"uuid","repository link","title","author","contributor","publication year","abstract","subject topic","language","publication type","publisher","isbn","issn","patent","patent status","bibliographic note","access restriction","embargo date","faculty","department","research group","programme","project","coordinates"
"uuid:5a44e49e-6df3-469b-b9a6-f19085188280","http://resolver.tudelft.nl/uuid:5a44e49e-6df3-469b-b9a6-f19085188280","Drivers’ Behaviour on Freeway Curve Approach: Different Angles, Different Perspectives","Vos, J. (TU Delft Transport and Planning)","Hagenzieker, Marjan (promotor); Farah, H. (promotor); Delft University of Technology (degree granting institution)","2024","This dissertation explores what road characteristics trigger drivers’ speed adjustments when approaching freeway curves. It combines speed prediction modelling and human factors research methods. The results show that drivers primarily consider visible cues such as the preceding roadway, deflection angle, and the number of lanes, as opposed to traditional factors like horizontal radius or speed signs, when starting to decelerate. The study advocates for integrating driver perspectives into road design.","Geometric freeway design; human factors; Curve driving","en","doctoral thesis","","978-90-5584-340-4","","","","","","","","","Transport and Planning","","",""
"uuid:cb598569-af98-4cef-8115-9939fa5ed256","http://resolver.tudelft.nl/uuid:cb598569-af98-4cef-8115-9939fa5ed256","Towards Safe and Just Work Environments for System Administrators: A Qualitative Sociotechnical Investigation into System Administration","Kaur, M. (TU Delft Information and Communication Technology)","Janssen, M.F.W.H.A. (promotor); Fiebig, T. (copromotor); Delft University of Technology (degree granting institution)","2023","Technological systems and infrastructures form the bedrock of modern society and it is system administrators (sysadmins) who configure, maintain and operate these infrastructures. More often than not, they do so behind the scenes. The work of system administration tends to be unseen and, consequently, not well known. After all, do you think of your IT help-desk when everything is working just fine? Usually, people reach out for help when something is not working as expected or when they need something. A lot of work and effort goes into ensuring that systems are working as expected most of the time and, paradoxically, this smooth functioning results in the invisibilization of the work and effort that went into it.
This PhD research focuses on system administration work and what that entails in day-to-day tasks. Instead of proposing technical and social solutions, we try to better understand the “problem” that these proposed solutions are meant to solve. Drawing from safety science research and feminist research approaches, we perform a qualitative exploration of sysadmins’ work. We center their experiences via an in-depth interview investigation and a focus group study. We identify and describe the coordination mechanisms and gender considerations embedded in their work. We shed light on care work as part of sysadmin work and the phenomenon of double invisibility that is experienced by sysadmins who are not cis men. The thesis wraps up with a set of recommendations for moving toward safe and equitable work environments for sysadmins.
When employees interact with any system in their organization, interventions can be aimed at employees and at the system. When investigating possibilities to improve the system, it is important to take into account how employees interact with the system. We need to be able to predict human behavior and in order to do that, we need to understand human behavior....","Human error; safety; SPAD; Incidental learning; human factors","en","doctoral thesis","","","","","","","","","","","Safety and Security Science","","",""
"uuid:89f83324-0a56-4598-9de3-862105b5c272","http://resolver.tudelft.nl/uuid:89f83324-0a56-4598-9de3-862105b5c272","What factors contribute to the acceptance of artificial intelligence? A systematic review","Kelly, Sage (Queensland University of Technology); Kaye, Sherrie Anne (Queensland University of Technology); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science)","","2023","Artificial Intelligence (AI) agents are predicted to infiltrate most industries within the next decade, creating a personal, industrial, and social shift towards the new technology. As a result, there has been a surge of interest and research towards user acceptance of AI technology in recent years. However, the existing research appears dispersed and lacks systematic synthesis, limiting our understanding of user acceptance of AI technologies. To address this gap in the literature, we conducted a systematic review following the Preferred Reporting Items for Systematic Reviews and meta-Analysis guidelines using five databases: EBSCO host, Embase, Inspec (Engineering Village host), Scopus, and Web of Science. Papers were required to focus on both user acceptance and AI technology. Acceptance was defined as the behavioural intention or willingness to use, buy, or try a good or service. A total of 7912 articles were identified in the database search. Sixty articles were included in the review. Most studies (n = 31) did not define AI in their papers, and 38 studies did not define AI for their participants. The extended Technology Acceptance Model (TAM) was the most frequently used theory to assess user acceptance of AI technologies. Perceived usefulness, performance expectancy, attitudes, trust, and effort expectancy significantly and positively predicted behavioural intention, willingness, and use behaviour of AI across multiple industries. However, in some cultural scenarios, it appears that the need for human contact cannot be replicated or replaced by AI, no matter the perceived usefulness or perceived ease of use. Given that most of the methodological approaches present in the literature have relied on self-reported data, further research using naturalistic methods is needed to validate the theoretical model/s that best predict the adoption of AI technologies.","AI; Human factors; Machine learning; Psychosocial models; Social robotics; User acceptance","en","journal article","","","","","","","","","","","Safety and Security Science","","",""
"uuid:0d612f72-3f95-4b71-9a6a-4b16032159ab","http://resolver.tudelft.nl/uuid:0d612f72-3f95-4b71-9a6a-4b16032159ab","""Oh yes! over-preparing for meetings is my jam :)"": The Gendered Experiences of System Administrators","Kaur, M. (TU Delft Information and Communication Technology); Sri Ramulu, Harshini (The George Washington University); Acar, Yasemin (The George Washington University); Fiebig, T. (Max Planck Institut für Informatik)","","2023","In the system and network administration domain, gender diversity remains a distant target. The experiences and perspectives of sysadmins who belong to marginalized genders (non cis-men) are not well understood beyond the fact that sysadmin work environments are generally not equitable. We address this knowledge gap in our study by focusing on the ways in which sysadmins from marginalized genders manage their work in men-dominated sysadmin work spaces and by understanding what an inclusive workplace would look like. Using a feminist research approach, we engaged with a group of 16 sysadmins who are not cis-men via six online focus groups. We found that managing the impact of gender identity in the sysadmin workplace means demonstrating excellence and going above and beyond in system administration tasks, and also requires performing additional care work not expected from cis men. Furthermore, our participants handle additional layers of work due to gender considerations and to actively find community in the workplace. We found that sysadmins manage by going above and beyond in their tasks, performing care work and doing extra layers of work because of gender considerations, and finding community in the workplace. To mitigate this additional workload, we recommend more care for care work. For future research, we recommend the use of feminist lenses when studying sysadmin work in order to provide more equitable solutions that ultimately contribute to improving system security by fostering a just workplace.","care work; feminism; feminist approach; gender; human factors; sysadmin; system administration","en","journal article","","","","","","","","","","","Information and Communication Technology","","",""
"uuid:94925cc9-6365-4e49-bb3c-554905372779","http://resolver.tudelft.nl/uuid:94925cc9-6365-4e49-bb3c-554905372779","A risk-based driver behaviour model","Yuan, Y. (TU Delft Transport and Planning; Technische Universität München); Wang, X. (Queen Mary University of London); Calvert, S.C. (TU Delft Transport and Planning); Happee, R. (TU Delft Intelligent Vehicles); Wang, M. (Technische Universität Dresden)","","2023","Current driver behaviour models (DBMs) are primarily designed for the general driver population under specific scenarios, such as car following or lane changing. Hence DBMs capturing individual behaviour under various scenarios are lacking. This paper presents a novel method to quantify individual perceived driving risk in the longitudinal and lateral directions using risk thresholds capturing the time headway and time to line crossing. These are integrated in a risk-based DBM formulated under a model predictive control (MPC) framework taking into account vehicle dynamics. The DBM assumes drivers to operate as predictive controllers jointly optimising multiple criteria, including driving risk, discomfort, and travel inefficiency. Simulation results in car following and passing a slower vehicle demonstrate that the DBM predicts plausible behaviour under representative driving scenarios, and that the risk thresholds are able to reflect individual driving behaviour. Furthermore, the proposed DBM is verified using empirical driving data collected from a driving simulator, and the results show it is able to accurately generate vehicle longitudinal and lateral control matching individual human drivers. Overall, this model can capture individual risk perception behaviour and can be applied to the design and assessment of intelligent vehicle systems.","driver behaviour model; human factors; path planning; risk perception; vehicle dynamics and control","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:c78ac1b9-ce90-4459-8075-bb0f27d5acb6","http://resolver.tudelft.nl/uuid:c78ac1b9-ce90-4459-8075-bb0f27d5acb6","Clearing the way for participatory data stewardship in artificial intelligence development: a mixed methods approach","Kelly, Sage (Queensland University of Technology); Kaye, Sherrie Anne (Queensland University of Technology); White, Katherine M. (Queensland University of Technology); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science)","","2023","Participatory data stewardship (PDS) empowers individuals to shape and govern their data via responsible collection and use. As artificial intelligence (AI) requires massive amounts of data, research must assess what factors predict consumers’ willingness to provide their data to AI. This mixed-methods study applied the extended Technology Acceptance Model (TAM) with additional predictors of trust and subjective norms. Participants’ data donation profile was also measured to assess the influence of individuals’ social duty, understanding of the purpose and guilt. Participants (N = 322) completed an experimental survey. Individuals were willing to provide data to AI via PDS when they believed it was their social duty, understood the purpose and trusted AI. However, the TAM may not be a complete model for assessing user willingness. This study establishes that individuals value the importance of trusting and comprehending the broader societal impact of AI when providing their data to AI. Practitioner summary: To build responsible and representative AI, individuals are needed to participate in data stewardship. The factors driving willingness to participate in such methods were studied via an online survey. Trust, social duty and understanding the purpose significantly predicted willingness to provide data to AI via participatory data stewardship.","AI; human factors; participatory data stewardship; psychosocial models; user acceptance","en","journal article","","","","","","","","","","","Safety and Security Science","","",""
"uuid:a1c50eea-b124-4e9f-9bd1-437f6365415c","http://resolver.tudelft.nl/uuid:a1c50eea-b124-4e9f-9bd1-437f6365415c","A Multi-Modal Feedback Communication Interface for Human Working Posture Adjustments","Thirani, Kushal (Student TU Delft); Abbink, D.A. (TU Delft Human-Robot Interaction); Peternel, L. (TU Delft Human-Robot Interaction)","Borja, Pablo (editor); Della Santina, Cosimo (editor); Peternel, Luka (editor); Torta, Elena (editor)","2023","This paper studies non-physical feedback mechanisms to guide human workers toward ergonomic body postures. Specifically, the focus is to solve the tasks that involve no direct physical interaction between the human and the robotic system, therefore tactile guidance by the robot body is not feasible. We propose a multi-modal ergonomic posture guidance system that comprises visual feedback and speech-based audio feedback. We hypothesise that the proposed multi-modal system leads to better performance compared to uni-modal feedback systems when trying to guide users from one pose to another. To test the hypothesis we conducted an experiment that compared conditions with only audio feedback, only visual feedback and multi-modal feedback. In addition, we examined speech-based audio guidance in joint space and in endpoint space. The results showed that the speech-based feedback in joint space came out as the preferred audio feedback due to its ability to allow users to carry out efficient and coordinated inter-joint movements, especially in cases of high redundancy. Furthermore, the proposed multi-modal feedback system was superior compared to the other feedback modalities both in terms of objective measures and subjective measures.","Audio feedback; Ergonomics; Human factors; Human-machine interaction; Visual feedback","en","conference paper","Springer","","","","","Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-07-02","","","Human-Robot Interaction","","",""
