line with the ESoP 2008 and additional questions is made in the table of correspondence in Appendix 3 The Checklist is intended to be relatively robust to developments in technology and so often uses generic terms for interf
21. M S and McCormick E 1 1992 Human Factors in Engineering and Design McGraw Hill Inc New York C7 Is the volume of auditory output adjustable over a reasonable range Auditory information at a sound level vvhich is too high may affect driving or road safety by masking significant and important warning sounds concerning road and vehicle safety Auditory information needs to be designed such that the driver is not prevented from hearing interior or exterior warnings Additionally an auditory output should be adjustable such that it is not so loud as to startle the driver or cause pain or annoyance The sound level volume produced by the IVIS may or may not be controlled by the driver Ideally the volume of an auditory output will be adjustable by the driver The ability to turn an auditory output on and off does not constitute an adjustable control unless the volume can be adjusted further by the driver within an adequate range Examples Good Auditory signals from the system are adjustable by the driver according to the ambient noise level within the vehicle Bad The entering telephone call is at a very high sound level and out of the driver s control References ESoP 2008 ISO 5128 ISO 15006 DIN 33404 3 Defence Standard 00 250 TRL 45 MIS005 C8 Is immediate feedback provided when an input error is made Drivers should receive clear indication that an input error has been made in order to avoid conf
22. P 2008 EC Code on Advertising in the Context of Road Safety TRL 55 MIS005 TRL 56 15005 6 Bibliography Department for Transport 2006 Dying to take the call Advisory Leaflet Available at lt http www dft gov uk think_media 241042 241120 dyingtocall pdf gt Accessed 25 January 20111 eSafety forum Working Groups 2008 eSafety WG Available at lt http www icarsupport eu esafety forum esafety working groups menu 4 gt Accessed on 18 January 2011 ESoP 2008 European Statement of Principles on the Design of Human Machine Interaction European Commission Information Society and Media Directorate General G4 ICT for Transport Green P 2008 Driver Interface Safety and Usability Standards An Overview chapter 24 in Regan M A Lee J D and Young K L Driver Distraction Theory Effects and Mitigation CRC Press Green P Levison W Paelke G and Serafin C 1993 Preliminary Human Factors Guidelines for Driver Information Systems Technical Report UMTRI 93 21 Ann Arbor MI The University of Michigan Transportation Research Institute also published as FHWA RD 94 087 McLean VA U S Department of Transportation Federal Highway Administration December 1995 ITS Action Plan 2010 Transport Action Plan and Directive Available at lt http ec europa eu transport its road action_plan action_plan en htm gt Accessed on 18 January 2011 Leiser B and Carr D 1991 Analy
23. S Is information presented by speech clearly audible B9 Is the layout of graphics representational features Internationally and or nationally agreed standards relating to legibility audibility icons symbols words acronyms and or abbreviations should be used appropriate B10 Is numerical data presented appropriately B11 Is the choice of words appropriate B12 Are abbreviations used appropriately Information Presentation Principle 3 Information relevant to the driving task should be accurate and provided in a timely manner B13 Is the driving relevant information correct B14 Is a suitable indication given when new updated information arrives that is directly relevant to the driver in the current driving situation Information Presentation Principle 4 Information with higher safety relevance should be given higher priority B15 Is information of higher safety relevance given higher priority Information Presentation Principle 5 System generated sounds with sound levels that cannot be controlled by the driver should not mask audible warnings from within the vehicle or the outside B16 Where the volume of auditory output cannot be adjusted does it present any concerns TRL 66 15005 SOOSIW 19 Tal a eosauun ajelidoldde ue ulyyM p piAoid uoljewsojul a1qiidadad Al eap pue Ajai pynoys ndu p nb y 51 9eqpaa uoneAnoe o 13uo
24. SMOPUIM pue ay HV ZIV suo puos Sunubil Jus qwe je Japun a1e 6 pue suona jal SIAI SU SI TITY SU01991J34 pue plore 0 pajjeysul pue paubisap aq pinous sAe ds p ensiA G ldi uLid uonp P1SuI 1uBis jo ull jeuliou SA AHD v ulyyM pauonisod Ae ds p jensia STAI 51 OTY 14615 Jo Sul JeW IOU S 1SALIP 34 o lqe n p d se aso se pauonisod aq pjnoys sAejdsip ensiA p di5uHd uonp P1SuI Bununou sy pue SIA v Aq uonmpnaia3sqo woy 3911 S B dsIp Auewilid 0 SS P ensIA pue e5 s ud sI 6V Bununou sy pue SIAI 294 Aq uon n nsqo woy yse y 104 s e dsIp pue 5 0 1 02 U A 1201 15 0 JOU p nous uu 31s s ay di5uld uonp e1suI 1J S O4 UOD 0 ss 22e ensia pue e5 s ud sI SV SIAI 24 5 Aq uon n nsqo WIOJ 9914 DUIS y JO M HA S JOAUP u1 SI sAe dsip sjo41 U0d H ALID 194730 Aq 40 21115 0 WOJ SIAI u1 02 ss 22e jensia pue 2215 8 SI 9y y Jo MAIA S A AHD u 22n 2Sqo pinous l 3S4S ay Jo Hed oN Z ldi uLid uonp P1SuI BUuIAIID sasn y Aq p u2e 1 j se S 04JUOI STAT u1 SV OMRUS WOA SIAI u1 JO sjuauodulo 1ueA 1 ay aJe pue p vuonisod 52uo c lqe3s SIAI 94 JO sjuasuodulo
25. System Behaviour 48 E Information about the System 51 6 Bibliography 57 Appendix 1 Technical References 59 Appendix 2 Abbreviations and Glossary 63 Appendix 3 ESoP 2008 and Checklist Table of Correspondence 65 Appendix 4 Checklist Feedback Sheet 70 TRL i MIS005 1 Introduction This document contains a Checklist for assessing In Vehicle Information Systems IVIS against established ergonomics custom and practice e Section 1 this section describes the background availability and aims of the Checklist and includes recommendations for its use e Section 2 provides a proforma for recording the assessment scenario e Section 3 contains the Checklist questions and scoring sheet e Section 4 provides a number of tools for recording and summarising assessments e Section 5 contains Supportive Information which provides additional rationale and clarification of Checklist questions and procedures The document also contains a series of Technical References Appendix 1 Abbreviations and a Glossary of terms Appendix 2 ESoP and Checklist Table of Correspondence Appendix 3 and Checklist Feedback Sheets Appendix 4 1 1 Background and Availability A checklist for the assessment of IVIS was developed on behalf of the UK Department for Transport in the late 1990s Stevens Board Allen and Quimby 1999 This was validated at least to an extent during a consistency workshop and has since been used in the UK as a post development a
26. TRUE FALSE N A TRUE FALSE N A AT TRL 21 MIS005 D System Behaviour D1 Does the IVIS display distracting images unrelated to driving The IVIS limits visual information available when the vehicle is moving TRUE FALSE N A Visual information does not have a dynamic component TRUE FALSE N A All dynamic visual images relate closely to driving TRUE FALSE N A D2 Does the behaviour of the IVIS adversely interfere with displays or controls required for the primary driving task and for road safety The IVIS does not override information that is required for safe driving TRUE FALSE N A The IVIS does not obstruct other safety systems TRUE FALSE N A D3 Are system functions that are not intended to be used by the driver when driving impossible to interact with when the vehicle is in motion D4 Does the supplier make it sufficiently clear that the driver retains absolute responsibility for the operation of the vehicle and compliance with traffic regulations regardless of information provided by the IVIS The user instructions clearly state that the driver retains overall responsibility for vehicle operation TRUE FALSE N A The user instructions clearly state that the driver retains responsibility for complying with traffic regulations TRUE FALSE N A The IVIS itself displays clear responsibility messages TRUE FALSE N A D D E EL TRL 22 MIS005 D5 Is information presented to the driver about current status and any malf
27. aa MIS005 Creating the future of transport Checklist for the assessment of in Vehicle information systems A Stevens and S Cynk Transport Research Laboratory TeL Department for Transport MIS005 Checklist for the assessment of in vehicle information systems by A Stevens and S Cynk TRL Prepared for Project Record Contract S1001 V8 Development of a safety checklist for the assessment of in vehicle information systems Client Department for Transport International Vehicle Standards Adrian Burrovvs Copyright Transport Research Laboratory September 2011 This publication has been prepared for Department for Transport The vievvs expressed are those of the author s and not necessarily those of Department for Transport Date Approved Project Sally Cotter 17 04 2011 Manager Technical Dan Basacik 17 04 2011 Referee Contents 1 Introduction 1 1 1 Background and Availability 1 1 2 Aims and Use of the Checklist 1 1 3 Recommendations for assessment 2 1 4 Completing the Response Boxes 3 1 5 Assessment summary reports 5 2 Assessment Scenario 7 3 Checklist Assessment A Installation 9 B Information Presentation 12 C Interaction with Displays and Controls 18 D System Behaviour 22 E Information about the System 24 4 Assessment Summary Report 27 5 Supportive Information 29 A Installation 29 B Information Presentation 35 C Interaction with Displays and Controls 42 D
28. ace components Whilst fundamental human factors principles are essentially invariant their application to in vehicle system design needs interpretation and the generic terms should be interpreted flexibly in the light of technology development So for example input controls include all elements of the IVIS interface through which the driver provides control inputs including turn knobs buttons touch screens joysticks pedals and microphones Also the IVIS means all components of the IVIS including any vvires and fixing components The Checklist may be used to assess individual functions a single screen display or a complete IVIS It may also be used for systems installed within a vehicle or applied to bench mock ups or simulations Of course some judgement has to be made about relevant aspects that can be assessed in such situations The Checklist is designed to assess both IVIS which are brought into the vehicle environment so called Nomadic Devices and to benchmark original vehicle equipment An active area of in vehicle HMI development involves integration of information and other systems vvithin the vehicle environment This can involve shared use of controls and displays as well as communication prioritisation between perhaps multiple IVIS and other vehicle systems Whilst the Checklist includes some consideration of integration issues these may not be fully covered Users of the Checklist will usually hav
29. ating position Primary displays include the speedometer all warning lights mandatory control labels and mandatory tell tales Assessors should account for a range of driver heights and seat positions Examples Good An auditory congestion warning system that does not obstruct and which has no connection with other controls The device has a simple on off control that can be easily used without affecting any other displays Bad An after market route guidance system which obstructs mandatory control labels TRL 32 MIS005 References ISO 4513 A10 15 the visual display positioned close to the driver s normal line of sight For a driver to be in full control of the vehicle and avvare of the dynamic road scene there is a broad consensus that apart from brief glances at mirrors or instrumentation the driver s gaze should be directed towards the road scene Visual displays positioned close to the normal line of sight reduce the total eyes off the road time relative to those vvhich are positioned further avvay thus maximising the possibility for a driver to use peripheral vision to monitor the road scene for mafor developments vvhile looking at a display The further avvay from the driver s normal line of sight the display is positioned the more difficult it is to obtain information and the greater the possible impact on driving performance It is recommended that the most important or safety critical information be closest
