Distracted and inattentive

Last week I attended the First International Conference on Driver Distraction and Inattention, held at Lindholmen Science Park in Gothenburg. The site is next door to Chalmers University, which itself has good links with Volvo research – so it was an excellent choice of venue, and as you can see from the pictures, a very pleasant setting to boot.

The conference itself was top notch too, with some high profile speakers and delegates, and a programme jam-packed with interesting papers for people of our ilk. In fact, there were often too many to choose from, with three parallel sessions meaning I missed a lot of stuff I wanted to see – and the proceedings aren’t going to be out for a few months either. But I’d rather have too much choice than too little – sign of a good conference for me.

We were well represented for the HCDI at Brunel – Stewart Birrell presented a paper on our Foot-LITE project, while I got involved with a symposium on roadside advertising. This is still a very hot topic, and quite timely for me as my paper has just been published in Transportation Research Part F.

The ever-ebullient Peter Hancock gave a philosophical perspective to open the conference, arguing that it is perhaps driving which forms the distraction from life, rather than life being a distraction from driving, and how the different roles we play in life can affect our role as ‘driver’. Coincidentally, these kinds of thoughts are reflected in a recent post by Tom Vanderbilt as well. I like the notion of driving being a distraction from life – it accords with what a lot of people argue about life being too busy and everyone being time-poor these days (which brings us full circle with the ‘need’ for the car to be a mobile office). However, I’m not sure where it gets us in terms of solving the problem – however you view driving, it’s still a safety-critical task, and our job is to make it as safe as possible.

Other interesting themes emerged from the conference; as you might expect a number of papers looked at the effects of in-vehicle technology – both positive and negative – while there was also a reasonable amount of research on older drivers. Perhaps disappointingly, given the great efforts of the organisers to include inattention in the conference title, most of what I saw focused on distraction rather than its cognitive cousin.

Overall they packed an awful lot into two days that it felt like a longer conference (in a good way!) – including a great social dinner at the Universeum science centre, which was duly sold to us as having a traffic safety exhibition … and sharks.

HCI International 2009

So this is slightly old news now, but seeing as I've finally got over the jet lag and on top of my inbox, I'm just about in a position to tell you about the Human-Computer Interaction International conference I went to last week.

HCII is a series of conferences which has assimilated nine other conference series over the years. I started going to Don Harris'

Engineering Psychology & Cognitive Ergonomics conferences from

the first one in 1996, and then at the 4th conference these came under the HCII umbrella. Interestingly, this year saw the first appearance of a conference track on human-centred design (though they insisted on using the US English spelling, with an extra 'e' in 'centered').

I was privileged to chair a session on each of the EP&CE and HCD tracks, also presenting on our Foot-LITE project in the EP&CE session. Both were interesting sessions with a varied set of topics; the EP&CE session focusing on transport automation, with examples from rail, road (two wheels and four!) and air, while the HCD session covered applications from mobile phones to web design.

The rest of the conference was packed with interesting papers and posters - indeed, the biggest problem with this series is that with

so many tracks, it's hard to decide what you want to go to (let alone keeping on top of the timetable). And it was in a great location - the Town & Country resort in San Diego. The hotel is a little removed from the downtown centre, but next door to a couple of big shopping malls - which offered good eating and drinking options. San Diego is just lovely, a perfect climate and a really good feel to the town.

Curiously, I quite often bumped into the odd superhero around the hotel. I did ponder for a while what interest the Watchmen might have in HCI, but then I realised there was also a big comic conference in town at the same time...

Driving technology

Well, I had a break for Easter, but the tide of technology marches on. At the risk of seeming repetitive, I have another three-part list of interesting car technology stories that have made the news recently, which are relevant to our Foot-LITE project that I’ve blogged about here before.

First up is a trial on ‘black boxes’ for young drivers in Staffordshire that has been permanently adopted. The box tracks driving style through acceleration, braking and lateral forces, and records red, amber or green flags depending on how the car’s being driven. These are transmitted back to a website for parents to keep tabs on their offspring’s driving, as well as being displayed via LEDs to the driver in the car.

Next, Vauxhall’s new Insignia (the Vectra replacement) has some interesting looking technology (both literally and figuratively) in the form of front-facing cameras, which not only monitor for lane departures (the likes of which we’ve seen before), but can also recognise speed limit signs that are then shown on a ‘memory’ display on the dashboard.

Finally, the CBI is calling for ‘smart dashboards’ to show drivers instantaneous fuel use as well as giving instructions on when to change gear as an eco-driving intervention. And they want all new cars to have these installed by 2012.

What do I think of these? In reverse order, the CBI idea has good intentions but is a bit simplistic in its implementation. We know that gear change is just a part of eco-driving (with throttle use being more important), and our research on the Foot-LITE project suggests that a fuel use indicator might end up being more frustrating than helpful. What’s more, drivers may end up trying to rigidly follow the advice rather than driving sensibly to the conditions – thus compromising safety. In Foot-LITE we’re trying to achieve safe and eco-driving – what we call smart driving.

The black boxes seem to have gone down well with parents and teen drivers alike, but again the feedback given seems a bit basic – I see nothing on the news release about whether the system says what manoeuvres have triggered the flags. So both parents and drivers will have no idea about what aspects of driving style to change, and for those young drivers who genuinely have the right attitude and want to be safe but just haven’t developed the skills yet, the absence of detailed feedback will limit their learning.