"uuid:81829072-4f3d-468b-a9ad-ff1b222fd6ca","http://resolver.tudelft.nl/uuid:81829072-4f3d-468b-a9ad-ff1b222fd6ca","Exploring the Influence of Signal Countdown Timers on Driver Behavior: An Analysis of Pedestrian–Vehicle Conflicts at Signalized Intersections","Sheykhfard, Abbas (Babol Noshirvani University of Technology); Haghighi, Farshidreza (Babol Noshirvani University of Technology); Papadimitriou, E. (TU Delft Safety and Security Science); Das, Subasish (Texas State University); van Gelder, P.H.A.J.M. (TU Delft Safety and Security Science)","","2023","Although signal countdown timers (SCTs) are likely to enhance efficiency at signalized intersections, there is little research on how they affect road users’ behavior. The present study explores factors associated with driver behavior through two approaches to examine how SCTs influence drivers’ actions toward pedestrians violating red lights. In the first approach, through an on-road questionnaire survey, the self-reported behavior of 369 drivers when crossing an intersection enabled with SCTs was analyzed. In the second approach, the drivers’ behavior was studied through naturalistic driving studies at two signalized intersections equipped with SCTs in Babol, Iran. Analyzing vehicle–pedestrian conflicts indicated that the presence of SCTs had a significant influence on driving behavior. Also, the ending seconds of green lights, as critical times of the SCTs, led to changes in driving behavior. Increasing the vehicle speed, changing lanes, and concurrent increases of speed and changing lanes were the common driver actions affected by critical times of the SCTs. Finally, the effect of critical times on drivers’ actions during conflicts was modeled by using the binary and multinomial logistic methods. The results show that SCTs are an external factor that can lead to risky driver behavior, such as errors and violations that might increase the potential for pedestrian accidents.","driver behavior; human factors; pedestrians; safety; signalized intersection; traffic signals","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2024-02-08","","","Safety and Security Science","","",""
"uuid:6bdec3fa-a7f5-4e14-8194-73bffaa99b6c","http://resolver.tudelft.nl/uuid:6bdec3fa-a7f5-4e14-8194-73bffaa99b6c","(Mis-)use of standard Autopilot and Full Self-Driving (FSD) Beta: Results from interviews with users of Tesla's FSD Beta","Nordhoff, S. (TU Delft Transport and Planning); Lee, John D. (University of Wisconsin-Madison); Calvert, S.C. (TU Delft Transport and Planning); Berge, S.H. (TU Delft Transport and Planning); Hagenzieker, Marjan (TU Delft Transport and Planning); Happee, R. (TU Delft Intelligent Vehicles)","","2023","Tesla's Full Self-Driving Beta (FSD) program introduces technology that extends the operational design domain of standard Autopilot from highways to urban roads. This research conducted 103 in-depth semi-structured interviews with users of Tesla's FSD Beta and standard Autopilot to evaluate the impact on user behavior and perception. It was found that drivers became complacent over time with Autopilot engaged, failing to monitor the system, and engaging in safety-critical behaviors, such as hands-free driving, enabled by weights placed on the steering wheel, mind wandering, or sleeping behind the wheel. Drivers' movement of eyes, hands, and feet became more relaxed with experience with Autopilot engaged. FSD Beta required constant supervision as unfinished technology, which increased driver stress and mental and physical workload as drivers had to be constantly prepared for unsafe system behavior (doing the wrong thing at the worst time). The hands-on wheel check was not considered as being necessarily effective in driver monitoring and guaranteeing safe use. Drivers adapt to automation over time, engaging in potentially dangerous behaviors. Some behavior seems to be a knowing violation of intended use (e.g., weighting the steering wheel), and other behavior reflects a misunderstanding or lack of experience (e.g., using Autopilot on roads not designed for). As unfinished Beta technology, FSD Beta can introduce new forms of stress and can be inherently unsafe. We recommend future research to investigate to what extent these behavioral changes affect accident risk and can be alleviated through driver state monitoring and assistance.","automated driving; Full Self-Driving (FSD) Beta; human factors; mind-off driving; traffic safety","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:83cffb35-e4ff-4814-bf32-09590dc342ea","http://resolver.tudelft.nl/uuid:83cffb35-e4ff-4814-bf32-09590dc342ea","Development and evaluation of a human machine interface to support mode awareness in different automated driving modes","Tinga, Angelica M. (SWOV Institute for Road Safety Research); van Zeumeren, I.M. (TU Delft Design Aesthetics); Christoph, Michiel (SWOV Institute for Road Safety Research); van Grondelle, E.D. (TU Delft Design Aesthetics); Cleij, Diane (SWOV Institute for Road Safety Research); Aldea, Anna (SWOV Institute for Road Safety Research); van Nes, C.N. (TU Delft Applied Ergonomics and Design; SWOV Institute for Road Safety Research)","","2023","With increasing implementation of automated driving technology it is expected that different automation modes will be present within the same vehicle and within a single trip. At all times during automated driving the driver needs to have ‘mode awareness’, which is an understanding of the automation mode and the corresponding responsibilities. Yet, research on HMI design to support mode awareness for multiple automation modes within a single vehicle and within a single trip is currently limited. The current work describes the development and evaluation of a Human Machine Interface (HMI) to support mode awareness while driving in different automation modes. The work exists of three phases: Phase 1 defines functional requirements for HMI design based on literature review and 5 experimental studies including 146 participants. Phase 2 implements the functional requirements in HMI design through expert and focus group sessions. Phase 3 evaluates and improves upon the HMI design employing virtual reality and the RITE (Rapid Iterative Testing and Evaluation) method with 18 participants. The result is a continuous and holistic HMI design creating mode awareness through ambience. Findings from Phase 3 and previous research indicate that this HMI is comprehended well, with a relatively low task load, and with a good experienced system usability. It is important to additionally evaluate the HMI design resulting from the current study in driving simulators and in on-road tests. Such tests will provide an opportunity to verify and expand on the current study's findings and to contribute to guidelines for HMI design.","Automated driving; HMI; Holistic design; Human factors in vehicle automation; Mode awareness; Rapid iterative testing and evaluation","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-07-01","","","Design Aesthetics","","",""
"uuid:0230a5ba-8156-45d9-bef2-542b5b36bb13","http://resolver.tudelft.nl/uuid:0230a5ba-8156-45d9-bef2-542b5b36bb13","Deadly meals: The influence of personal and job factors on burnout and risky riding behaviours of food delivery motorcyclists","Quy Nguyen-Phuoc, Duy (The University of Da Nang); Ngoc Thi Nguyen, Ly (The University of Da Nang); Ngoc Su, Diep (The University of Da Nang); Nguyen Hoang Minh, M. (University of Transport and Communications); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science)","","2023","Food delivery riders are overrepresented in road crashes. Arguably, the increased risk experienced by food delivery riders is linked to the working conditions offered by the “gig economy”. Research is needed to fully understand the safety-related issues this vulnerable group of road users face daily and identify opportunities for counter measures. In this investigation, we proposed a new theoretical model to explain the risky behaviour of food delivery motorcyclists based on the well-established Job Demands-Resources (JD-R) model. Following the JD-R, we considered the impact of job demands (job aspects that require sustained effort) and job resources (job aspects that help achieve work-related goals, reduce job demands and stimulate personal development) on the risky riding behaviours of food delivery motorcyclists. The JD-R model was also extended with three constructs, including personal demands, personal resources, and perceived safety risk to explore the role of individuals' within-person aspects. The developed model was tested using data collected from 554 food delivery riders in the two biggest cities in Vietnam. The results showed that job burnout, job resources, and personal demands directly impact risky riding behaviours, in which job burnout was the most significant predictor. Constructs such as job demands, personal resources, and perceived safety risk were not significant predictors of risky riding behaviours. This research shows that organisation-level factors could be modified to prevent risky riding behaviour. The gig economy industry can do much more to improve the safety of delivery riders.","Burnout; Gig economy; Human factors; Riders; Risky behaviour; Road safety; Vulnerable road users","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-07-01","","","Safety and Security Science","","",""
"uuid:7da602ca-94d1-440e-9e16-7c1d54bea676","http://resolver.tudelft.nl/uuid:7da602ca-94d1-440e-9e16-7c1d54bea676","Safety Assessment of the Interaction Between an Automated Vehicle and a Cyclist: A Controlled Field Test","Oskina, M.I. (Royal HaskoningDHV); Farah, H. (TU Delft Transport and Planning); Morsink, Peter (Royal HaskoningDHV); Happee, R. (TU Delft Intelligent Vehicles); van Arem, B. (TU Delft Transport and Planning)","","2023","The operation of automated vehicles (AVs) on shared roads requires attention concerning their interactions with vulnerable road users (VRUs), such as cyclists. This study investigates the safety of cyclists when they interact with an AV and compares it with their interaction with a conventional vehicle. Overall, 29 cyclists participated in a controlled field experiment consisting of interaction scenarios in which a vehicle approached the cyclist from behind. Four interaction scenarios were included: manual and automated following and manual and automated overtaking of the cyclist. The vehicle operated in all scenarios in a manual mode for safety reasons. However, before each ride, participants received information about the vehicle’s operation mode (automated or manual). The following attributes were considered: overtaking speed, overtaking lateral distance, following distance, and roadside objects. The objective and the subjective risks were evaluated in each scenario. The objective risk was assessed using the probabilistic driving risk field, and the subjective risk was assessed based on the cyclists’ selfreported risk values, cycling behavior, and their trust in AVs. The results show that automated and manual following have similar objective and subjective risks, while automated overtaking has a higher level of objective and subjective risks than manual overtaking. The results also show that a longer interaction time leads to an increase in cycling speed and a decrease in the lateral distance of the cyclist to the curb. Thus, we conclude that automated following is a safer option for short traveling distances, while for longer traveling distances, manual overtaking is preferred. Additionally, a short lateral distance from the cyclist when overtaking increases the subjective and objective risks.","advanced driver assistance systems; bicycles; human factors; modeling and forecasting; pedestrians; safety","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-08-28","","","Transport and Planning","","",""
"uuid:65a7feac-8e90-4644-b1f2-948e62050928","http://resolver.tudelft.nl/uuid:65a7feac-8e90-4644-b1f2-948e62050928","External and internal influences on mobile phone use while driving: Combining the theories of deterrence and self-determination","Truelove, Verity (USC – University of the Sunshine Coast); Watson-Brown, Natalie (Queensland University of Technology); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science)","","2023","Objectives: Various legal countermeasures have been introduced in numerous jurisdictions worldwide to reduce the risky behaviour of phone use while driving. However, external factors do not influence behaviour alone; internal factors may also play a large role in influencing behaviour. Therefore, the aim of this study was to examine the impact of both external and internal influences on hand-held phone use while driving. Methods and analysis: The influence of external factors was examined after a higher penalty and a trial for mobile phone detection cameras was introduced in Queensland, Australia, utilising deterrence-theory related constructs. Meanwhile, internal factors were examined through the lens of self-determination theory to determine the relevance of self-regulation to phone use while driving, over and above the effect of deterrence factors. Findings: A total of 866 participants (M age = 37.51 years, SD = 17.23) completed a survey examining these variables. Despite the changes to the penalty and enforcement, the legal factors did not significantly deter drivers from phone use while driving. Instead, participants reported avoiding punishment, which influenced further engagement in the behaviour. Meanwhile, indicators of self-regulation including effort/importance, perceived pressure, and relatedness were found to have a more salient impact on the behaviour, whereby drivers who reported high levels of internalised regulatory processes were less likely to use a hand-held phone while driving. Novelty and improvement: These results provide a novel contribution to understanding road rule compliance and have important implications for both theory and practice. For example, it can be suggested that legal countermeasures need to be improved, while non-legal countermeasures that target internalisation is a promising avenue for future research.","Distracted driving; Driver behaviour; Enforcement; Human factors; Road safety; Self-regulation","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-08-04","","","Safety and Security Science","","",""