30. bols and signs Safety signs including fire safety signs Part 5 Signs vvith specific safety meanings London British Standards Tnstitution 2002 Defence Standard 00 250 Human Factors for Designers of Systems Ministry of Defence Glasgovv 2008 DIN 33402 2 Ergonomics Human body dimensions Part 2 Values 2005 DIN EN 842 Safety of machinery Visual danger signals General requirements design and testing 2009 DIN 33404 3 Danger signals for vvorkplaces auditory danger signals unified emergency signal technical requirements of safety testing 1982 DIN 43802 2 Line scales and pointers for indicating electrical measuring instruments general requirements 1991 DIN 43802 3 Line scales and pointers for indicating electrical measuring instruments designs and dimensions 1991 DIN 43802 4 Line scales and pointers for indicating electrical measuring instruments scale graduation and numbering 1991 ESoP 2008 European Statement of Principles on the Design of Human Machine Interation European Commission Information Society and Media Directorate General G4 ICT for Transport ETSI EG 202 116 Human Factors HF Guidelines for ICT products and services Design for all 2002 ISO 2575 Road vehicles Symbols for controls indicators and tell tales 8 Edition 2010 ISO 3411 Earth moving machinery Human physical dimensions of operators and minimum operator space envelope q Edition 2007 ISO 3958 Road Vehicles
31. ce In vehicle systems need to recognise incoming safety relevant messages and treat them accordingly Safety relevance of information may not always be easily determined and not all information may be technically available for prioritisation Examples Good Information concerning manoeuvring around a complex intersection is given priority over an incoming telephone call TRL 39 MIS005 Bad A high priority message concerning ice at the current location is prevented from being delivered immediately because the information screen is in the process of displaying a message concerning distant traffic congestion References ISO TS 16951 B16 Where the volume of auditory output cannot be adjusted does it present any concerns Auditory information at a sound level vvhich is too high may affect driving or road safety by masking significant and important warning sounds concerning road and vehicle safety Where the sound level volume produced by the system cannot be controlled by the driver beyond his ability to switch it on and off auditory information needs to be designed so that the driver is not prevented from hearing interior or exterior warnings Additionally the auditory output should not be so loud as to startle the driver cause pain or annoyance Examples Good Auditory signals from the system that self adjust according to the ambient noise level within the vehicle Bad The ring tone for an incoming telephone call
32. closing of the eyes for brief periods and exaggerated head movements to obtain a more comfortable vievv All of these effects are likely to reduce driver comfort and may compromise road safety to some extent All internal and external sources of light should be considered for a range of seat and eye height positions Assessments should be carried out during the day and after dark Assessors should bear in mind the effects of street lighting strong sunlight vehicle headlights and reflections off the passenger or passenger seat Examples Good A display vvhich has been designed and installed vvith thought a screen vvith an automatic brightness control recessed vvithin the dashboard in a high central position and which has a display front surface which can be easily read under all normal lighting conditions Bad A display whose design and installation does not sufficiently take account of potential glare and reflection problems A display vvhich is so bright at night that it is significant in the driver s peripheral vision when looking at the forward road scene and whose information is difficult to read in sunlight because the contrast is so low References ISO 15008 A12 Are the windscreen and windows free from reflections and or glare caused by the display Glare is the distracting and potentially disabling effect of bright light in an otherwise relatively dark scene that interferes with visual attention and selection Reflectio
33. col with design limits for assessing driver visual demand T Horberry A Stevens S Cotter R Robbins and G Burnett 2007 A code of practice for developing advance driver assistance systems final report on work in the RESPONSE 3 project Cotter J Hopkin and K Wood 2007 Routing assessment of dynamic route guidance systems K Wood A Maxwell A Stevens and S Thompson 2006 Guidelines for safe and effective vehicle routing S Thompson A Stevens A Maxwell and K Wood 2006 ISSN 0968 4093 TRL Published by IHS Crowthorne House Nine Mile Ride Willoughby Road Bracknell Wokingham Berkshire RG40 3GA Berkshire RG12 8FB United Kingdom United Kingdom T 44 0 1344 773131 T 444 0 1344 328038 F 44 0 1344 770356 1 1 F 444 0 1344 328005 E enquiries trl co uk E trl ihs com W www trl co uk W http emeastore ihs com
34. ction on use intended by the manufacturer should be described in the product information Examples Good The product information makes it clear that routing instructions are provided exclusively using the auditory modality and the system is therefore unsuitable for drivers with a hearing impairment Bad A voice input system only works reliably with deep male voices but this limitation is not made clear in the product information ES Are unrealistic expectations and encouragement of unsafe use avoided Representations of IVIS use e g descriptions photographs and sketches should neither create unrealistic expectations on the part of potential users nor encourage unsafe or illegal use Rather they should assist the driver in appreciating the functionality benefits and limitations of the system before and during use and promote road safety and compliance with existing traffic Regulations and codes of road and vehicle use TRL 54 MIS005 Representations of IVIS use include those provided by the supplier in instruction manuals diagrams etc photographs films computer animations sound clips and any form of product information or advertising that users or potential users of the system may be exposed to Examples Good Photographs of the IVIS being used as intended by the supplier and following all relevant codes and Regulations Bad A photograph showing a hand held telephone being used while driving References ESo
35. ctions group of words diagram function described etc should be correct for the actual system to which it relates Simple has to be interpreted in the context of the system being described and will vary with the complexity and functionality of the system The instructions should be unambiguous and easy to understand if possible by all members of the intended user population e g documents in Plain Language Instructions should not be overly technical and should use user oriented language It is important that the instructions are simple even if the system is complex TRL 51 MIS005 Examples Good Good examples might be expected to have some of the follovving features vvell presented manual vvith factually accurate text and diagrams contents page page numbers good use of colour written in a plain language style using common words good Index use of different fonts italics bold underline etc to distinguish portions of the text Bad Instructions which refer to a previous model with different functions and controls E4 Are IVIS instructions in languages or forms designed to be understood by the intended group of drivers The aim of this question is to ensure that instructions are of use to as many drivers as possible and that drivers are avvare of the capabilities and limitations of the system its context of use etc Different forms of instructions may exist which could be presented in different modalities Audi
36. e statements indicate that design is consistent with good ergonomics practice and is therefore less likely to cause problems in operation False indicates poor or inappropriate design and may identify a potential safety hazard Not applicable applies when the IVIS does not have a feature relevant to the statement The assessors must use their own judgement in relating True False N A statements to an overall assessment for the question The short statements are intended to assist in identifying specific factors but their relevance and weighting will depend on the IVIS Quantitative Measurement Required cag For some Checklist questions observation and judgement may be deemed insufficient particularly in grey areas where consensus over the issue would be difficult For example secure fixing of the IVIS needs to be judged under emergency braking and crash conditions Also the simplicity of the information display and hence the extent to which drivers can assimilate information may need to be experimentally measured Assessors may of course rely on their judgement or may wish to indicate that a Quantitative Measurement is required In part this depends on the ultimate use of the Checklist results Whether and how quantitative measurements are made on an IVIS is currently outside the scope of the Checklist and Supportive Information 1 5 Assessment summary reports Following completion of the Checklist sections A t
37. e some knowledge of ergonomics and road vehicle safety issues The Checklist questions and associated information are intended to promote robust results independent of the assessors background Nevertheless individual judgement may be required in some cases and experience is therefore likely to be beneficial Results arising from Checklist assessment may be used in a number of vvays including internal design development benchmarking marketing and consumer information Such application is beyond the scope of this document and entirely for the users 1 3 Recommendations for assessment The process and context for undertaking an assessment will depend on the objectives of that assessment In all cases it is recommended that assessors are familiar with the Supportive Information before using the Checklist Also unless the focus of attention is naive use it is recommended that assessors familiarise themselves with both the user instructions and operation of the IVIS prior to undertaking an assessment This will usually involve using the IVIS whilst driving to fully appreciate interaction in this context A full assessment involves completing three stages 1 The Assessment Scenario Section 2 2 The Response Boxes for the Checklist Assessment Section 3 3 An appropriate Assessment Summary Report Section 4 TRL 2 15005 The Assessment Scenario captures important information about the IVIS including product version manufactur
38. e under all ambient lighting conditions Glare is the distracting and potentially disabling effect of bright light in an othervvise relatively dark scene that interferes vvith visual attention and selection In the in vehicle context this can occur in a number of vvays 1 Passenger cars are all type M1 vehicles as defined in Directive 70 156 EEC TRL 33 MIS005 e External light usually sunlight falls on the visual display reducing display contrast and makes the information on the screen more difficult to see from the driver s normal vievving position e The display is itself too bright and causes distraction from the road scene and other in vehicle displays and controls This is most likely to be apparent to the driver in lovv ambient light conditions Reflection is the generation of a secondary image of an object as a result of light from the object bouncing off intermediate surfaces e g light from an external source such as the sun streetlights or other bright objects is reflected by the display surface into the driver s eyes see also glare above Glare and reflections from or on an IVIS are likely to make it more difficult to extract information from the display and may also cause distraction from the driving task or other tasks that are performed vvhile driving Sudden reflections may startle the driver This is likely to lead to increased driver frustration and may evoke behavioural adaptations such as squinting