The Vauxhall system has the most promise. I have reservations about the lane departure warnings on several levels – they are visual warnings at a time when you should be looking at the road, from the video demo on the website they don’t seem to distinguish right and left departures, and they also have a green ‘warning’ when you are correctly in your lane, which could get confusing. The speed limit memory is a different story, though. I’ve had conversations with driving standards professionals which have concluded a need for just such a device, on the basis that many speeding drivers aren’t doing so for poor attitude, but because they’ve either missed or can’t remember the last sign they passed (I confess that I failed my first advanced driving test for this very reason). More to the point, the rules on speed limit sign placement – especially in 30mph zones – seem almost designed to trip drivers up by restricting repeater signs. Why not put the speed limit on the back of speed cameras, for instance? They have a nice big yellow backboard almost designed for the task. The in-car reminder goes a step further, and in my humble opinion is a more acceptable solution than the heavy-handed intervention levels of intelligent speed adaptation.

With the exception of the speed limit memory, wrap all these technologies up in a box and you’re a good way towards the Foot-LITE system. However – and naturally I’m biased on this – I believe we’ve overcome those shortcomings I’ve outlined above. How? By the application of sound human-centred design principles, of course. And no, I’m not going to give you any more details than that until we’ve completed the project…

Eco-driving

I should start out by saying I never meant for this blog to become purely transport related (although that is my main research area); it just so happens that I've picked up on a bunch of driving stories in the media lately that have human-centred issues. Hence this being the third in a row of driving-related posts. I promise I'll get back to wider HCD issues soon!

Anyway, two items have been brought to my attention this week related to the Foot-LITE project that we're working on in the HCDI (which I've already discussed in this blog). One is on the T3 gadget website, looking at the interface in the new Honda Insight which displays how eco-friendly your driving is. In a nutshell, the display changes colour from blue to green as you get better, and it gives you 'leaves' as a reward for driving in a more environmentally friendly manner (not dissimilar to the Ford concept, which can be seen here).

The other one was on the Guardian blog just this week, reporting on an enhanced satnav system ('econav') that gives you extra information on your driving style, such as excessive accelerating or braking, and when to change gear.

Interestingly, these two systems represent different ends of what I'd call an intervention spectrum in terms of vehicle technology. As far as I can tell, the Honda system provides minimal instructional information to the driver about actually how to change their driving, instead using its own on-board systems to maximise economy - even to the point of 'smoothing out' the driver's acceleration. You just get to know how good or bad you're doing. Econav, on the other hand, does nag the driver (in the Guardian reporter's own words), suggesting optimal gear shifts, acceleration, and other factors (it looks like speeding is monitored, for instance). As a bolt-on, then, it can't intervene with your driving, so it gives you a ton of information instead.

I'm not going to go too far out on a limb (with or without green leaves) to say which is better - in fact I think there are pros and cons to each, concerning the level of information given to the driver (have a look at the displays and make your own mind up). What I will say, though, and echoing my previous post on the Foot-LITE project, is that this is definitely a boom area in driving - these two systems are just a sampler of many emerging on the market - and as such deserves more attention from ergonomists and human-centred designers. I can't say how much HCD work has gone behind the products we're already seeing, suffice to say it seems like a bit of a bandwagon and probably some have been rushed out more than others. But this is one thing we can't compromise on: what we're working so hard to get right in the Foot-LITE project is how to give the feedback to the driver in a way that encourages the desired behaviour but doesn't take their attention from the road to the point where it causes a distraction - the really human-centred eco-co-driver. Without giving too much away or being too judgemental on the sorts of devices we've seen so far, I still reckon there's a gap in the market here.

Human-centred driving

One of my main areas of research is in transport ergonomics - planes, trains and automobiles all interest me, though it's fair to say that cars have featured most strongly in my research history. We're currently working on a project called 'Foot-LITE' at Brunel, as part of a much wider consortium involving universities and industry partners.

Foot-LITE is aimed at encouraging safer and 'greener' driving, by monitoring your driving performance and giving you feedback on how you're doing - both in the car and afterwards using a web-based interface. Our role at Brunel is mainly to cover the ergonomics of the interface design - making sure it's usable to promote the desired behaviours while not introducing distraction or other undesired effects. We're about to embark on a series of experiments in the Brunel University Driving Simulator over the coming months to test the prototypes we've developed.

Whilst I don't think our project partners would argue that we're the designated ergonomists on the team, in many ways I see the whole project concept as an embodiment of the human-centred design philosophy. It's a response to a distinct and contemporary set of user needs (safety and environmental impact) but doesn't impose any kind of authority over the driver - it's purely an advisor, acting like a co-driver or assistant. So it's very much a voluntary service, as opposed to some levels of technology or automation that purport to take over control from the human - which isn't very human-centred.

On another level, Foot-LITE represents a foray into the world of environmentalism - largely untrodden ground for ergonomics and human-centred design, which has traditionally been associated with safety, efficiency and satisfaction. As we look to the future challenges for this field, I'm of the mind that we can't ignore the environmental agenda. More to the point, being a behavioural issue, we can use persuasive technology (as Dan Lockton does) to encourage behavioural changes in just the way Foot-LITE seeks to achieve. Climate change is therefore another area that human-centred designers can - and probably should - firmly do something about.