"uuid:a55611cf-1ebc-4190-a456-4d1795db078f","http://resolver.tudelft.nl/uuid:a55611cf-1ebc-4190-a456-4d1795db078f","The impact of road traffic context on secondary task engagement while driving","Cuentas-Hernandez, Sandra (Queensland University of Technology); Li, Xiaomeng (Queensland University of Technology); King, Mark J. (Queensland University of Technology); Oviedo-Trespalacios, O. (TU Delft Values Technology and Innovation; TU Delft Safety and Security Science; Queensland University of Technology)","","2023","Introduction: Driver distraction has been recognized for a long time as a significant road safety issue. It has been consistently reported that drivers spend considerable time engaged in activities that are secondary to the driving task. The temporary diversion of attention from safety-critical driving tasks has often been associated with various adverse driving outcomes, from minor driving errors to serious motor vehicle crashes. This study explores the role of the driving context on a driver’s decision to engage in secondary activities non-critical to the driving task. Method: The study utilises the Naturalistic Engagement in Secondary Tasks (NEST) dataset, a complementary dataset derived from the SHRP2 naturalistic dataset, the most extensive naturalistic study to date. An initial exploratory analysis is conducted to identify patterns of secondary task engagements in relation to context variables. Maximum likelihood Chi-square tests were applied to test for differences in engagement between types of driver distraction for the selected contextual variables. Pearson residual graphs were employed as a supplementary method to visually depict the residuals that constitute the chi-square statistic.Lastly, a two-step cluster analysis was conducted to identify common execution scenarios among secondary tasks. Results: The exploratory analysis revealed interesting behavioral trends among drivers, with higher engagement rates in left curves compared to right curves, while driving uphill compared to driving downhill, in low-density traffic scenarios compared to high-density traffic scenarios, and during afternoon periods compared to morning periods. Significant differences in engagement were found among secondary tasks in relation to locality, speed, and roadway design. The clustering analysis showed no significant associations between driving scenarios of similar characteristics and the type of secondary activity executed. Discussion: Overall, the findings confirm that the road traffic environment can influence how car drivers engage in distracted driving behavior.","attention; driver distraction; human factors; multitask; risky behavior","en","journal article","","","","","","","","","","Values Technology and Innovation","Safety and Security Science","","",""
"uuid:f0b424b1-ccda-4aa6-9d1f-5f7efd91b942","http://resolver.tudelft.nl/uuid:f0b424b1-ccda-4aa6-9d1f-5f7efd91b942","Police and public perspectives on the use and impacts of technology that expose enforcement locations for phone use while driving","Truelove, Verity (USC – University of the Sunshine Coast); Stefanidis, Kayla (USC – University of the Sunshine Coast); Mills, Laura (USC – University of the Sunshine Coast); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science; Queensland University of Technology)","","2023","Avoiding being caught and punished has consistently been demonstrated to be a key predictor of continued engagement in risky and illegal phone use while driving. This is a large concern, as the presence of applications such as Google Maps, Apple Maps, Waze, and social media pages/groups that share the location of enforcement activities related to phone use while driving has increased. The present investigation aimed to understand the impact of these technologies on phone use while driving using a mixed-methods approach. First, to obtain an enforcement perspective, 15 police officers from Queensland (Australia) were interviewed. Three main themes were identified, suggesting that the use of the technologies 1) can encourage dangerous driving and allow drivers to avoid punishment more often, 2) do not impact police enforcement of the phone use while driving law and 3) can promote exposure to enforcement. Next, a quantitative survey was implemented with Queensland drivers (n = 622, 58.7% females). A cluster analysis was initially conducted to categorise the different types of phone offenders (acknowledging differential deterrability). Two clusters (high-frequency and low-frequency phone offenders) were created. A hierarchal binary logistic regression indicated that using Apple maps, Facebook police location sites and checking these Facebook sites predicted membership in the high-frequency phone offender group (Waze and Google maps were not significant). After controlling for the use of these technologies, avoiding being caught and punished predicted being in the high-frequency phone offender group. The results confirmed the impact of these technologies on phone use while driving behaviour.","Distracted driving; Distraction; Human factors; Policing; Punishment avoidance; Smartphone","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-10-06","","","Safety and Security Science","","",""
"uuid:01e9e6e1-8540-4893-ad3c-a4b57207ca0d","http://resolver.tudelft.nl/uuid:01e9e6e1-8540-4893-ad3c-a4b57207ca0d","Impacts of the COVID-19 Pandemic on Bikeshare Usage by Rider Membership Status Across Selected U.S. Cities","Vo, Tung (University of South Florida Tampa); Barbour, N.M. (TU Delft Transport and Logistics); Palaio, Lori (Johnson & Johnson); Maness, Michael (University of South Florida Tampa)","","2023","Bikesharing is a popular transportation mode for people to commute, for leisurely travel, or for recreation purposes in their daily tasks. Throughout 2020, the COVID-19 pandemic had significant impacts on bikeshare usage in the United States. Previous studies show that the pandemic negatively affected bikeshare activity patterns. To examine the effects of the pandemic on bikeshare behavior across membership types, this study investigated trip volume-and trip duration patterns of both members and nonmembers of five bikeshare systems across the United States. The results showed that member ridership significantly decreased throughout the pandemic, but nonmember ridership tended to be stable. It was also found that trip durations increased across both groups throughout the pandemic. Additionally, inferences were made to determine the level of support for a reversion to prepandemic normality as the pandemic progressed and reopening occurred in phases. The findings from this study could benefit bikeshare agencies in developing postpandemic recovery strategies.","bicycle transportation; bicycles; bikesharing; human factors; modeling and forecasting; pedestrians","en","book chapter","SAGE Publications","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-04-17","","","Transport and Logistics","","",""
"uuid:1a2afbbd-1f9a-4c2a-af15-3c1f2ea4bc04","http://resolver.tudelft.nl/uuid:1a2afbbd-1f9a-4c2a-af15-3c1f2ea4bc04","Yield or not to yield? An inquiry into drivers’ behaviour when a fully automated vehicle indicates a lane-changing intention","Li, Xiaomeng (Queensland University of Technology); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science; Queensland University of Technology); Afghari, A.P. (TU Delft Safety and Security Science); Kaye, Sherrie Anne (Queensland University of Technology); Yan, Xuedong (Beijing Jiaotong University)","","2023","Automated vehicles have started to be integrated into the road transportation system and operate in a mixed traffic environment. To ensure a smooth and successful integration, it is vital to have a good understanding of the human factor challenges involved in the process, especially the issues related to other road users who will share roads with automated vehicles. The study focuses on conventional vehicle drivers’ acceptance of and interaction with fully automated vehicles (FAV). An online survey with experimental scenarios showing an FAV's lane-changing intention was designed to test the interaction responses of participants. The survey also collected the participants’ demographic information (e.g., age, gender, driving experience), self-reported general driving behaviours (e.g., errors, lapses and violations), past benchmark behaviour in the same situation and their acceptance of FAVs. The study recruited 838 participants in total, comprising 465 participants from Australia (216 males vs. 249 females) and 373 participants from China (172 males vs. 201 females). Ordered probit models were developed to predict three types of behavioural responses of drivers in the lane-changing scenario, i.e., positive, disregardful and aggressive responses. The results showed that older drivers, females, and drivers who had less driving experience were more likely to adopt positive interactions with FAVs than their counterparts. Drivers who reported frequent risky driving behaviours (e.g., aggressions, lapses and errors) were less likely to report positive interaction but more likely to report disregardful and aggressive interactions. Drivers reporting more positive/favourable attitudes and a higher trust toward FAVs demonstrated a higher possibility of positive interaction, and those with higher perceived behaviour control were more likely to restrain disregardful interaction. The study helps to form a greater understanding of conventional vehicle drivers’ perception of FAVs and the underlying factors that may influence their interaction behavioural tendency.","Behavioural adaptation; Fully autonomous vehicles; Human factors; Human-computer interaction; Theory of Planned Behaviour (TPB)","en","journal article","","","","","","","","","","","Safety and Security Science","","",""
"uuid:1ee45026-6e7d-4d95-8c0e-3fb2d55a45be","http://resolver.tudelft.nl/uuid:1ee45026-6e7d-4d95-8c0e-3fb2d55a45be","Predicting Damage Incidents, Fines, and Fuel Consumption from Truck Driver Data: A Study from the Netherlands","Driessen, T. (TU Delft Human-Robot Interaction); Dodou, D. (TU Delft Medical Instruments & Bio-Inspired Technology); Waard, Dick de (Rijksuniversiteit Groningen); de Winter, J.C.F. (TU Delft Human-Robot Interaction)","","2023","Trucks are disproportionately involved in fatal traffic accidents and contribute significantly to CO2 emissions. Gathering data from trucks presents a unique opportunity for estimating driver-specific costs associated with truck operation. Although research has been published on the predictive validity of driver data, such as in the contexts of pay-how-you-drive insurance and naturalistic driving studies, the investigation into how telematics data relate to the negative consequences of truck driving remains limited. In the present study, driving data from 180 truck drivers, collected over a 2-year period, were examined to predict damage incidents, traffic fines, and fuel consumption. Correlation analysis revealed that the number of fines and damage incidents could be predicted based on the number of harsh braking events per hour of driving, whereas fuel consumption was predicted by engine torque exceedances. Our analysis also sheds light on the impact of covariates, including the engine capacity of the truck operated and time of day, among others. We conclude that the damage incidents and fines incurred by truck drivers can be predicted not only from their number of harsh decelerations but also through driving demands that extend beyond the driver’s immediate control. It is recommended that transportation companies adopt a systemic approach to mitigating truck-driving-related expenses.","driver; freight systems; safety; safety and human factors; truck and bus safety; trucking industry research; trucks","en","journal article","","","","","","","","","","","Human-Robot Interaction","","",""