39. em cancels the list after a short time out period Consequently the driver needs to call the list again in order to resume reading C5 Is the IVIS free from machine pacing In all driving situations it is of paramount importance that the driver can direct their attention to the road scene to the extent required and that all the interactions with the system can be performed when the traffic situation permits Thus the driver should be able to control the pace of interaction with the system The term machine pacing indicates that the system requires a response within a limited time period If the response is not given within this time the system state may change This should be avoided so that the driver is not encouraged to divert attention TRL 43 MIS005 from the road when it may be inappropriate Equally visual feedback should persist long enough for the driver to observe it in his own time so that he does not compensate by increasing visual interaction time with the IVIS Interaction with the system refers here to making an input by a control action or by a voice into the system either at the driver s initiative or as a response to displayed information initiated by the system itself Depending on the type of task and the goal the interaction may be elementary a single input output couple or made of a sequence of several couples of input output e g entering a phone number scrolling through a series of stored me
40. ent to a picture of a driver and vehicle in motion This association implies that number storage is designed for use while driving E7 Does the product information make it clear if special skills are required to use the IVIS as intended by the manufacturer The manufacturer s intention as regards to the target group should be made clear to potential and actual users of the system The normal presumption is that a system can be used by all drivers However initial training may be required for example for systems designed for specialist professional use Although all drivers are required to have a minimum level of far vision other capabilities may vary considerably and this includes the capabilities of drivers with special needs This principle is also designed to encourage compliance with consumer protection requirements EU regulations and existing codes concerning advertising Product information refers to any information that the driver has access to concerning the system It includes system instructions technical specifications promotional materials packaging etc However full workshop and technical manuals are excluded from the scope of this principle The need for special skills and the unsuitability for particular user groups are matters for definition by the manufacturers If any special skill requirement or initial training is envisaged by a manufacturer then all product information should make this clear Similarly any restri
41. er and build status a description of the system components and any documentation available It also identifies which functions are included in and excluded from assessment and the context of use It is recommended that wherever possible two people are involved in completing the Checklist Assessment This allows a measure of cross checking and consensus and also allows if required one to drive and the other to note observations It is recommended that the IVIS is assessed under a range of conditions e g lighting conditions typically both daylight and darkness During any night time observations the second assessor if present should take care not to cause disruption to the interior vehicle illumination The following questions require observation in daylight and in darkness and a moon symbol 3 appears next to these question numbers in the checklist A11 A12 B2 B3 B4 B5 and B6 Where an assessment of the whole IVIS in the driving environment is required the IVIS should be correctly installed to the manufacturer s specification in an appropriate vehicle Such assessments should be carried out from the design posture i e the position adopted by the driver following adjustments for reach field of vision comfort etc Assessors should therefore put on the seatbelt and adjust the seat so that they can reach the foot pedals and steering wheel and can operate them comfortably It should be possible to see comfortably thr
42. esign of the IVIS controls suitable for their function Controls do not perform more than tvvo functions VVhere a control has tvvo actions they cannot be easily confused VVhere a control has tvvo actions they do not need to be carried out simultaneously Rotary knobs multi rotational knobs thumb wheels etc are only used to transmit continuous information Control actions are consistent with conventions adopted in the rest of the vehicle in the national location where the IVIS is to be used Control labels are consistent with conventions adopted in the rest of the vehicle national location where the IVIS is to be used None B Minor zi Serious C13 Is the use of non contact input controls e g speech appropriate for their function Non contact input controls do not require time critical responses Long speech input is not required Speech recognition can be turned off and another method of input is provided None E Minor E Serious C14 Are touchscreens easy to use The size of the active areas is sufficient There is sufficient separation space between active areas Input feedback is adequate The sensitivity of the active areas is appropriate None E Minor serious TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TAT TRUE FALSE N A TRUE FALSE N A
43. formation is information vvhich is not relevant to the driver in avoiding or reducing the risk of an immediate or imminent hazardous situation Examples of non safety related information include navigation map freight and fleet data banking services Since an unacceptable distraction from the driving task may be caused by a dynamic presentation of non safety related information the driver should be able to switch the information off Examples Good The driver can select from a menu vvhether non safety related dynamic visual information is displayed or not Bad A navigation map vvhich is updated every second cannot be svvitched off vvithout losing complete guidance support C12 Ts the design of the IVIS controls suitable for their function IVIS controls should be designed such that they can be operated vvithout adverse impact on the primary driving task The minimum requirement is that IVIS use is fully compatible vvith the primary driving task In this regard the usability of controls is one of the most important factors IVIS controls are all elements of the system interface through vvhich the driver provides control inputs These include turn knobs buttons touch screens joysticks pedals and microphones which is a voice input control Adverse impact on the driving task occurs when badly designed controls induce negative consequences on the ability of the driver to undertake correctly the primary driving task Poor c
44. he Checklist have the following response boxes Only one box should be ticked in response to each question The box marked None refers to No concerns about the design Minor to Minor concerns about the design Serious to Serious concerns about the design and NA to Not applicable TRL 3 15005 In order to decide vvhether there are concerns an assessment should be made both of the Human Machine Tnteraction HMT design of the TVIS and the risk to the driver and other road users of interacting vvith the IVIS as vvell as the likely on road responses of the driver to any information provided For a small number of questions direct observation may be insufficient to determine if the design of the IVIS is in accordance with the ESoP and an additional box is provided to indicate that a Quantitative Measurement QM is required It is recommended that assessors record their comments and or reasoning for minor or serious responses at an appropriate place on the checklist in order to assist any second level assessment and as an input into the Assessment Summary Report No Concerns None E This box should be ticked when interaction with the IVIS would not compromise the driver s ability to control the vehicle and operate it safely for most drivers under most conditions This box should also be ticked when the IVIS instructions state that the particular attribute the question is asses
45. he assessors may make the recommendation that the system not be used until certain features are redesigned This recommendation may also be appropriate if there are numerous minor safety concerns identified Recommendations for redesign and usage should be made wherever possible TRL 15005 TRL 6 15005 2 Assessment Scenario 1 IVIS under assessment Product name and version Manufacturer Supplier Build Status e g prototype production Description of HMI Subsystems e g screen hand control Documentation included e g driver s manual 2 IVIS functions included in excluded from assessment Functions Included Functions Excluded Reason for exclusion e g not intended for use while driving N TRL 15005 3 Context and restrictions for Checklist assessment Vehicle Make and Model Driver group considered e g special skill requirements Context of IVIS use e g in a vehicle vvhile driving concurrent use with other IVIS Road type considered e g urban motorvvay Traffic e g mix and density Other environmental e g vveather day night time External data feeds required e g GPS RDS TMC Assessors Date Before completing the Checklist Assessment and Assessment Summary Report please familiarise yourself with the information provided in the Introduction TRL 8 15005 3 Checklist Assessment A Instal
46. he manufacturer s intentions The manufacturer s rationale may be based on regulation or their own judgement Examples Good When the vehicle starts to move the driver s interface with an internet website is cancelled and a message not available while driving is displayed When the vehicle comes to a full stop the driver can resume the interface Bad A television facility is designated as an unavailable function while the vehicle is in motion as detected by a handbrake position sensor The sensor on the handbrake can be deactivated by a partially engaged handbrake This is an example of misuse which is reasonably foreseeable and should therefore have been designed out or clear warnings provided References ISO 15005 ISO 17287 D4 Does the supplier make it sufficiently clear that the driver retains absolute responsibility for the operation of the vehicle and compliance with traffic regulations regardless of information provided by the IVIS Regardless of any information received from the IVIS the driver retains responsibility for the safe operation of the vehicle and compliance with presiding traffic regulations This should be made clear in the user instructions A clear warning gives information or advice about the negative consequences of a situation or action in sufficient detail The warning is available in such a way or form that the driver can readily perceive it It can be written information or an automatic d
47. hould be able to reach controls easily without having to stretch from their driving position since this could increase driver workload and or visual distraction The minimum requirement is that IVIS use is fully compatible with the primary driving task In this regard the usability of controls is one of the most important factors IVIS controls are all elements of the system interface through which the driver provides control inputs These include turn knobs buttons touch screens joysticks pedals and microphones which is a voice input control Badly designed controls have an adverse impact on the driving task as they reduce the driver s ability to control the vehicle Assessors should account for a range of driver heights and seat positions Examples Good The most frequently used controls are located within fingertip reach of the steering wheel Bad The controls are located beyond the driver s arm length requiring stretching and leaning to utilise them References ISO 3958 ISO 4040 SAE J 1138 SAE J 287 TRL 30 MIS005 A6 Is physical and visual access to the IVIS free from obstruction by other driver controls displays The driver s ability to use the IVIS displays and controls should not be compromised by the physical presence of driver controls or by the operation or use of driver controls Obstruction of controls means to prevent operation or render significantly more difficult to identify reach and or
48. iently clear recommendations for non use of any of the functions whilst driving Certain functions may require lengthy interaction time and significantly increase workload while driving therefore posing a threat to safety The supplier should either prevent the use of these functions or clearly state that they are not to be used while the vehicle is in motion System functions not intended to be used by the driver while driving should be made impossible to interact with while the vehicle is in motion or clear warnings should be provided against the unintended use The instructions should clearly state which aspects of the system are intended for use by the driver while driving and those aspects e g specific functions menus etc which are not intended to be used while driving TRL 52 MIS005 Unintended aspects of system use are those functions that are designated as such by the supplier If not specifically designated as unintended it can be assumed that the aspect of use is intended After becoming avvare of the instructions reasonable drivers should be in no doubt about which aspects of the system have been designed for use while driving i e the intended use of the system They should also be in no doubt about those aspects which have not been designed for use while driving There are driving situations which require the driver to have precise control of the vehicle s steering and this can be achieved most effectively with b
49. iew directly through the windscreen side views and rear view either directly or indirectly When installed in a vehicle no part of the IVIS should be in a physical position causing the driver s view of the road scene to be obstructed to such an extent that the regulations cannot be complied with If the physical position of a component of the IVIS can be modified by the driver and can as part of its intended range of movement obstruct the driver s vision then the driver should be informed through the IVIS instructions about the use as intended by the manufacturer If no such information is provided to the driver then the principle should apply throughout the range of adjustment of the IVIS or its component Examples Good A display mounted within the instrument panel in such a way that it can be easily viewed by the driver but does not interfere with the field of view requirements Bad A display mounted on a long flexible stalk from the upper surface of the instrument panel which can be adjusted in such a way that the display obscures a substantial part of the external road scene TRL 31 MIS005 References UNECE Regulation 46 UNECE Regulation 125 AS Is physical and visual access to primary driver controls free from obstruction by the IVIS and its mounting The driver s ability to use primary controls and other controls required for safe driving and full control of the vehicle should not be compromised by the physica
50. ighting is not so bright as to distract the driver TRUE FALSE N A Control lighting is not so bright as to cause visual discomfort or visual after effects TRUE FALSE N A B7 Is the auditory message appropriate for the information to be conveyed The message is short TRUE FALSE N A The message is simple TRUE FALSE N A The message does not need to be referred to later TRUE FALSE N A D D FT EL B8 Is information presented by speech clearly audible Speech is not distorted TRUE FALSE N A Speech is clear TRUE FALSE N A Speech is at an appropriate frequency pitch TRUE FALSE N A The language and dialect are suitable for the user population TRUE FALSE N A The language is user selectable TRUE FALSE N A TRL 14 MIS005 B9 B10 B11 None El None A None B Is the layout of graphics representational features appropriate The choice of graphics representational features is suitable for what they represent The design of graphics representational features is not too detailed or complex Functionally related graphics representational features have a consistent style The use of text can be supported by graphics representational features The use of graphics representational features can be supported by text Graphics representational features representing road signs are the same as actual road signs The apparent size of the display images is appropriate to their function Graphics representational features
51. in the vehicle e Moveable over a pre determined range e g for systems that have an adjustable position by means of cable stalk or bracket or e Holder mounted with the intention that the IVIS is used within the holder Secure fitting is particularly important for after market systems and nomadic devices Quantitative measurement may be required to determine security during extreme manoeuvres and near crash situations References ESoP 2008 TRL 29 15005 A3 Once positioned and secured are the relevant components of the IVIS stable The IVIS should be installed in such a way that it is stable and such that the driver does not need to frequently adjust its position The IVIS should be assessed while driving over rough road surfaces and also at motorvvay speeds References ESoP 2008 A4 Once positioned and secured are the relevant components of the IVIS free from shake The IVIS should be installed in such a way that it is free from shake Shake reduces the legibility of the display and increases the likelihood of manual input errors thus increasing driver workload and visual distraction The IVIS should be assessed while driving over rough road surfaces and also at motorvvay speeds References ESoP 2008 A5 Are the IVIS controls easily reached by the user when driving IVIS controls should be designed such that they can be operated without adverse impact on the primary driving task In particular drivers s
52. is not adjustable and is at a very high sound level References ESoP 2008 Defence Standard 00 250 ISO 5128 ISO 15006 DIN 33404 3 B17 Is the use of Head Up Displays HUDs appropriate The use of HUDs can be beneficial within a vehicle as they project data to a position within the user s field of view and allow the driver to view visual information without looking away from the road ahead Information should only be projected if it is appropriate for use on a HUD For example it is not appropriate to project all of the information present on the instrument panel onto the windscreen since it will take up a large amount of space which could mask important information from the road scene HUDs should not distract the driver and so a highly dynamic element should be avoided The brightness and contrast should be appropriate brightness and contrast should not be so great that they distract the driver but should be clearly perceptible to the driver HUDs should be free from the effects of glare so that they are clearly visible to the driver TRL 40 MIS005 Examples Good A digital projection of speed that is within the driver s direct field of vision on the windscreen Bad A large projected image that partially obscures the driver s view of the road ahead B18 Does presentation of information by the IVIS in combination with other vehicle systems cause conflicts Where an IVIS is multifunctional for example offeri
53. isplay by the IVIS Reasonable drivers should be in no doubt concerning the use of the system intended by the manufacturer after taking account of the clear warning There are a number of ways of conveying warnings A continuously displayed warning is one option If the warning is not continuously displayed then it should remain available for a sufficient duration to ensure that the driver has the opportunity to become aware of it One suitable solution is for the driver to acknowledge the warning by pressing a button D5 Is information presented to the driver about current status and any malfunction within the IVIS Information may be lost if the driver is unaware of the current status of the IVIS Feedback about the status of auditory information channels should be presented every time the system is turned on References ISO 15008 ISO 15005 TRL 50 MISOO5 E Information about the System Ei Does information available to the driver include clear recommendations for installation of the IVIS The size and quality of any text and diagrams should be adequate for the user Print should not be smudged or too small to read and written instructions should be presented on a material that is adequately durable If instructions are only available in the form of help functions these should be designed in a way that allows their operation without prior reading of the material Examples Good Good quality printed colour manual on A5
54. l presence of the IVIS including its mounting and vvires or by the operation or use of the IVIS Obstruction of controls means prevention of operation or rendering significantly more difficult to identify reach and or operate the relevant controls throughout their intended range of movement Primary controls include the accelerator brake clutch if fitted steering vvheel gear lever parking brake horn light switches turn indicators windscreen vvashers and wipers all modes and speeds hazard flashers and demister controls Assessors should account for a range of driver heights and seat positions Examples Good An auditory congestion vvarning system that does not obstruct and vvhich has no connection vvith other controls The device has a simple on off control that can be easily used vvithout affecting any other controls Bad An after market route guidance system vvhich obstructs the light svvitches References ISO 4513 A9 Is physical and visual access to primary driver displays free from obstruction by the IVIS and its mounting The driver s ability to use primary displays and other displays required for safe driving and full control of the vehicle should not be compromised by the physical presence of the IVIS including its mounting and wires or by the operation or use of the IVIS Obstruction of displays means to render not visible some portion any portion of the relevant displays from the drivers normal se
55. lation A1 Is the IVIS fitted in accordance vvith the manufacturer s instructions for installing the system in vehicles A2 Is the IVIS securely fitted TT A3 Once positioned and secured are the relevant components of the IVIS stable A4 Once positioned and secured are the relevant components of the IVIS free from shake A5 Are the IVIS controls easily reached by the user vvhen driving All controls needed when driving can be reached from the normal driving position TRUE FALSE N A Stretching or leaning is not required TRUE FALSE N A Awkward arm or body positions are not required TRUE FALSE N A TRL 9 15005 A6 Is physical and visual access to the IVIS free from obstruction by other driver controls displays No IVIS displays are obstructed TRUE FALSE N A No IVIS controls are obstructed TRUE FALSE N A A7 Is the driver s view of the road scene free from obstruction by the IVIS The swept windscreen area is fully clear TRUE FALSE N A The view of the mirrors is not restricted TRUE FALSE N A The side windows are fully clear TRUE FALSE N A A8 Is physical and visual access to primary driver controls free from obstruction by the IVIS and its mounting The IVIS does not interfere with normal leg hand and arm movements TRUE FALSE N A The IVIS does not interfere with use of the accelerator brake or clutch TRUE FALSE N A The IVIS does not interfere with the use of the steering wheel TRUE FALSE N A The IVIS does not in