"uuid:9c6d3378-c949-4591-b199-1f307753cdc7","http://resolver.tudelft.nl/uuid:9c6d3378-c949-4591-b199-1f307753cdc7","What do pedestrians consider when choosing a route?: The role of safety, security, and attractiveness perceptions and the built environment during day and night walking","Basu, Nandita (Queensland University of Technology); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science); King, Mark (Queensland University of Technology); Kamruzzaman, Md (Monash University); Haque, Md Mazharul (Queensland University of Technology)","","2023","Increasing the use of non-motorized modes of transport, such as walking, is a worldwide objective aimed at improving the sustainability of cities. However, pedestrians may not choose to walk if the infrastructure fails to meet their needs or if they hold unfavourable perceptions regarding the built environment (BE). The current study aims to identify the significance of route attributes and perceptions of attractiveness, safety, and security at the route level, which influence pedestrians' preferences for last-mile route choices. A cross-sectional design was employed, utilizing a questionnaire comprising a stated preference (SP) experiment and a perception survey. The study considered theory-informed attributes influencing pedestrian route choice preferences, including: (1) individual-level determinants, (2) physical-level determinants, and (3) time of day. Two separate models were developed, considering the time of day, to examine the differences in trade-offs within pedestrians' route choice preferences between day and night. The results revealed that both the BE and perceptions of the BE play a crucial role in determining pedestrian route choice behaviour. Pedestrians showed a preference for routes fully encompassed by mixed or residential land uses during the daytime. The presence of vacant land along the walking route significantly decreased the likelihood of choosing a route at night. Generally, pedestrians favoured shorter walking times, lower posted speed limits, and comfortable walkway grades in their routes. Female pedestrians tended to avoid routes that were not well-lit and pleasant at night. Lowering roadway speed limits emerged as a strategy to encourage walking in suburban areas. The findings of this study hold the potential to play an essential role in the development of effective policy initiatives targeted at pedestrians in cities.","Human factors; Multinomial logit model; Pedestrian route choice analysis; Risk analysis; Stated preference modelling; Traffic psychology","en","journal article","","","","","","","","","","","Safety and Security Science","","",""
"uuid:cd0ea01e-8f03-4bb9-88b5-2fa39ba7c2b1","http://resolver.tudelft.nl/uuid:cd0ea01e-8f03-4bb9-88b5-2fa39ba7c2b1","Analyzing the Impact of Perceived Exertion on Walking for Short-Distance Trips: A Comparative Case Study of Malta and the Netherlands","Scerri, Karyn (University of Malta); Attard, Maria (University of Malta); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning)","","2023","Understanding people’s travel behavior is key to creating spaces that discourage car use, especially for short, walkable distances. The scope of this study is to understand better people’s propensity to use a car rather than walk for short-distance trips by focusing on the concept of perceived exertion (PE). A comparison is performed of two case study locations: Malta, a Euro-Mediterranean island with a high car dependency, and the Netherlands, a European country with a high active mode share of walking and cycling. Surveys were distributed to two university populations in each of the case study locations to analyze the parallels and variations in travel behavior and perceptions. Applying a mediation model analysis, the results show a partial mediation (Malta) and a full mediation (Netherlands) of PE in the relationship between car use frequency (CF) and distance threshold (DT), that is, the distance people are willing to walk rather than use a car. The mean DT for walking varied significantly between the two samples, resulting in 15.18 min (1.2 km or 0.7 mi) in the Netherlands and 17.99 min (1.4 km or 0.9 mi) in Malta, despite the comparatively larger active mode share in the Netherlands. Complementing this, the ordinal logistic models for the two countries indicate that those that perceive walking for short trips to be more effortful and those with a high CF are less inclined to walk long distances. Findings are compared with previous research, and policy-relevant suggestions based on these findings are provided.","behaviors; human factors; Malta; Netherlands; pedestrians; perceived exertion; walking","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-11-08","","","Transport and Planning","","",""
"uuid:2fe44457-522d-4e01-9873-8df88ef25612","http://resolver.tudelft.nl/uuid:2fe44457-522d-4e01-9873-8df88ef25612","When terminology hinders research: the colloquialisms of transitions of control in automated driving","Maggi, Davide (Institute for Transport Studies); Romano, Richard (Institute for Transport Studies); Carsten, Oliver (Institute for Transport Studies); de Winter, J.C.F. (TU Delft Human-Robot Interaction)","","2022","During the last 20 years, technological advancement and economic interests have motivated research on automated driving and its impact on drivers’ behaviour, especially after transitions of control. Indeed, once the Automated Driving System (ADS) reaches its operational limits, it is forced to request human intervention. However, the fast accumulation and massive quantity of produced studies and the gaps left behind by standards have led to an imprecise and colloquial use of terms which, as technology and research interest evolve, creates confusion. The goal of this survey is to compare how different taxonomies describe transitions of control, address the current use of widely adopted terms in the field of transitions of control and explain how their use should be standardized to enhance future research. The first outcome of this analysis is a schematic representation of the correspondence among the elements of the reviewed taxonomies. Then, the definitions of “takeover” and “handover” are clarified as two parallel processes occurring in every transition of control. A second set of qualifiers, which are necessary to unequivocally define a transition of control and identify the agent requesting the transition and the agent receiving the request (ADS or the driver), is provided. The “initiator” is defined as the agent requesting the transition to take place, and the “receiver” is defined as the agent receiving that request.","Automated vehicles; Automation; Human factors; Taxonomies; Transitions of control","en","journal article","","","","","","","","","","","Human-Robot Interaction","","",""
"uuid:a8f31c69-661a-4a9d-bc16-9338c46f8254","http://resolver.tudelft.nl/uuid:a8f31c69-661a-4a9d-bc16-9338c46f8254","Shared control versus traded control in driving: a debate around automation pitfalls","de Winter, J.C.F. (TU Delft Human-Robot Interaction); Petermeijer, S.M. (Royal Netherlands Aerospace Centre NLR); Abbink, D.A. (TU Delft Human-Robot Interaction)","","2022","A major question in human-automation interaction is whether tasks should be traded or shared between human and automation. This work presents reflections—which have evolved through classroom debates between the authors over the past 10 years—on these two forms of human-automation interaction, with a focus on the automated driving domain. As in the lectures, we start with a historically informed survey of six pitfalls of automation: (1) Loss of situation and mode awareness, (2) Deskilling, (3) Unbalanced mental workload, (4) Behavioural adaptation, (5) Misuse, and (6) Disuse. Next, one of the authors explains why he believes that haptic shared control may remedy the pitfalls. Next, another author rebuts these arguments, arguing that traded control is the most promising way to improve road safety. This article ends with a common ground, explaining that shared and traded control outperform each other at medium and low environmental complexity, respectively. Practitioner summary: Designers of automation systems will have to consider whether humans and automation should perform tasks alternately or simultaneously. The present article provides an in-depth reflection on this dilemma, which may prove insightful and help guide design. Abbreviations: ACC: Adaptive Cruise Control: A system that can automatically maintain a safe distance from the vehicle in front; AEB: Advanced Emergency Braking (also known as Autonomous Emergency Braking): A system that automatically brakes to a full stop in an emergency situation; AES: Automated Evasive Steering: A system that automatically steers the car back into safety in an emergency situation; ISA: Intelligent Speed Adaptation: A system that can limit engine power automatically so that the driving speed does not exceed a safe or allowed speed.","automated driving; driverless cars; function allocation; human factors; Human-automation interaction; human-robot interaction; shared control; traded control","en","journal article","","","","","","","","","","","Human-Robot Interaction","","",""
"uuid:c0a0b934-bbfb-47ee-af00-989ad9e51e20","http://resolver.tudelft.nl/uuid:c0a0b934-bbfb-47ee-af00-989ad9e51e20","Promoting Physical Wellbeing in the Workplace: Providing Working Adults with a Tool to Reduce their Sedentary Behavior","Adar, M.E. (Student TU Delft); de Bruin, R. (TU Delft Applied Ergonomics and Design); Keyson, D.V. (TU Delft Design Conceptualization and Communication)","","2022","Whether it is from the office-office or the home office, creating a physical work environment is essential for both improving work performance as well as for the physical and mental wellbeing of employees. But as jobs are becoming increasingly less active, and working adults are spending almost a third of their lives in the office, most of their time is now spent sitting behind a desk. This time in sedentary behavior is increasing rapidly on a global scale and has become a great area of concern, as research has proven that this behavior is linked to an increase in all-cause mortality. To reduce the sedentary nature of the workplace, many companies are now replacing the standard desk with sit-stand desks (SSDs). SSDs are height adjustable desks that allow the user to work in either a sitting position or a standing position. Unfortunately, even as more companies are implementing these desks in their workspace, many studies indicate that there is a lack of utilization among working adults, with many only transitioning the desks to a standing position once a month or less.This paper presents a user-centered design project examining how to reduce the long-term sedentary behavior of desk-based working adults by motivating them to utilize their SSDs to make more transitions between sitting and standing. The project involved an agile design approach based on a cyclic process where a range of design techniques and research methods were used to look deeper into the practices and habits of working adults and better understand why this lack of use occurs and how it can be changed. These design techniques and research methods include a literature study, auto-ethnographical research, and 11 interviews with both active and non-active SSD users. An analysis of the differences between active and non-active users,led to the hypothesis that to reduce the SB of desk-based working adults, the use of SSDs in the workplace should be normalized by ensuring that working adults understand the benefits and proper use of SSDs while also offering the key tools: (1) reminders of when to transiting between sitting & standing; (2) social support; (3) awareness of effects on body & mind ; (4) task-based transitions. . This hypothesis was then used to initiate an empirical research through design process. Through this process, the final concept, BMDesk Application and Controller, was created. The BMDesk showcases an interactive digital platform and controller which utilizes the previously defined design opportunities to aid desk-based working adults in becoming more in tune with their physical and mental state while also providing them with the support they need to reduce their long-term sedentary behavior by utilizing their SSDs. The platform provides the user with an interactive tool that (1) gives them control over setting up their workday and defining how many sit-stand transitions they want to make and how long they want to remain in each position; (2) triggers a light reminder indicating to the user when it is time to check in and (3) provides a step-by-step body and mind self-evaluation included in the digital application; (4) based on the self-evaluation, the application provides a personalized tip and option to “learn more” about how the user can alter their position to relieve them of any physical or mental pain they are experiencing; (5) allows the user to choose if they actually want to change position and provides an additional reminder after a preset amount of time in the case they do not switch; (6) uses a two-way LED infrared sensor to automatically track the number of transitions and how long the user is in each position; and (7) allows the user to connect with the coworkers or friends to setup challenges or select times to standup together.","human factors; Workplace wellbeing; Sedentary behaviour; Sit-stand desks; Behavior change","en","conference paper","AHFE","","","","","","","","","","Applied Ergonomics and Design","","",""
"uuid:a1e221f6-c5eb-4d8a-9aa5-ccdf6e67ac3c","http://resolver.tudelft.nl/uuid:a1e221f6-c5eb-4d8a-9aa5-ccdf6e67ac3c","""I needed to solve their overwhelmness"": How system administration work was affected by COVID-19","Kaur, M. (TU Delft Information and Communication Technology); Parkin, S.E. (TU Delft Organisation & Governance); Janssen, M.F.W.H.A. (TU Delft Information and Communication Technology); Fiebig, T. (TU Delft Information and Communication Technology)","","2022","The ongoing global COVID-19 pandemic made working from home – wherever working remotely is possible the norm for what had previously been office-based jobs across the world. This change in how we work created a challenging situation for system administrators (sysadmins), as they are the ones building and maintaining the digital infrastructure our world relies on. In this paper, we examine how system administration work changed early in the pandemic from sysadmins’ personal perspectives, through semi-structured interviews and thematic analysis. We find that sysadmins faced a two-sided crisis: While sysadmins’ own work environment changed, they also had to react to the new situation and facilitate stable options to work online for themselves and their colleagues, supporting their users in adapting to the crisis. This finding embeds into earlier work on the connection between IT (security) work and the notion of ‘care’, where we substantiate these earlier findings with results from a repeatable method grounded in coordination theory. Furthermore, while we find that sysadmins perceived no major changes in the way they work, by consecutively probing our interviewees, we find that they did experience several counter-intuitive effects on their work. This includes that while day-to-day communication became inherently more difficult, other tasks were streamlined by the remote working format and were seen as having become easier. Finally, by structuring our results according to a model of coordination and communication, we identify changes in sysadmins’ coordination patterns. From these we derive recommendations for how system administration work can be coordinated, ranging beyond the immediate pandemic response and the transition to any ‘new normal’ way of working.","Human Factors; system administration; Qualitative study; sysadmin; COVID-19; Interviews; system operations; sysops","en","journal article","","","","","","","","","","","Information and Communication Technology","","",""
"uuid:f6b97d2f-0c48-4748-b5d5-2ac49578729d","http://resolver.tudelft.nl/uuid:f6b97d2f-0c48-4748-b5d5-2ac49578729d","Improving the performance of civil engineering projects through the integrated design process","Keusters, A.C.A.M. (TU Delft Integral Design & Management); Bakker, H.L.M. (TU Delft Integral Design & Management); Houwing, E.J. (TU Delft Integral Design & Management)","","2022","Purpose: Civil engineering projects around the world have been underperforming for a long time. While the complexity of these projects will continue to increase, there is an urgent need to perform better. Although the integrated design process is critical for project success, the literature lacks studies describing the link to project performance. Therefore, this study aims to investigate the dominant variables that affect the integrated design process and consequently project performance. Design/methodology/approach: A multiple case study was conducted to determine the dominant variables that affect the integrated design process and project performance. The research included four projects. Semi-structured interviews were the main source of data. Findings: The cases indicated that the extent to which an integrated approach is achieved in the design process is essential for project performance. This applies to the integration of stakeholders’ interests as well as the integration of disciplines. Above all, it was concluded that the project team participants’ competencies for integration are a dominant factor for project performance, as the integrated design process has changed from a technical challenge to an integrative one. Originality/value: This study provides insights into the dominant variable of the integrated design process that affects project performance, which is underexposed in the literature. The study results reveal the importance of competencies related to integration and adoption of the design problem context, which are not yet included in civil engineering design methods. In this respect, empathy is introduced as a new and critical competence for the civil engineering industry, which needs further research.","Complexity; Design; Human factors engineering; Integrated design; Project performance","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2022-07-27","","","Integral Design & Management","","",""
"uuid:9acb592e-17ce-4807-aa88-d4816cabf327","http://resolver.tudelft.nl/uuid:9acb592e-17ce-4807-aa88-d4816cabf327","Natural and human-induced drivers of groundwater depletion in Wadi Zabid, Tihama coastal plain, Yemen","Al-Qubatee, Wahib (Wageningen University & Research; Sana'a University); Al Hasan, F. (TU Delft Water Resources); Ritzema, Henk (Wageningen University & Research); Nasher, Ghunaim (Hodeidah University, Hodeidah); Hellegers, Petra (Wageningen University & Research)","","2022","Groundwater depletion is a problem in many parts the world. We developed an approach to investigate the drivers of groundwater depletion in data-scarce regions. The approach combines natural and human-induced drivers, with the latter focusing on the link between human activities and government policies. We tested the approach in Wadi Zabid, Yemen. Forty years of rainfall-runoff data were analyzed, alongside changes in land cover, groundwater abstraction and related policies. No decrease in rainfall was observed, but runoff did decrease slightly. Significant expansion of agricultural lands led to increased demand for irrigation water, which was provided by drilling wells and building water harvesting/diversion structures. In Wadi Zabid, human activities, stimulated by policy measures, were the main drivers of groundwater depletion (water table here fell by 1 m/yr on average over 1972–2016). We conclude that combining natural and human-induced factors is indeed a valuable approach for investigating groundwater depletion drivers.","groundwater depletion; human factors driving groundwater depletion; rainfall-runoff; Wadi Zabid; water and agriculture policies","en","journal article","","","","","","","","","","","Water Resources","","",""
"uuid:402054c9-11ae-4cfb-98d1-44f8e698e3b7","http://resolver.tudelft.nl/uuid:402054c9-11ae-4cfb-98d1-44f8e698e3b7","Human machine interface design for continuous support of mode awareness during automated driving: An online simulation","Tinga, Angelica M. (SWOV Institute for Road Safety Research); Cleij, Diane (SWOV Institute for Road Safety Research); Jansen, Reinier J. (SWOV Institute for Road Safety Research); van der Kint, Sander (SWOV Institute for Road Safety Research); van Nes, C.N. (TU Delft Applied Ergonomics and Design; SWOV Institute for Road Safety Research)","","2022","In the transition towards higher levels of vehicle automation, one of the key concerns with regards to human factors is to avoid mode confusion, when drivers misinterpret the driving mode and therewith misjudge their own tasks and responsibility. To enhance mode awareness, a clear human centered Human Machine Interface (HMI) is essential. The HMI should support the driver tasks of both supervising the driving environment when needed and self-regulating their non-driving related activities (NDRAs). Such support may be provided by either presenting continuous information on automation reliability, from which the driver needs to infer what task is required, or by presenting continuous information on the currently required driving task and allowed NDRA directly. Additionally, it can be valuable to provide continuous information to support anticipation of upcoming changes in the automation mode and its associated reliability or required and allowed driver task(s). Information that could support anticipation includes the available time until a change in mode (i.e. time budget), information on the upcoming mode, and reasons for changing to the upcoming mode. The current work investigates the effects of communicating this potentially valuable information through HMI design. Participants received information from an HMI during simulated drives in a simulated car presented online (using Microsoft Teams) with an experimenter virtually accompanying and guiding each session. The HMI either communicated on automation reliability or on the driver task, and either included information supporting anticipation or did not include such information. Participants were thinking aloud during the simulated drives and reported on their experience and preferences afterwards. Anticipatory information supported understanding about upcoming changes without causing information overload or overreliance. Moreover, anticipatory information and information on automation reliability, and especially a combination of the two, best supported understandability and usability. Recommendations are provided for future work on facilitating supervision and NDRA self-regulation during automated driving through HMI design.","Automated driving; HMI; Human factors in vehicle automation; Mode awareness; NDRA; Think-aloud","en","journal article","","","","","","","","","","","Applied Ergonomics and Design","","",""
"uuid:039573c9-80bc-4137-ab24-2894339e3a41","http://resolver.tudelft.nl/uuid:039573c9-80bc-4137-ab24-2894339e3a41","Behavioral-Based Pedestrian Modeling Approach: Formulation, Sensitivity Analysis, and Calibration","Hamdar, Samer Hani (The George Washington University); Talebpour, Alireza (Texas A and M University); D’sa, Kyla (The George Washington University); Knoop, V.L. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Treiber, Martin (Technische Universität Dresden)","","2022","Pedestrians are among the travelers most vulnerable to collisions that are associated with high fatality and injury rates. The increasing rate of urbanization and mixed land-use construction make walking (along with other non-motorized travel) a predominant transportation mode with a wide variety of behaviors expected. Because of the inherent safety concerns seen in pedestrian transportation infrastructures, especially those with conflicting multimodal movements expected (crosswalks, transit platforms, etc.), it is important that pedestrian behavior is modeled as a risk-taking stochastic behavior that may lead to errors and thus collision formation. In previous work, the complexity and cost associated with building pedestrian models in a cognitive-based environment weighted down the construction of simulation tools that can capture pedestrian-involved collisions, including those seen in shared space environments. In this paper, a tool that will help evaluate the safety of pedestrian traffic is initiated: an extended modeling framework of pedestrian walking behavior is adopted while incorporating different physiological, physical, and decision-making elements. The focus is on operational decisions (i.e., path choices defined by longitudinal and lateral trajectories) with a pre-specified set of origins and destinations. The model relies on the prospect theory paradigm where pedestrians evaluate their acceleration and directional alternatives while considering the possibility of colliding with other ‘‘particles.’’ Using a genetic algorithm method, the new model is calibrated using detailed trajectory data. This model can be extended to model the interactions between a variety of different modes that are present in different mixed land-use environments.","analysis; bicycles; human factors; modeling and forecasting; pedestrians; safety; simulation","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2022-06-04","","","Transport and Planning","","",""
"uuid:1bf71b55-8ebe-402b-8cca-02c5533549da","http://resolver.tudelft.nl/uuid:1bf71b55-8ebe-402b-8cca-02c5533549da","What employees do today because of their experience yesterday: Previous exposure to yellow:number aspects as a cause for SPAD incidents","Burggraaf, J.M. (TU Delft Safety and Security Science; ProRail); Groeneweg, J. (TU Delft Safety and Security Science; Universiteit Leiden; TNO); Sillem, S. (TU Delft Values Technology and Innovation); van Gelder, P.H.A.J.M. (TU Delft Safety and Security Science)","","2022","When a train passes a red aspect, this is called a Signal Passed at Danger event or SPAD. Sometimes it is easy to identify the SPAD cause but in other cases it is unclear why the incident occurred, especially if the system operated as usual and the train driver was trained and experienced just like his or her colleagues. In previous research, train driver deceleration behaviour has been shown to be influenced by frequent exposure in the previous 14 days to less restrictive and visually similar signal aspects in the same location. Previous exposure can contribute to SPAD causation unless the initial insufficient deceleration is corrected in time. Six years of SPAD data and red aspect approaches in the Netherlands was used to test whether previous exposure to yellow:number aspects corresponds with a statistically significant increase in SPAD incidents if there is a small window for correction available to drivers. The permitted track speed and signal distance influence the size of this window. The results provide evidence for previous exposure as a cause for SPADs and details to identify locations with increased SPAD probability. Changes in infrastructure and timetable design or adding safety measures for these locations can prevent future SPADs.","Human factors; Incidental learning; Rail safety; Signal; SPAD; Train driver","en","journal article","","","","","","","","","","Values Technology and Innovation","Safety and Security Science","","",""
"uuid:4eb01f5e-e3a0-4685-a563-f4f1209f3230","http://resolver.tudelft.nl/uuid:4eb01f5e-e3a0-4685-a563-f4f1209f3230","Factors influencing road safety compliance among food delivery riders: An extension of the job demands-resources (JD-R) model","Quy Nguyen-Phuoc, Duy (The University of Da Nang); An Ngoc Nguyen, Nguyen (National Cheng Kung University); Nguyen Hoang Minh, M. (University of Transport and Communications); Ngoc Thi Nguyen, Ly (The University of Da Nang); Oviedo-Trespalacios, O. (TU Delft Safety and Security Science; Queensland University of Technology)","","2022","On-demand food delivery involves transport services based on gig-economy models. Food delivery services rely on motorcycles in many jurisdictions, resulting in safety risks. Motorcycles are generally-two-wheeled and therefore inherently unstable. They also lack rider restraint or roll cage to minimise the consequences of a collision. Given the risks of motorcycle food delivery, there is a need to understand how job design may influence safety behaviour on the roads and regulate this economic activity to minimise potential harmful health consequences on the riders. This study investigated the impact of job demands and resources on food delivery riders' compliance with road safety regulations. The job demands-resources (JD–R) model was used as the theoretical framework for this research. Data were collected using a cross-sectional design involving 550 motorcycle delivery riders in two megacities in Vietnam. A structural equation analysis indicated that job demands (e.g., time pressure, work/life imbalance, working environment) and job resources (e.g., social support, feedback) influence, directly and indirectly, job strain, risk-taking attitude, and road safety compliance. Control variables such as age, gender, and income also influenced road safety compliance. This study has critical implications for the food delivery industry that can help achieve sustainable development goals in the global south.","Ergonomics; Gig economy; Human factors; Job design; Job strain; Responsible risk management; Vulnerable road users","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-05-25","","","Safety and Security Science","","",""