56. menu inputs e The number of individual control inputs e g 5 button presses e The time to make the control inputs e g 5 seconds Short may also be differently defined according to the visual demand of the interaction Examples Good Dialling is automatically performed after the driver has named the correspondent by voice Bad A series of 11 key presses are required to enter a telephone number References ESoP 2008 SAE 1 2364 4 Is the driver able to resume an interrupted dialogue vvith the 5 at the point of interruption or at another logical point If partly entered data disappears when an input sequence is interrupted the driver may be tempted to go through the full sequence even if the driving situation requires full attention The driver should be allovved to continue an interrupted interface sequence vvith no need to restart it either from the point of interruption or from another previously completed step When the driver resumes the sequence it may happen that some events have made the point of interruption no longer relevant In such cases the logical point provided by the system will simplify the task and lessen the vvorkload Examples Good The driver can interrupt entering a phone number look for several seconds at the road scene and then complete the partly entered number Bad VVhen the driver is reading a list of traffic messages and interrupts vievving halfvvay through the list the syst
57. n Glare Graphics Hue Machine Pacing Surrounding light environment Arrange Established customary practice Position adopted by the driver following adjustments for reach field or vision comfort etc Note In vehicle design posture can be established by putting on a seatbelt adjusting the seat so that the foot pedals and steering wheel can be reached and operated comfortably and ensuring that it is possible for the driver to see comfortably through the windscreen and into all mirrors Related set of successive inputs and outputs with the system Response from the IVIS giving information to the user about an input action taken further action that is required or a change in system state Operation or activity carried out by the IVIS that is executed on a reception of incoming information and transforms this into an information output Distracting and potentially disabling effect of bright light in an otherwise relatively dark scene that interferes with visual attention and selection Note In the in vehicle context this can occur in a number of ways External light usually sunlight falls on the visual display reducing display contrast and makes the information on the screen more difficult to see from the driver s normal viewing position The display is itself too bright and causes distraction from the road scene and other in vehicle displays and controls This is most likely to be apparent to the driver in l
58. n is the generation of a secondary image of an object as a result of light from the object bouncing off intermediate surfaces For example light from a light emitting display travels to another surface or via several surfaces producing a secondary image of the display screen for example on the windscreen This is most likely to be perceived by the driver when there is high contrast between the secondary image and its background such as against the windscreen during darkness Reflections and glare from the IVIS onto windows and or the windscreen must be avoided as they may reduce visibility out of the vehicle which could increase driver workload and visual distraction while sudden reflections may startle the driver Assessments should be carried out during the day and after dark for a range of seat and eye height positions TRL 34 MIS005 Examples Good A screen vvhich does not produce secondary images on the vehicle s glass Bad A display that is so bright that it produces secondary images on the vehicle s glass References ESoP 2008 B Information Presentation B1 Are messages presented visually simple Visual processing by the driver to take account of the traffic environment forms the basis for completion of vehicle control and manoeuvring tasks Therefore demand to detect and acquire visually presented relevant information at any one time should be limited Increasing the frequency and or duration of glances required
59. ng congestion warning advice and navigational instruction the presentation of information from one source whether via a visual or auditory modality should not conflict with presentation of information from the other When a function of the IVIS is operational information from a secondary function should only intervene when this will not compromise safety for example by overloading the driver with information TRL 41 MIS005 C Interaction with Displays and Controls C1 Is the driver able to keep at least one hand on the steering wheel while interacting with the IVIS This question is concerned with interfaces which require the driver to provide manual control inputs e g using buttons knobs or a touchscreen There are driving situations which require the driver to have precise control of the vehicle s steering and this can be achieved most effectively with both hands on the steering wheel For other driving situations one hand on the steering wheel is acceptable as long as the other hand is immediately available for steering if circumstances demand it That leads to the consideration that handheld devices are not recommended for use whilst driving The IVIS should be designed in such a way that only one hand needs to be away from the steering wheel to interact with the system leaving one hand remaining on the steering wheel In addition if one hand must be removed from the steering wheel to undertake the interface the other hand
60. o E an Assessment Summary Report should be completed Different reports will be appropriate depending on the scope and objectives of the assessment and a selection is provided in Section 4 Assessment Summary Reports can be completed for partial software mock ups single function assessments with design modification recommendations or overall IVIS assessments The Assessment Summary Report provides an opportunity to note good and poor design features to comment on any safety concerns and to identify recommendations It is important to recognise the potential benefits that systems may have in addition to their drawbacks For example in the assessment of a navigation system it is important to recognise that although the system may encourage the driver to direct brief glances away from the road this may still be preferable to using a conventional map If the Checklist software is used to enter assessments the automated Assessment Summary Report may be used as a first step in summarising results The overall final report on the system is outside the scope of the Checklist but it is likely that the Checklist assessment will provide an important input The report should detail any additional assessments other than the Checklist that were carried out including for example comments concerning any reasonably foreseeable misuse which may present safety concerns If any major safety concerns are raised as a result of the Checklist assessment t
61. olute responsibility for the operation of the vehicle and compliance with traffic regulations regardless of information provided by the IVIS System Behaviour Principle 4 Information should be presented to the driver about current status and any malfunction within the system that is likely to have an impact on safety D5 Is information presented to the driver about current status and any malfunction within the IVIS TRL 68 15005 SOOSIW 69 Ta L sn ajesun jualabenodua pue suone dx 91 ay 83 asn ajesun be no u Jou si sn enuajod jo yed ayy uo suone dx nsilp iun Jayylau pinous s u51 xs pue syde bojoyd suondisosap 5 sn uu 1s s Jo suonequ s ld i Z ldi uLid WOISAS 94 1noqe Jelnypejnuew y Aq papuajul se SIAI ayy asn 0 ase SIID S jeloeds J 189 9 Y ayew UOMeWOJU 3onpoid ay s oq 13 si sn 104 ajqejinsun si pnpod ay J JO 19 1npeynuew y Aq papusju se WIEIS S ay asn 0 pa nba ase sips endads J 31 p nous uogewoyzu 9 ldi52ulid WOISAS v 1noqe UONEULOJUI Ayjeuoljouns SIAI 24 A AUO2 jajen99e uonguuioJu jonpoid v s oq 93 Azlleuon uni ul 3sAs y A AUO 0 paubisap pinous UONeEULIOJUI 2 npold ldi uLid WOISAS v
62. onditions TRUE FALSE N A Auditory output is not so loud that it may mask audible warnings from within the vehicle TRUE FALSE N A Auditory output is not so loud that it may mask audible warnings from outside the vehicle TRUE FALSE N A B17 Is the use of Head Up Displays HUDs appropriate The information is appropriate for a HUD TRUE FALSE N A HUDs do not mask any important information TRUE FALSE N A HUDs do not cause any reflections on interior surfaces TRUE FALSE N A HUDs do not distract the driver TRUE FALSE N A HUDs are free from the effects of glare TRUE FALSE N A HUDs have an appropriate brightness and contrast TRUE FALSE N A D Pi E EL B18 Does presentation of information by the IVIS in combination with other vehicle systems cause conflicts When a visual display is shared between IVIS functions conflicts will not arise between them TRUE FALSE N A When an auditory message is presented other auditory outputs eg the radio will mute TRUE FALSE N A TRL 17 MIS005 C Interaction with Displays and Controls C1 Is the driver able to keep at least one hand on the steering wheel while interacting with the IVIS C2 Is it easy to navigate through the IVIS menus There are an appropriate number of menus sub menus and final options TRUE FALSE N A The user can move from menu to sub menu easily TRUE FALSE N A The user can move back through sub menus easily TRUE FALSE N A The users are allowed to move backward and c
63. ontrol design may involve their shape and design Controls should be designed to reduce manual interaction time wherever possible Controls that require fine adjustment are unsuitable for use while driving Poor control design may involve their logic of activation Controls should conform to control action stereotypes to avoid errors in high workload situations for example to turn on switch down switch up to turn off to increase eg volume rotate right to reduce e g volume rotate left Poor control design may involve their labels Control labels should therefore conform to stereotypical norms for example a red label for hazard emergency controls TRL 47 MIS005 References ESoP 2008 BS 5499 5 SAE J 1139 ISO 2575 ISO 80416 4 ISO 7000 ISO 7001 Ci3 Is the use of non contact input controls e g speech appropriate for their function Non contact input controls such as speech recognition input can provide a safety benefit whilst driving since the user does not need to move their hands from the steering wheel or take their eyes off of the road Speech input is most appropriate for use with functions of the IVIS that do not require long speech input or a large number of words in the speech input vocabulary to increase recognition accuracy by the system Speech input should not be used if input is highly time critical The user should be able to turn the speech recogniser off and an alternative method of input
64. operate the relevant controls throughout their intended range of movement Obstruction of displays occurs when any portion of a display is rendered not visible vvhen vievved from the driver s normal seating position For example a display may be obstructed by one of the steering wheel spokes in some positions of the wheel The assessors are advised to take a view on the seriousness of this temporary obstruction to overall safety Assessors should account for a range of driver heights and seat positions References ESoP 2008 A7 Is the driver s view of the road scene free from obstruction by the IVIS This question is especially important for aftermarket systems and nomadic devices It does not apply to head up displays Successful performance of the driving task is mainly based on the acquisition of visual information about the local road and traffic environment Consequently construction regulations ensure that each road vehicle provides the driver with an adequate external field of view out of the vehicle from the driver s seat Additional systems must not compromise this basic design provision This principle is likely to be particularly important for the installation of aftermarket and nomadic systems Additionally no part of the IVIS should obstruct the driver s view of the road scene The drivers view is that mandatory minimum requirement in accordance with EEC Regulations It should be interpreted as pertaining to the forward v