"uuid:00ead10d-698e-4e79-8a32-d78847957daf","http://resolver.tudelft.nl/uuid:00ead10d-698e-4e79-8a32-d78847957daf","Innovating health care: Key characteristics of human-centered design","Melles, M. (TU Delft Applied Ergonomics and Design); Albayrak, A. (TU Delft Applied Ergonomics and Design); Goossens, R.H.M. (TU Delft Human-Centered Design; TU Delft Applied Ergonomics and Design)","","2021","Human-centered design is about understanding human needs and how design can respond to these needs. With its systemic humane approach and creativity, human-centered design can play an essential role in dealing with today's care challenges. 'Design' refers to both the process of designing and the outcome of that process, which includes physical products, services, procedures, strategies and policies. In this article, we address the three key characteristics of human-centered design, focusing on its implementation in health care: (1) developing an understanding of people and their needs; (2) engaging stakeholders from early on and throughout the design process; (3) adopting a systems approach by systematically addressing interactions between the micro-, meso- and macro-levels of sociotechnical care systems, and the transition from individual interests to collective interests.","Human factors; Patient journey; Sociotechnical systems approach; Stakeholder involvement; User needs; User-centered design","en","journal article","","","","","","","","","","Human-Centered Design","Applied Ergonomics and Design","","",""
"uuid:3a1eca29-7eef-401e-8f77-45003536eb70","http://resolver.tudelft.nl/uuid:3a1eca29-7eef-401e-8f77-45003536eb70","The effect of haptic feedback on operator control behaviour in telemanipulation","Wildenbeest, J.G.W. (TU Delft Human-Robot Interaction)","Abbink, D.A. (promotor); van der Helm, F.C.T. (promotor); Steinbuch, M (promotor); Delft University of Technology (degree granting institution)","2020","class=""MsoNormal"">Telemanipulation systems - in 1925 a vision to remotelytreat patients, today widely adopted in a variety of applications - allow humanoperators to perform tasks which otherwise could not be performed, due to, forexample, limitations with respect to distance (e.g., space), scale (e.g.,surgery or micro-assembly) or hostile environments (e.g., subsea, nuclear).Effectively, a telemanipulation system functions as an extension to the humanoperator’s motor apparatus, in which the mapping between motor commands andhuman hand is shifted to a mapping between motor commands and slave robot.Haptic feedback, both proprioceptive and tactile, is often essential for motorcontrol and motor learning (i.e., building the `mappings'), but may bedistorted or even lost when not appropriately re-engineered. There is, however, no consensus on how todesign haptic feedback to best enable humans to perform practicaltelemanipulated tasks, as no theory or integrated view for human-in-the-loopdesign and evaluation of haptic feedback is available. Empirically, we knowdesign guidelines `depend’ on aspects such as operator talent, training, thetype of task or application, quality of the visual feedback, or taskinstruction. As a result, the design and evaluation of a telemanipulationsystem is heuristic: for each case, the required quality of haptic feedback isdetermined by trial-and-error. This lacuna in design guidelines based onhuman-in-the-loop theory makes telemanipulation performance suboptimal, anddevelopment slow and costly. The aim ofthis thesis is to provide an integrated, human-centered view on the design andevaluation of haptic feedback, which can serve as a basis for generalizedhaptic feedback design. More specifically, this thesis is on the one handfocused on (i) assessment of haptic feedback design requirements for positionand rate control within a uniform evaluation framework, and on the other on(ii) the development of a fundamental understanding of the role of hapticfeedback on operator (neuromuscular) control mechanisms, and moreover, togeneralize experimental findings by adapting existing motor-control paradigmsand control-theoretic models. To do so, four key human-factor experiments wereperformed. The first experiment focused on the benefit of haptic feedback forposition controlled telemanipulation scenarios and the impact of taskinstruction and availability of visual feedback for several fundamentalsubtasks. In a second experiment the efficacy of four different haptic feedbackinterface designs for rate control was determined in a similar manner; bothstudies adopted a uniform evaluation framework, providing an integrated view onrequirements for the haptic feedback. Wefound that such a framework should incorporate at least a (abstract) tasktaxonomy, a baseline to compare against, task instruction, speed-accuracytrade-offs (i.e. what metrics to look at), performance-control efforttrade-offs, operator training, and a control on the quality of visual feedback.Furthermore, these studies showed that the best haptic feedback design toperform a given telemanipulation task predominantly depends on the requiredtask workspace and task accuracy, and the need to reflect back contacttransitions. Large workspaces are more easily (i.e. low workload) covered usingrate control, where accuracy for positions and forces is higher using positioncontrol. Also, as an increase in device (i.e. haptic feedback) quality does notalways correlate to an increase in task performance. This implies design ofhaptic feedback should be human-centered evaluation, both assessing the problemand validating the solution with the human in-the-loop. Experiments three andfour focused on the effects of haptic feedback on the human operator’s motorcontrol mechanisms when controlling a telemanipulation system in free-space. Instudy three, well-established cybernetic models were adopted to study trainedmovements, and the impact of slave dynamics and scaling of haptic feedback. Inthe final study, a reach-adaptation paradigm was used to study the role ofhaptic feedback when learning movements, and the impact of slave dynamics and bandwidthof the presented haptic feedback. Theselatter two experiments show that haptic feedback substantially affects anoperator’s underlying motor control mechanisms (i.e. feedback and feedforwardcontrol) when controlling a slave system. The effects were observed in bothinstantaneous improvements of task execution due to feedback of environmentalforces or device dynamics, as well as also task execution improvements overlonger periods of time due to improved internal models (i.e. learning); hapticfeedback enhances the process of building ‘mappings’ between human input and asystem’s response. This suggests that improved haptic feedback quality improveslearning rates (i.e. efficacy) and control responses (i.e. efficiency). Futurestudies should uncover the potential quantitative effects and time-scales atwhich these effects occur. Additionally,study three showed that the amplitude of haptic feedback can be scaled downwithout harming task performance: human operators are capable of adjustingtheir (neuromuscular) control parameters independently of the absolutemagnitude (i.e. gain) of the haptic feedback controller. However, when scaling,one should account for reasonable lower boundaries, that putatively may begiven by Just Noticeable Differences (JNDs) to keep cues distinguishable. Upperboundaries may be given by individual constraints on comfort. These findingswere confirmed by the second experiment. Studies three and four illustrate thatcomputational models and paradigms from the motor control literature can beadopted to provide generalizable descriptions of human operator behavior intelemanipulation. Here, we targeted free-space motions for systems like cranesand robot arms, and the tasks are representative for activities in domestic,nuclear or subsea environments. The cybernetic models enable for an exclusiveunderstanding of the underlying operator control mechanisms (i.e. feedback andfeedforward control) by looking in the frequency domain, as such complementingand enhancing the insights gained from the time-domain data. The reachadaptation paradigm enables to determine the extent to which haptic feedbackbandwidth affects motor learning and generalization for different slavedynamics. Moreover, these model-based approaches enable extrapolation offindings and to predict outcomes when task characteristics change, such thatinformed a priori design considerations of haptic feedback interfaces and, inthe future, haptic support systems can be made.","Telemanipulation; Haptic Feedback; Human Factors","en","doctoral thesis","","978-94-6384-133-7","","","","","","2020-06-08","","","Human-Robot Interaction","","",""
"uuid:872a3271-c38a-4495-a75e-650b3b9dad42","http://resolver.tudelft.nl/uuid:872a3271-c38a-4495-a75e-650b3b9dad42","The Persuasive Automobile: Design and Evaluation of a Persuasive Lane-Specific Advice Human Machine Interface","van Gent, P. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Nes, Nicole Van (SWOV Institute for Road Safety Research); van Arem, B. (TU Delft Transport and Planning)","","2020","Traffic congestion is a major societal challenge. By advising drivers on the optimal lane to drive, traffic flow can be improved, and congestion reduced. In this paper we describe the development of a lane-specific advice Human Machine Interface (HMI). Persuading drivers to follow an advice that is beneficial to the traffic situation, but may not be immediately beneficial to the drivers themselves, is challenging. In this paper we define persuasive elements to encourage drivers to follow the lane-specific advices. We then describe the interface design process, followed by its evaluation using a driving simulator study. In the simulator study, the effect of two types of persuasion are evaluated: a competitive variant where drivers could earn points and compete with others, and a cooperative variant where real-time information on the number of compliant drivers was available. Participants drove in the simulator on two days. Between days, the treatment groups viewed a Web-portal showing their performance and encouragement from an avatar. Those in the competitive and cooperative groups followed significantly more advices (117 and 111) than those in the control group (89). No significant differences were visible between competitive and cooperative groups. The differences between groups only emerged on the second day.","Driving simulator; human factors; human machine interface; intelligent vehicles; persuasive technology","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:94925e15-2ec2-466f-a708-79f382176845","http://resolver.tudelft.nl/uuid:94925e15-2ec2-466f-a708-79f382176845","A generic multi-level framework for microscopic traffic simulation with automated vehicles in mixed traffic","Calvert, S.C. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning); van Lint, J.W.C. (TU Delft Transport and Planning)","","2020","With an increasing number of automated vehicles (AV) appearing on roads and interacting with conventional traffic, there is a need for improved simulation approaches to replicate and forecast the resulting effects. Interactions between AVs and their drivers, and interaction with other human drivers involve new types of complex behavioural processes. There is an increasing necessity to explicitly incorporate these human factor processes in simulation, which cannot be properly accounted for with most current models. In this paper, we present an extended conceptual simulation framework based on human factors processes and applicable for automated driving that does this. The framework makes use of previously constructed constructs to include the effects of driver task demand, situation awareness and fundamental diagrams of task demand to extend to automated driving. This is especially considered for the case of transition of control (ToC), as an important aspect of vehicle-driver interaction. The framework is demonstrated in two experimental cases that consider different ToC situations and is found to be face valid within the applied assumptions. Challenges remain in regard to a lack of quantitative evidence from traffic psychology, automated vehicle dynamics & control and human-vehicle interaction. With increasing amounts of research on-going in these areas, the extended framework will act as a valuable approach to further study and quantify the effects of AVs in mixed traffic in the future.","Automated driving; Human factors; Traffic simulation; Vehicle automation","en","journal article","","","","","","","","2021-12-07","","","Transport and Planning","","",""