65. or interface which modifies the performance characteristics or behaviour of existing displays or controls Adverse interference with displays or controls results in overall impairment of performance from that intended of the display or control Examples include changes to mandatory displays or controls In addition the behaviour of a system should not obstruct or render inoperative other systems which are specifically intended as safety systems Examples Good On a multipurpose display navigation directions are given in such a way that the speedometer always remains easily readable Bad On a multipurpose display mandatory information is overlaid by radio station identification information References ISO 4040 D3 Are system functions that are not intended to be used by the driver when driving impossible to interact with when the vehicle is in motion This question seeks to ensure clarity particularly for the driver in terms of the manufacturer s intention for use of the IVIS If this principle is complied with subsequent use of the system outside the scope of intended use can be considered as misuse Impossible in this context means that the designated IVIS function is not operable by the driver during normal use or during reasonably foreseeable misuse In this context it would not be reasonable for a manufacturer to anticipate that a driver would undertake TRL 49 MIS005 sophisticated technical measures to defeat t
66. orrect mistakes TRUE FALSE N A There is a cancel or escape button provided in the menu TRUE FALSE N A The user is not trapped deep within the menu structure TRUE FALSE N A Menu labels are easy to understand TRUE FALSE N A D HFeT FT EL c3 Is the manual visual interaction short or interruptible The interaction requires 3 inputs or less TRUE FALSE N A If the interaction takes more than 3 inputs the sequence is interruptible TRUE FALSE N A The IVIS does not make choices for the user even if there is an input delay TRUE FALSE N A The driver can defer responding to the IVIS without loss of system status TRUE FALSE N A C4 Is the driver able to resume an interrupted dialogue with the IVIS at the point of interruption or at another logical point TRL 18 MIS005 C5 Is the IVIS free from machine pacing The speed at which the IVIS presents and replaces information is appropriate TRUE FALSE N A Information is presented sufficiently in advance of a driving decision TRUE FALSE N A The auditory information is automatically repeated when appropriate TRUE FALSE N A The auditory information can be repeated on request by the user TRUE FALSE N A C6 Is the IVIS control layout suitable for safe operation Each control can be used without inadvertently activating another control TRUE FALSE N A The layout of the controls is conducive to them being located non visually TRUE FALSE N A If integrated controls are used they are used a
67. oth hands on the steering wheel For other driving situations one hand on the steering wheel is acceptable as long as the other hand is immediately available for steering if circumstances demand it There are also emergency situations where the driver needs both hands for steering e g to make an evasive manoeuvre This leads to the consideration that handheld devices are not recommended for use whilst driving Freestanding equipment that requires hand held operation e g mobile phone use will reduce the driver s ability to control the vehicle Prolonged manual interaction of this kind presents additional risks to safety which should be regarded as serious The only acceptable handheld remote controls are those which are commonly used when the vehicle is not in traffic e g remote controls used to open a garage Examples Good Instructions for a mobile phone which state that the hand set is not intended for use in a moving vehicle and the hand set is disabled and svvitches to hands free microphone speaker vvhen the vehicle is in motion Bad A feature rich driver information and communications system which has additional functionality for use by a passenger or driver while stationary but whose instructions make no clear distinction concerning the features intended for use by the driver vvhile driving References ESoP 2008 DfT Advisory Leaflet 2006 E6 Does the product information accurately convey the IVIS functionality
68. ough the windscreen and into all mirrors However assessor s should bear in mind the full range of user groups including drivers who may be at the extremes of the user population for example tall short physically disabled aurally impaired or colour blind users For consistency it is recommended that an assessment of a complete IVIS be undertaken on the premise that the driver will comply with the supplier s instructions and guidelines For example if the instructions state that certain functions should not be used while the vehicle is in motion those functions may be excluded from assessment In any report however the assessors may wish to comment on possible or likely system misuse by drivers The Checklist uses a series of questions and response boxes to allow an assessment of the design solution based on observations of the IVIS and system behaviour These response boxes are described in Section 1 4 Within the Supportive Information Section 5 reference is made to relevant standards guidelines and or the European Statement of Principles ESoP for each question which provide assessors with a source of more in depth information should this be required It is recommended that the Supportive Information is read before or in conjunction with the assessment Assessors may indicate that more sophisticated follow up objective measurements may be required in some circumstances 1 4 Completing the Response Boxes Most questions in t
69. ow ambient light conditions Symbolic drawing or illustration used to present visual information without the use of text or numbers Tint of colour Speed at which the user must interact with the system is TRL 63 MIS005 Manufacturer Masking Misuse Reasonably Foreseeable Misuse Redundant Reflection Reversing Out Supplier Free standing Equipment Unintended Use Usability Visual After Effects Workload determined by the system rather than by the user Person or organisation responsible for system construction Note 1 The term includes designer component supplier and system integrator Note 2 The term includes system suppliers who by putting a name trade mark or other distinguishing feature on a product presents themselves as its producer Note 3 The responsible organisation will typically be the vehicle manufacturer or the system supplier Covering concealing IVIS functions intended by the supplier for use while driving are used by the driver in a manner or way that is not intended and may lead to negative consequences Use of IVIS in a way that is not intended but which the suppliers might be expected to have anticipated Can be omitted without loss of significance Reflection is the generation of a secondary image of an object as a result of light from the object bouncing off intermediate surfaces Note This is relevant for IVIS in a number of ways Light from a
70. pages with text and illustrations which fits within the glove box Bad Instructions which are only on the packaging material which are likely to be discarded E2 Does the information available to the driver include adequate instructions for use and maintenance In order to ensure the continued safe operation of the IVIS and to ensure that drivers are made aware of their responsibilities the user manual should outline the maintenance requirements of the IVIS The size and quality of text and diagrams should be adequate for the user Print should not be smudged or too small to read and written instructions should be presented on a material that is adequately durable If instructions are only available in the form of help functions these should be designed in a vvay that allovvs their operation vvithout prior reading of the material Examples Good Good quality printed colour manual on A5 pages with text and illustrations which fits vvithin the glove box Bad Instructions which are only on the packaging material which are likely to be discarded E3 Are the IVIS instructions correct and simple Design of user instructions is an HMI issue in itself Instructions are typically ignored by drivers and this is exacerbated by poor design of the instructions This principle is intended to promote high acceptance of instructions by drivers Instructions should be factually accurate in all important aspects Each element of the instru
71. ppropriately TRUE FALSE N A C7 Is the volume of auditory output adjustable over a reasonable range Auditory output can be adjusted to be heard under all driving conditions TRUE FALSE N A a level that vvill not startle the driver TRUE FALSE N A C8 Is immediate feedback provided when an input error is made The user can see hear immediately if they have made an input error or incompatible choice TRUE FALSE N A The system provides timely updated advice after non compliance with instructions TRUE FALSE N A TRL 19 MIS005 C9 C10 C11 Is control activation feedback adequate and appropriate Control activation is indicated by displacement feedback TRUE FALSE N A visual feedback TRUE FALSE N A auditory feedback TRUE FALSE N A The user can see hear immediately that the IVIS is responding to their input TRUE FALSE N A The IVIS can cope with fast sequential data input TRUE FALSE N A Visual feedback persists long enough to permit vision to the road to be maintained and the feedback not be lost TRUE FALSE N A Following control activation feedback is the required information provided within an appropriate timescale The IVIS informs the user that it is busy TRUE FALSE N A User frustration from slow response is unlikely TRUE FALSE N A Can dynamic non safety related information be deselected The user is able to turn off non safety related information TRUE FALSE N A TRL 20 MIS005 C12 Is the d
72. s not able to pace the presentation and where the entire information is not available at any one time Other specific modes of presentation e g Internet pages should be examined within the context of these examples Scrolling lists under the control of the driver such as navigation system destinations are not within the scope of this question as the driver can always interrupt and resume the interface TRL 48 MIS005 Even after a vehicle comes to a halt it is recommended that a time delay of a fevv seconds be included before dynamic images are activated This deals at least partially with the situation of divided attention of the driver in stop and go traffic conditions Examples Good A TV picture which goes blank when the vehicle is in motion and does not reappear immediately when the vehicle stops Bad A passenger entertainment system which can be seen by the driver while the vehicle is in motion References ISO 15005 ISO 4513 D2 Does the behaviour of the IVIS adversely interfere with displays or controls required for the primary driving task and for road safety The driver s ability to be in full control of the vehicle should not be affected in a way which compromises safety by the behaviour of the IVIS during normal operation or failure This means that the system should not override information or controls necessary for the safe operation of the vehicle In this context interference is any influence
73. should be provided for users who have a speech impairment or a strong accent or for users who want to reduce unwanted entries e g if they are talking to passengers in their vehicle References ETSI EG 202 116 ISO TR 22411 C14 Are touchscreens easy to use Touchscreens are a common feature of IVIS since they enable an overall reduction in the size of the device therefore minimising the obstruction to the driver s vision Each button or target should be of a sufficient size with a sufficient inactive area around each target to avoid accidental activation of adjacent functions Feedback should be provided to the user once a target has been activated by auditory output or tactile output and targets should not be overly sensitive D System Behaviour D1 Does the IVIS display distracting images unrelated to driving The importance of the visual modality for safe driving is emphasised Visual information from within the vehicle which can provide a distraction from the primary driving task should be limited Likelihood of significant distraction refers to modes of presentation where the information has a dynamic and unpredictable component such that the entirety of information presented cannot be obtained by the driver with a few brief glances e g TV video and automatically scrolling images and text One example is automatically scrolling images and text that cover a variety of forms of dynamic presentation where the driver i
74. should not simultaneously be needed for interface e g for operating fingertip controls Examples Good A control device that is securely mounted in a conveniently positioned holder and can be used one handed without removal from the holder Bad An unfixed control device that the driver needs to hold in his hand while interacting with it References ESoP 2008 C2 Is it easy to navigate through the IVIS menus Users should be able to see where they are in the IVIS menu system how they got there and how to get back to the starting point It should be easy to return to the start or escape from a dead end and return or escape options should be consistent If it is hard to navigate around IVIS menus visual interaction time will increase References ESoP 2008 c3 Is the manual visual interaction short or interruptible Inputs should be limited to a small number of keystrokes so that driver interaction time with the IVIS is minimised The system should therefore not require long sequences of interactions A sequence of interactions is a related set of successive inputs outputs also called a dialogue e g entering a new destination or a phone number memorising a radio station TRL 42 MIS005 Short remains to be defined but the checklist suggests three inputs or less However short can be interpreted in a number of ways which include the following considerations e The complexity of the interaction e g 2
75. sing should not be used while the vehicle is in motion Minor Concerns Minor This box should be ticked when interacting with the IVIS might sometimes compromise vehicle control and operation for some drivers under some conditions If any minor concerns boxes are ticked at any point in the assessment a second level assessment is recommended when completing the final Assessment Summary Form Section 4 following completion of the in depth Checklist assessment This would involve an overall assessment of the number type and existence of any relationship between the minor concerns The accumulative effect of several minor concerns might lead the assessor s to conclude that the overall system design was inappropriate Serious Concerns Serious ri This box should be ticked when interacting with the IVIS is likely to prevent a significant number of drivers under normal driving conditions from maintaining full control and safe operation of the vehicle Problem areas should be detailed in the final summary report Not Applicable 5 This box should be ticked when the IVIS does not have the particular attribute the question is addressing TRL 4 15005 TRUE FALSE N A Many of the questions are followed by a short list of statements which can be used to identify relevant features that will assist in making the final decision for that question Each of these statements can be ansvvered True False or Not Applicable Tru
76. sis of Input and Output Devices for In Car Use Deliverable GIDS DIS1 Project V1041 Generic Intelligent Driver Support Systems Suzanne Punt Traffic Research Centre PO BOX 69 9750 AB Haren Gn The Netherlands Nowakowski C Utsui Y and Green P 2000 Navigation system evaluation the effects of driver workload and input devices on destination entry time and driving performance and their implications to the SAE recommended practice technical report UMTRI 2000 20 Ann Arbor MI University of Michigan Transportation Research Institute Sanders M S and McCormick E J 1992 Human Factors in Engineering and Design McGraw Hill Inc New York Stevens A and Board A C 2001 Assessing the Compliance of Telematics Automotive Products with the European Statement of Principles of Human Machine Interaction Telematics Automotive Conference proceedings volume 2 sessions 5 8 4th April 2001 Stevens A Board A C Allen P and Quimby A 1999 A Safety Checklist for the Assessment of in Vehicle Information Systems Scoring Proforma Project Report PA3536 A 99 Crowthorne UK Transport Research Laboratory Stevens A Quimby A Board A Kersloot T and Burns P 2002 Design Guidelines for Safety and In Vehicle Information Systems technical report PA3721 01 Crowthorne UK Transport Research Laboratory TRL 57 MIS005 TRL 58 15005 Appendix 1 Technical References BS 5499 5 Graphical sym
77. ssages The pace of interaction refers to the time allotted to the driver for making an input at any step of a sequence and to the time during which outputs are displayed by the system It may be that information is needed to inform driving strategy e g in the case of navigation systems Information relevant to the driving task should be timely and accurate thus information must be provided sufficiently in advance of driving decisions so that the driver has time to make decisions and take action safely Information relevant to the driving task covers information on aspects of the vehicle which are mandatory or which are related to safety or which are related to the road and traffic environment and on driver related infrastructure services Examples include Navigation and route guidance e Tyre and brake parameters e Proximity of other vehicles e Congestion information e Parking information e Ice warning Speed limits Timely is to be interpreted here as the moment which is most appropriate to help the driver to deal adequately with the situation The right information at the right time should be the rule The driver is able to control the pace if he she always remains in command of the time before which input must be provided and the time for which the output is displayed There may be occasions when the driver is distracted during presentation of the auditory information and may wish to hear the message again Ideally the
78. ssessment tool Stevens and Board 2001 This Checklist has been further developed in response to the intersection of two requirements 1 Recent experience and anecdotal evidence suggested that the Checklist should be updated in response to developments in hardware and interface design 2 European consensus concerning the principal aspects of safe in vehicle design has been codified in the European Statement of Principles ESoP 2008 With the ESoP having the status of an EC Recommendation and with HMI regulation being discussed in the ITS Action Plan ITS Action Plan 2010 the question arises as to how a specific IVIS should be evaluated for compliance with the ESoP the European eSafety Forum working groups 2008 and emerging eSafety recommendations have identified evaluation using the ESoP as a research requirement The new Checklist responds to both of these needs it is updated in terms of technology and is structured according to the ESoP The Checklist is available in hardcopy and as an electronic spreadsheet allowing completion using traditional pen and paper method and also by tablet PC or other electronic device Additional copies of the checklist forms are available from the TRL website The electronic spreadsheet is available upon request from enquiries trl co uk 1 2 Aims and Use of the Checklist The primary aim of the Checklist is to provide a structured approach for assessing the interface design of an IV
79. stems and so any feedback you have good or bad would be appreciated If you would like to provide feedback please complete the form and return it to enquiries trl co uk Name Date Organisation Type of device functions assessed If you are happy to be contacted about your comments please provide an email address Positive aspects of the Checklist and supportive information Negative aspects of the Checklist and supportive information Suggestions for improvement Additional comments TRL 70 MIS005 aa A Checklist for the assessment of In Vehicle Information Systems IVIS was published in 1999 which provided a structured approach for assessing the interface design of an IVIS Since the publication there have been several advances in technology and a number of developments in ergonomics standards and road safety This publication has updated the Checklist to include such developments and advances Revision of the checklist for the assessment of in Vehicle information systems A Stevens S Cynk and R Beesley 2011 UK eCall Impact Assessment A Stevens and J Hopkin 2010 Update of the safety checklist for the assessment of in vehicle information systems a scoping study S Cynk and D Basacik 2009 Research on the manufacturing of DSRC Tags summary of results for publication D W Tindall 2008 Occlusion Protocol T Horberry A Stevens S Cotter R Robbins and G Burnett 2007 Development of an Occlusion Proto
80. system should therefore enable the last message to be repeated at a simple button press Examples Good The driver can choose to listen to incoming traffic messages when the situation permits and is not automatically presented with a message when it arrives Bad Advance information concerning a pending turn manoeuvre within a guidance system is only visually displayed for a few seconds References ESoP 2008 ISO 15005 TRL 44 MIS005 C6 Is the IVIS control layout suitable for safe operation IVIS controls should be designed such that they can be operated without adverse impact on the primary driving task The minimum requirement is that IVIS use is fully compatible vvith the primary driving task In this regard the usability of controls is one of the most important factors IVIS controls are all elements of the system interface through which the driver provides control inputs These include turn knobs buttons touch screens joysticks pedals and microphones Adverse impact occurs when badly designed controls induce negative consequences on the ability of the driver to undertake correctly the primary driving task Poor control design may involve their layout Controls that need to be located non visually should be positioned at least 150mm avvay from other controls to avoid manual input errors Controls that have a similar function should be grouped together References ESoP 2008 ISO 4040 SAE 1 1138 Sanders
81. t provided to the driver Cii Can dynamic non safety related information be deselected Additional questions C12 C13 Is the use of non contact input controls e g speech appropriate for their function C14 Is the design of the IVIS controls suitable for their function Are touchscreens easy to use System Behaviour Principle 1 While the vehicle is in motion visual information not related to driving that is likely to distract the driver significantly should be automatically disabled or presented in such a way that the driver cannot see it D1 Does the IVIS display distracting images unrelated to driving System Behaviour Principle 2 The behaviour of the system should not adversely interfere with displays or controls required for the primary driving task and for road safety D2 Does the behaviour of the IVIS adversely interfere with displays or controls required for the primary driving task and for road safety System Behaviour Principle 3 System functions not intended to be used by the driver while driving should be made impossible to interact with while the vehicle is in motion or as a less preferred option clear warnings should be provided against the unintended use D3 Are system functions that are not intended to be used by the driver when driving impossible to interact with when the vehicle is in motion D4 Does the supplier make it sufficiently clear that the driver retains abs