"uuid:abcfd885-6e5c-4625-bd2a-36fc5f8efb4f","http://resolver.tudelft.nl/uuid:abcfd885-6e5c-4625-bd2a-36fc5f8efb4f","Transport safety and human factors in the era of automation: What can transport modes learn from each other?","Papadimitriou, E. (TU Delft Safety and Security Science); Schneider, Chantal (Student TU Delft); Aguinaga Tello, Juan (Student TU Delft); Damen, Wouter (Student TU Delft); Lomba Vrouenraets, Max (Student TU Delft); ten Broeke, Annebel (Student TU Delft)","","2020","One of the main aims of introducing automation in transport is to improve safety by reducing or eliminating human errors; it is often argued however that this may induce new types of errors. There is different level of maturity with automation in different transport modes (road, aviation, maritime and rail), however no systematic research has been conducted on the lessons learned in different sectors, so that they can be exploited for the design of safer automated systems. The aim of this paper is to review the impact of key human factors on the safety of automated transport systems, with focus on relevant experiences from different transport sectors. A systematic literature review is carried out on the following topics: the level of trust in automation – in particular the impact of mis-aligned trust, i.e. mistrust vs overreliance, the resulting impact on operator situation awareness (SA), the implications for takeover control from machine to human, and the role of experience and training on using automated transport systems. The results revealed several areas where experiences from the aviation and road domain can be transferable to other sectors. Experiences from maritime and rail transport, although limited, tend to confirm the general patterns. Remarkably, in the road sector where higher levels of automation are only recently introduced, there are clearer and more quantitative approaches to human factors, while other sectors focus only on mental modes. Other sectors could use similar approaches to define their own context-specific metrics. The paper makes a synthesis of key messages on automation safety in different transport sectors, and presents an assessment of their transferability.","Aviation; Human factors; Maritime; Rail; Road; Safety; Transport automation","en","journal article","","","","","","","","","","","Safety and Security Science","","",""
"uuid:bf05ba55-17fc-4cef-9cd9-7937145ffbd5","http://resolver.tudelft.nl/uuid:bf05ba55-17fc-4cef-9cd9-7937145ffbd5","A sociotechnical systems approach toward tailored design for personal health information management","Werner, Nicole E. (University of Wisconsin-Madison); Tong, Michelle (Icahn School of Medicine at Mount Sinai); Nathan-Roberts, Dan (San José State University); Arnott Smith, Catherine (University of Wisconsin-Madison); Tredinnick, Ross (University of Wisconsin-Madison); Ponto, Kevin (University of Wisconsin-Madison); Melles, M. (TU Delft Applied Ergonomics and Design); Hoonakker, Peter (University of Wisconsin-Madison)","","2020","We used a sociotechnical systems approach-which conceptualizes a system of interacting people, technologies, and tasks, to identify individual differences in personal health information management (PHIM) that can inform the design of patient-friendly environments, tools, and technologies. We conducted a secondary thematic analysis of data collected as part of a parent project, vizHOME. The goal of vizHOME was to improve health and health outcomes through identifying key features in the environment that will inform the design of consumer health information technology HIT. We analyzed interview data collected from 20 individuals with diabetes. We found seven dimensions of PHIM: (1) level of privacy preferred for PHIM; (2) amount of engagement in PHIM; (3) extent of guidance preferred for PHIM; (4) level of documentation preferred for PHIM; (5) degree of physical distribution of PHIM; (6) amount of flexibility in PHIM routine; and (7) use of external cues to manage PHIM. Our results suggest that each dimension exists as a continuum, which are anchored from low to high. Exploring the interaction between PHIM and the sociotechnical system in which PHIM is performed revealed key dimensions of PHIM as well as individual differences in those PHIM dimensions. Identification of individual differences in PHIM can support the creation of human-centered design considerations for tailored environments, products, processes, and technologies that support PHIM. Future research will seek to validate PHIM dimensions in a larger population and develop a PHIM-typing measure to identify PHIM types toward tailoring processes, products, and to individual needs in context.","Personal Health Information Management; sociotechnical system; Human Factors/Ergonomics; Diabetes; human- centered design","en","journal article","","","","","","","","","","","Applied Ergonomics and Design","","",""
"uuid:30c802ac-a52e-4314-b387-50fb63388b0b","http://resolver.tudelft.nl/uuid:30c802ac-a52e-4314-b387-50fb63388b0b","Perspectives of patients and professionals on information and education after myocardial infarction with insight for mixed reality implementation: Cross-sectional interview study","Hilt, Alexander D. (Leiden University Medical Center); Kapllani, Kevin Mamaqi (Student TU Delft); Hierck, Beerend P. (Leiden University Medical Center); Kemp, Anne C. (Student TU Delft); Albayrak, A. (TU Delft Applied Ergonomics and Design); Melles, M. (TU Delft Applied Ergonomics and Design); Schalij, Martin J. (Leiden University Medical Center); Scherptong, R.W.C. (Leiden University Medical Center)","","2020","Background: Patient education is crucial in the secondary prevention of cardiovascular disease. Novel technologies such as augmented reality or mixed reality expand the possibilities for providing visual support in this process. Mixed reality creates interactive digital three-dimensional (3D) projections overlaying virtual objects on the real-world environment. While augmented reality only overlays objects, mixed reality not just overlays but anchors virtual objects to the real world. However, research on this technology in the patient domain is scarce. Objective: The aim of this study was to understand how patients perceive information provided after myocardial infarction and examine if mixed reality can be supportive in this process. Methods: In total, 12 patients that experienced myocardial infarction and 6 health care professionals were enrolled in the study. Clinical, demographic, and qualitative data were obtained through semistructured interviews, with a main focus on patient experiences within the hospital and the knowledge they gained about their disease. These data were then used to map a susceptible timeframe to identify how mixed reality can contribute to patient information and education. Results: Knowledge transfer after myocardial infarction was perceived by patients as too extensive, not personal, and inconsistent. Notably, knowledge on anatomy and medication was minimal and was not recognized as crucial by patients, whereas professionals stated the opposite. Patient journey analysis indicated the following four critical phases of knowledge transfer: at hospital discharge, at the first outpatient visit, during rehabilitation, and during all follow-up outpatient visits. Important patient goals were understanding the event in relation to daily life and its implications on resuming daily life. During follow-up, understanding physical limitations and coping with the condition and medication side effects in daily life emerged as the most important patient goals. The professionals' goals were to improve recovery, enhance medication adherence, and offer coping support. Conclusions: There is a remarkable difference between patients' and professionals' goals regarding information and education after myocardial infarction. Mixed reality may be a practical tool to unite perspectives of patients and professionals on the disease in a more even manner, and thus optimize knowledge transfer after myocardial infarction. Improving medication knowledge seems to be a feasible target for mixed reality. However, further research is needed to create durable methods for education on medication through mixed reality interventions.","Human factors; Mixed reality; Myocardial infarction; Patient education; Patient experience; PROM","en","review","","","","","","","","","","","Applied Ergonomics and Design","","",""
"uuid:17200412-df59-4104-a8fe-e6bbc9216d11","http://resolver.tudelft.nl/uuid:17200412-df59-4104-a8fe-e6bbc9216d11","Allocation of moral decision-making in human-agent teams: a pattern approach","van der Waa, J.S. (TU Delft Interactive Intelligence; TNO); van Diggelen, Jurriaan (TNO); Cavalcante Siebert, L. (TU Delft Interactive Intelligence); Neerincx, M.A. (TU Delft Interactive Intelligence; TNO); Jonker, C.M. (TU Delft Interactive Intelligence)","Harris, Don (editor); Li, Wen-Chin (editor)","2020","Artificially intelligent agents will deal with more morally sensitive situations as the field of AI progresses. Research efforts are made to regulate, design and build Artificial Moral Agents (AMAs) capable of making moral decisions. This research is highly multidisciplinary with each their own jargon and vision, and so far it is unclear whether a fully autonomous AMA can be achieved. To specify currently available solutions and structure an accessible discussion around them, we propose to apply Team Design Patterns (TDPs). The language of TDPs describe (visually, textually and formally) a dynamic allocation of tasks for moral decision making in a human-agent team context. A task decomposition is proposed on moral decision-making and AMA capabilities to help define such TDPs. Four TDPs are given as examples to illustrate the versatility of the approach. Two problem scenarios (surgical robots and drone surveillance) are used to illustrate these patterns. Finally, we discuss in detail the advantages and disadvantages of a TDP approach to moral decision making.","Dynamic task allocation; Human Factors; Human-Agent Teaming; Machine Ethics; Meaningful human control; Moral decision-making; Team Design Patterns","en","conference paper","SpringerOpen","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2021-01-01","","","Interactive Intelligence","","",""
"uuid:34cfdbae-a3ef-422d-9050-5cc2636ca82f","http://resolver.tudelft.nl/uuid:34cfdbae-a3ef-422d-9050-5cc2636ca82f","Where ergonomics meets geriatrics: The connection between comprehensive geriatric assessment and design for ageing","van der Cammen, T.J.M. (TU Delft Applied Ergonomics and Design; Erasmus MC); Wang, G. (TU Delft Applied Ergonomics and Design); Albayrak, A. (TU Delft Applied Ergonomics and Design)","","2019","","Ageing; Ergonomics; Human factors; Comprehensive geriatric assessment; Capability consideration; Technology","en","contribution to periodical","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2019-08-09","","","Applied Ergonomics and Design","","",""
"uuid:c8e9b17b-89ea-4faf-b55c-767c1ae070ef","http://resolver.tudelft.nl/uuid:c8e9b17b-89ea-4faf-b55c-767c1ae070ef","20th International Symposium on Aviation Psychology (ISAP 2019)","","Wright State University, Dayton, Ohio, USA (organizer); Air Force Research Laboratory, Wright-Patterson Air Force Base, USA (organizer); Delft University of Technology, Delft, The Netherlands (organizer); Tsang, P.S. (editor); Vidulich, M.A. (editor); van Paassen, M.M. (editor)","2019","The International Symposium on Aviation Psychology is convened for the purposes of: presenting the latest research on human performance problems and opportunities within aviation systems; envisioning design solutions that best utilize human capabilities for creating safe and efficient aviation systems; and bringing together scientists, research sponsors, and operators in an effort to bridge the gap between research and application. Although the symposium is aerospace oriented, we welcome anyone with basic or applied interests in any domain to the extent that generalizations from or to the aviation domain are relevant.","Training; Accident Investigation; Air Traffic Control; Automation; Aviation Psychology; Cognitive Systems Engineering; Decision Making; Display Design; Fatigue; General Aviation; Human Factors; Human-Automation Interaction; Human-Machine Teaming; Multisensory Interaction; Neuroergonomics; Pilot Training; Safety; Selection; Teams","","conference","Delft University of Technology | Wright State University","","","","","","","","","","","","",""
"uuid:55a87f3b-c138-4d99-ad65-8acfd55f984b","http://resolver.tudelft.nl/uuid:55a87f3b-c138-4d99-ad65-8acfd55f984b","A Conceptual Model for Persuasive In-Vehicle Technology to Influence Tactical Level Driver Behaviour","van Gent, P. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Nes, Nicole Van (SWOV Institute for Road Safety Research); van Arem, B. (TU Delft Transport and Planning)","","2019","Persuasive in-vehicle systems aim to intuitively influence the attitudes and/or behaviour of a driver (i.e. without forcing them). However, the challenge in using these systems in a driving setting, is to maximise the persuasive effect without infringing upon the driver's safety. This paper proposes a conceptual model for driver persuasion at the tactical level (i.e., driver manoeuvring level, such as lane-changing and car-following). The main focus of the conceptual model is to describe how to safely persuade a driver to change his or her behaviour, and how persuasive systems may affect driver behaviour. First, existing conceptual and theoretical models that describe behaviour are discussed, along with their applicability to the driving task. Next, we investigate the persuasive methods used with a focus on the traffic domain. Based on this we develop a conceptual model that incorporates behavioural theories and persuasive methods, and which describes how effective and safe driver persuasion functions. Finally, we apply the model to a case study of a lane-specific advice system that aims to reduce travel time delay and traffic congestion by advising some drivers to change lanes in order to achieve a better distribution of traffic over the motorway lanes.