82. terfere with the direction indicators or windscreen wipers TRUE FALSE N A The IVIS does not interfere with the use of the lights TRUE FALSE N A The IVIS does not interfere with the use of the horn TRUE FALSE N A The IVIS does not interfere with use of the gear lever TRUE FALSE N A The IVIS does not interfere with use of the parking brake TRUE FALSE N A The IVIS does not interfere with the use of the hazard warning lights TRUE FALSE N A The IVIS does not interfere with the use of the de mister controls TRUE FALSE N A TRL 10 MIS005 A9 Is physical and visual access to primary driver displays free from obstruction by the IVIS and its mounting The IVIS does not obscure the display of speed TRUE FALSE N A The IVIS does not obscure the telltale display of the indicators TRUE FALSE N A The IVIS does not obscure safety warnings TRUE FALSE N A T A10 15 the IVIS visual display positioned close to the driver s normal line of sight Fe T ED EF En D A11 1 the IVIS free from reflections and glare under all ambient lighting conditions A manual automatic switch between day and night modes is provided TRUE FALSE N A The IVIS is free from reflection glare during the day TRUE FALSE N A during darkness TRUE FALSE N A D A12 Are the windscreen and windows free from reflections and or glare caused by the display The windscreen and windows are free from reflection glare during the day TRUE FALSE N A during darkness TRUE F
83. tion texture etc References ESoP 2008 Leiser 1991 TRL 35 MIS005 D B3 Is colour used effectively to aid coding and layout of controls IVIS controls should be designed such that they can be operated without adverse impact on the primary driving task Adverse impact occurs when badly designed controls induce negative consequences on the ability of the driver to undertake correctly the primary driving task Poor control design may involve the colour of their labels The use of colour should assist the driver to identify controls A small number of colours no more than five should therefore be chosen which are not similar in hue and which will be easily distinguishable in a variety of ambient lighting environments Red green and blue yellow colour combinations should be avoided References ESoP 2008 BS 5499 5 B4 Are colours used effectively in the design and presentation of visual images The use of colour should aid understanding however should ideally be redundant i e the driver should be able to understand visual images without relying solely on colour Colour will therefore be unlikely to present a serious safety concern unless it is likely to cause confusion over safety related information No more than five colours should be used and they should conform to conventions and stereotypes Red green and blue yellow colour combinations should be avoided as should shades that are very similar References
84. to the normal line of sight which therefore requires the designer installer to make an explicit but essentially qualitative trade off betvveen practicability and closeness Important factors include The requirement not to obstruct the road scene e The requirement not to obstruct other controls or displays e The requirement that the display should not itself be substantially obstructed by for example controls such as the steering vvheel or gear change lever Minimising the amount that the driver has to turn their head e In particular for passenger cars it is recommended that displays containing information relevant to driving and all displays requiring long sequences of interaction be placed within approximately 30 downward viewing angle of the driver s normal forward view Quantitative measurements may need to be made if it is not immediately obvious whether the displays are placed within 30 downward viewing angle Examples Good A display for navigation in a passenger car is installed within approximately 30 downward viewing angle because the information is related to driving Bad A display for communication e g of a Personal Digital Assistant PDA or Phone is positioned near the gear lever between the front seats in a passenger car in spite of long sequences of interactions necessary to enter or search for a telephone number References ISO 4513 SAE 1 1050 A11 Ts the IVIS free from reflections and glar
85. tory instructions may be spoken or presented by means of noises or earcons Visually presented information includes diagrams photographs highlighting of the next element programmed tutorials etc Spoken instructions and written instructions either printed or within a system will be in one or a number of languages e g English Finnish etc This principle requires that when instructions are being devised consideration is given to the intended and most likely driver population and those instructions can reasonably be expected to be understood and used by as many drivers as possible Manufacturers should consider the driver population and the likely and intended use of the system as well as the native languages and other languages spoken and read Published statistics on language proficiency by country could be used as a reference At the very least the majority language of the country in which the system is sold should be considered necessary Diagrams often provide additional clarity Where used these should follow accepted stereotypes and conventions for the intended population Examples Good For a system sold in Sweden instructions are formulated in easily understandable Swedish and incorporate pictorial help at relevant passages Bad Written instructions without diagrams or photographs automatically translated from Japanese unedited for a system presented for sale on the European market E5 Do instructions provide suffic
86. uating In Vehicle Information Systems IVIS The Supportive Information is designed to assist assessors when using the Checklist by enabling them to further clarify Checklist questions and understand the rationale behind them It aims to help assessors identify areas indicative of both good and bad ergonomic design This section provides background information and guidance for each question contained within the checklist It refers to the European Statement of Principles ESoP International Standards Statement of Principles and Regulations see Technical References Appendix 1 All Standards are subject to revision Their most recent edition should be used A Installation Al Is the IVIS fitted in accordance with the manufacturer s instructions for installing the system in vehicles Instructions provided by the product responsible organisation should be followed with respect to the location and fitting of the equipment This is particularly important for after market systems and nomadic devices Special attention should be given to the installation of systems in terms of passive safety in order to avoid an increased risk of injury in case of a vehicle crash References ESoP 2008 A2 Is the IVIS securely fitted Secure fitting requires that IVIS components do not become a safety hazard in normal use or during extreme manoeuvres and crash situations The IVIS can be located within the vehicle in the following ways e Fixed with
87. unction within the IVIS The user is informed when the auditory output has been turned off The user is informed when the IVIS malfunctions The user is informed when there is a loss of external information None zl Minor Serious TRUE FALSE N A TRUE FALSE N A TRUE FALSE N A TRL 23 MIS005 E Information about the System E1 Does information available to the driver include clear recommendations for installation of the IVIS E2 Does the information available to the driver include adequate instructions for use and maintenance There is a user manual TRUE FALSE N A The IVIS displays help information TRUE FALSE N A The consequence of non compliance with instructions is clearly stated TRUE FALSE N A Maintenance procedures for the equipment are clearly prescribed TRUE FALSE N A E3 Are the IVIS instructions correct and simple E4 Are IVIS instructions in languages or forms designed to be understood by the intended group of drivers TRL 24 MIS005 E5 Do instructions provide sufficiently clear recommendations for non use of any of the IVIS functions whilst driving User is advised not to access help function while the vehicle is in motion TRUE FALSE N A User is advised not to configure IVIS features when the vehicle is in motion TRUE FALSE N A User is advised not to use any free standing equipment when the vehicle is in motion TRUE FALSE N A Reet PD ses ET E6 Does the product information accuratel
88. usion and prevent any unnecessary increase in visual or manual interaction with the IVIS The system s response is timely if it is perceived as quite instantaneous e within a time of 250 ms For control activation feedback timing should be from the moment at which the system recognises each driver input References ESoP 2008 c9 Is control activation feedback adequate and appropriate The IVIS must provide the driver with feedback about control actions taken and the state of the system to avoid uncertainty and distraction from the driving task The systems response e g feedback confirmation following driver input should be timely and clearly perceptible Control action feedback indicates to the user that they have been successful in activating the control The control activation feedback could be auditory tactile or visual e g button displacement or an auditory beep If the driver is not sure whether or not he has activated the control workload or visual distraction may increase The system s response is clearly perceptible if it is obvious to the driver that a change has occurred in the system and that this change is the consequence of the input If the change within the system that results from a given input is not systematically the same but depends on one or more previous steps of the sequence it may be advisable to provide help on driver request References ESoP 2008 C10 Following control activation feedback
89. vvers to questions such as VVhat VVhen VVhere For hovv long Etc The requirement for accuracy of information also implies that it is necessary for the displayed message to match that vvhich the driver is liable to see in the environment Therefore information should not conflict with for instance road signs VMS or speed limits Examples Good The distance to next manoeuvre is provided exactly at the point where the driver needs to know if a manoeuvre is to be undertaken and which manoeuvre it should be TRL 38 MIS005 The system recognises the type of road the lane the vehicle is occupying and takes account of the vehicle s speed Bad A traffic message vvhich is no longer valid is still displayed B14 Ts a suitable indication given when new updated information arrives that is directly relevant to the driver in the current driving situation Indication of updated information prevents the driver from having to frequently monitor the display and hence visual interaction with the IVIS will be reduced The update should attract the driver s attention and be obvious without being distracting It should be clear whether new information is being presented or whether the previous information is being repeated Examples Good The system presents an audible bleep whenever new information arrives that is directly relevant to the driving task Bad The last Radio Data System Traffic Message Channel RDS TMC message
90. y convey the IVIS functionality Product information is correct TRUE FALSE N A Product information distinguishes between functions which are intended to be used while driving and those which are not TRUE FALSE N A veT m sos ET E7 Does the product information make it clear if special skills are required to use the IVIS as intended by the manufacturer User is advised if special skills are required to use the IVIS TRUE FALSE N A User is advised if the IVIS is not suitable for particular users TRUE FALSE N A ES Are unrealistic expectations and encouragement of unsafe use avoided The packaging does not promote inappropriate use of the IVIS TRUE FALSE N A TRL 25 MIS005 TRL 26 15005 4 Assessment Summary Report Date Assessor s Device being assessed Context Static assessment Assessment vvhile driving Build Status Partial softvvare mock up Single function assessment Overall TVIS assessment Other SUMMARY OF CHECKLIST ASSESSMENT Serious Concerns and Reasons refer to specific questions if necessary Minor Concerns and Reasons refer to specific questions if necessary Overall Assessment Continue over page if necessary TRL 27 MIS005 ADDITIONAL COMMENTS AND DESIGN RECOMMENDATIONS Additional Comments Recommendations Continue over page if necessary TRL 28 MIS005 5 Supportive Information This Supportive Information accompanies the Safety Checklist developed for eval

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