In this paper we present the validation of a novel algorithm named HeartPy, useful for the analysis of heart rate data collected in noisy settings, such as when driving a car or when in a simulator. We benchmark the performance on two types of datasets and show that the developed algorithm performs well. Further research steps are discussed.","Heart rate analysis; Human factors; Open source; Physiological signals; Signal analysis","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2020-04-04","","","Transport and Planning","","",""
"uuid:4130a769-850f-4786-80c0-1a46cf7914c5","http://resolver.tudelft.nl/uuid:4130a769-850f-4786-80c0-1a46cf7914c5","Continuous auditory feedback on the status of adaptive cruise control, lane deviation, and time headway: An acceptable support for truck drivers?","Bazilinskyy, P. (TU Delft Human-Robot Interaction); Larsson, Pontus (Volvo Groups Trucks Technology; Ictech); Johansson, Emma (Volvo Groups Trucks Technology); de Winter, J.C.F. (TU Delft Human-Robot Interaction)","","2019","The number of trucks that are equipped with driver assistance systems is increasing. These driver assistance systems typically offer binary auditory warnings or notifications upon lane departure, close headway, or automation (de)activation. Such binary sounds may annoy the driver if presented frequently. Truck drivers are well accustomed to the sound of the engine and wind in the cabin. Based on the premise that continuous sounds are more natural than binary warnings, we propose continuous auditory feedback on the status of adaptive cruise control, lane offset, and headway, which blends with the engine and wind sounds that are already present in the cabin. An on-road study with 23 truck drivers was performed, where participants were presented with the additional sounds in isolation from each other and in combination. Results showed that the sounds were easy to understand and that the lane-offset sound was regarded as somewhat useful. Systems with feedback on the status of adaptive cruise control and headway were seen as not useful. Participants overall preferred a silent cabin and expressed displeasure with the idea of being presented with extra sounds on a continuous basis. Suggestions are provided for designing less intrusive continuous auditory feedback.","Sonification; Continuous feedback; Truck driving; Human factors; Driver acceptance","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2020-05-01","","","Human-Robot Interaction","","",""
"uuid:c5ebdbd4-2bc1-4d31-9a9d-a2d279b35fc0","http://resolver.tudelft.nl/uuid:c5ebdbd4-2bc1-4d31-9a9d-a2d279b35fc0","How cognitive biases influence the data verification of safety indicators: A case study in rail","Burggraaf, J.M. (TU Delft Safety and Security Science); Groeneweg, J. (TU Delft Safety and Security Science; Universiteit Leiden; TNO); Sillem, S. (TU Delft Values Technology and Innovation); van Gelder, P.H.A.J.M. (TU Delft Safety and Security Science)","","2019","The field of safety and incident prevention is becoming more and more data based. Data can help support decision making for a more productive and safer work environment, but only if the data can be, is and should be trusted. Especially with the advance of more data collection of varying quality, checking and judging the data is an increasingly complex task. Within such tasks, cognitive biases are likely to occur, causing analysists to overestimate the quality of the data and safety experts to base their decisions on data of insufficient quality. Cognitive biases describe generic error tendencies of persons, that arise because people tend to automatically rely on their fast information processing and decision making, rather than their slow, more effortful system. This article describes five biases that were identified in the verification of a safety indicator related to train driving. Suggestions are also given on how to formalize the verification process. If decision makers want correct conclusions, safety experts need good quality data. To make sure insufficient quality data is not used for decision making, a solid verification process needs to be put in place that matches the strengths and limits of human cognition.","Cognitive bias; Human factors; Incident prevention; OHS management; Safety data; Safety indicator; Verification","en","journal article","","","","","","","","","","Values Technology and Innovation","Safety and Security Science","","",""
"uuid:ac725cf7-1ac9-4416-abad-f38082fc7787","http://resolver.tudelft.nl/uuid:ac725cf7-1ac9-4416-abad-f38082fc7787","Alles anders in 1,6 seconden: Afleiding – Deel 2: de gevolgen van een afleiding","Guldenmund, F.W. (TU Delft Safety and Security Science)","","2019","Stel, u rijdt op een drukke snelweg en het is behoorlijk druk. De signaalborden geven voortdurend aangepaste snelheden aan. U houdt het verkeer om u heen goed in de gaten. In uw achteruitkijkspiegel ziet u een auto slingeren en links en rechts tegen andere auto’s aanbotsen. Een spectaculair gezicht; uw aandacht is nu volledig op uw spiegel gericht. Zonder dat u er erg in heeft, gaat u langzamer rijden en verschuift uw auto richting de linkerrijstrook. Het verkeer voor u begint alweer te remmen…","Distraction inattention human factors","nl","journal article","","","","","","","","","","","Safety and Security Science","","",""
"uuid:300bed77-5ef9-4aeb-8bea-d815c465e2a8","http://resolver.tudelft.nl/uuid:300bed77-5ef9-4aeb-8bea-d815c465e2a8","A generic multi-level framework for microscopic traffic simulation: Theory and an example case in modelling driver distraction","van Lint, J.W.C. (TU Delft Transport and Planning); Calvert, S.C. (TU Delft Transport and Planning)","","2018","Incorporation of more sophisticated human factors (HF) in mathematical models for driving behavior has become an increasingly popular and important research direction in the last few years. Such models enable us to simulate under which conditions perception errors and risk-taking lead to interactions that result in unsafe traffic conditions and ultimately accidents. In this paper, we present a generic multi-level microscopic traffic modelling and simulation framework that supports this important line of research. In this framework, the driving task is modeled in a multi-layered fashion. At the highest level, we have idealized (collision-free) models for car following and other driving tasks. These models typically contain HF parameters that exogenously “govern the human factor”, such as reaction time, sensitivities to stimuli, desired speed, etc. At the lowest level, we define HF variables (task demand and capacity, awareness) with which we maintain what the information processing costs are of performing driving tasks as well as non-driving related tasks such as distractions. We model these costs using so-called fundamental diagrams of task demand. In between, we define functions that govern the dynamics of the high-level HF parameters with these HF variables as inputs. When total task demand increases beyond task capacity, first awareness may deteriorate, where we use Endsley's three-level awareness construct to differentiate between effects on perception, comprehension, anticipation and reaction time. Secondly, drivers may adapt their response in line with Fullers risk allostasis theory to reduce risk to acceptable levels. This framework can be viewed as a meta model, that provides the analyst possibilities to combine and mix a wide variety of microscopic models for driving behavior at different levels of sophistication, depending on which HF are studied, and which phenomena need to be reproduced. We illustrate the framework with a distraction (rubbernecking) case. Our results show that the framework results in endogenous mechanisms for inter- and intra-driver differences in driving behavior and can generate multiple plausible HF mechanisms to explain the same observable traffic phenomena and congestion patterns that arise due to the distraction. We believe our framework can serve as a valuable tool in testing hypotheses related to the effects of HF on traffic efficiency and traffic safety in a systematic way for both the traffic flow and HF community.","Distraction; Human factors; Task-Capacity-Interface model; Traffic simulation framework; Workload","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:50600d87-4a1b-47d5-a26b-2b5ca645ad8b","http://resolver.tudelft.nl/uuid:50600d87-4a1b-47d5-a26b-2b5ca645ad8b","Co-operation and haptic assistance for tele-manipulated control over two asymmetric slaves","van Oosterhout, J. (TU Delft Human-Robot Interaction)","Abbink, D.A. (promotor); van der Helm, F.C.T. (promotor); de Baar, Marco (promotor); Delft University of Technology (degree granting institution)","2018","The success of future fusion power plants as a sustainable energy source greatly depends on their uptime. This uptime relies on the plant's maintenance, which must be performed via tele-manipulation. Tele-manipulated maintenance is challenging, as exemplified by strictly selected and highly trained operators who still require more time to work tele-manipulated, than they do for working hands-on. Many future maintenance tasks involve delicate components that require accurate placement with a dexterous tele-operated slave. Some components are very heavy and need simultaneous hoisting support from a crane, thereby confronting operators with two asymmetric subtasks that have an interactive nature. Literature indicates that having two asymmetric subtasks complicates task execution even more than the already challenging tele-manipulation with one slave system, presumably due to problems in the coordination of the subtasks. Such tele-manipulation with asymmetric slaves must be improved to ensure high plant uptime for future fusion plants. The standard industrial approach to coordinate the control of two asymmetric subtasks prescribes two co-operating operators. However, a single individual could perform the task as well with a bi-manual or hybrid uni-manual control interface. The impact of such differences in control interface design for asymmetric slaves is still a matter of scientific debate. Regardless, the tele-manipulated task will be challenging, and even highly trained operators might benefit from a system that supports them in the task. Although haptic assistance generally improves operator task performance, the main underlying assumption is the availability of perfect knowledge of the task and environment. Handling heavy loads causes manipulator links to deflect statically or dynamically due to their compliance, which cannot be measured or model in sufficient detail. This results in static or dynamic mismatch (inaccuracy) between the real and modelled world that will manifest in the haptic assistive cues, which could negatively affect operator control behaviour.
The goal of this thesis is to quantify the impact of interface design choices and haptic assistance to facilitate action coordination between the asymmetric subtasks. Specifically, the interface design choices for single and dual operators will be evaluated with and without haptic assistance, under realistic conditions that incorporate potential inaccuracies in the assistance arising from mismatches between the real and modelled world.
The conclusions are that the interface with two co-operating operator is favourable over the bi- and uni-manual single operator interface to coordinate two asymmetric subtasks that have an interactive nature. A novel haptic assistance system improves both co-operated and uni-manual task performance. Interestingly, the observed favour for the co-operated interface with respect to the uni-manual interface is not found when both are haptically assisted. Moreover, haptic assistance still provides benefits when the support cues become statically or dynamically inaccurate due to heavy load handling.
First, a novel system identification method was developed, which was necessary to identify human control dynamics in control tasks involving realistic reference signals. Second, the novel identification method was used to investigate three important aspects of feedforward through human-in-the-loop experiments which resulted in a control-theoretical model of feedforward in manual control. The central element of the feedforward model is the inverse of the vehicle dynamics, equal to the theoretically ideal feedforward dynamics. However, it was also found that the HC is not able to apply a feedforward response with these ideal dynamics, and that limitations in the perception, cognition, and action loop need to be modeled by additional model elements: a gain, a time delay, and a low-pass filter.
Overall, the thesis demonstrated that feedforward is indeed an essential part of human manual control behavior and should be accounted for in many human-machine applications.","System identification; Human Factors; Manual control; Feedforward; Feedback; Human-Machine Interaction; Vehicle design; Helicopter design; Aircraft design","en","doctoral thesis","","978-94-6186-728-5","","","","","","","","","Control & Simulation","","",""
"uuid:195f8765-39a2-40b3-b976-aa877d4a945a","http://resolver.tudelft.nl/uuid:195f8765-39a2-40b3-b976-aa877d4a945a","Is the force with you? On the accuracy of human force perception","Onneweer, B.","Van der Helm, F.C.T. (promotor); Schouten, A.C. (promotor); Mugge, W. (promotor)","2016","Haptic technology is more and more widely used to improve human interaction with devices, for example in touch screens of smartphones that vibrate when touched. Another application is haptic-tele-manipulation where a human controls a slave manipulator (e.g. a surgical-robot) by using a master device (e.g. a joystick). In haptic-tele-manipulation, forces measured at the slave manipulator are fed back to the human operator is order to improve task performance. Currently, human force perception is neglected in haptic system design, implicitly assuming perfect force perception, requiring high performance of the master and slave devices. The goal of this thesis is to identify key factors that influence isometric (static) force perception, and to develop metrics and computational models that quantify and predict this influence. To reach this goal, isometric force reproduction experiments were performed in which subjects were asked to actively generate the target and reproduction force using the same hand. In this thesis, we analyzed the influences of different factors using the same experimental protocol. Subjects were asked to perform series of two interchanging trials: matching an onscreen force in magnitude and direction (target trial), and subsequently reproducing the same force vector without visual feedback (reproduction trial). The difference in forces exerted during the target and reproduction trial is called the force reproduction error. In chapter two, we analyzed the effect of force magnitude on the force reproduction error and position reproduction error in one degree of freedom (DOF). Subjects performed force reproduction tasks at different force levels (10N – 160N, with 30N increments), against a fixed handle, and performed a position reproduction task against a haptic manipulator, which applied constant opposing forces. Subjects reproduced too high forces for low force levels (<40N) and too low forces for high force levels (>130N). No effect of force level on the position reproduction error was found. If the force reproduction error is exclusively caused by the reafference feedback (by the CNS predicted sensory feedback caused by self-generated forces), the force reproduction error should disappear when both target and reproduction force are self-generated. The results of this study show an effect of force level on the force reproduction error, indicating that reafference feedback is not the sole factor in force reproduction tasks. In chapter three, we analyzed the effect of force direction and arm-posture on the force reproduction error in the horizontal plane. The force reproduction protocol was performed in eight force directions and in four arm postures at a force level of 10N. Results showed that the force reproduction error depends on force direction. The orientation of the ellipses fitted through the reproduction forces changed with arm posture and the least accurate direction aligned with the shoulder in all postures. For each of the four arm postures, a joint torque scaling model based on arm biomechanics was fitted to the other three postures and was shown to accurately explain the reproduction ellipse. This chapter shows that force reproduction depends on force direction and arm posture, which corresponds with our model based on arm biomechanics and suggests that the force reproduction errors at the endpoint originate at the joint torque level. Chapter four assesses the effect of force magnitude on the force reproduction error in the horizontal plane. Three groups of subjects performed the force reproduction protocol in eight force directions and in two arm postures at three force levels (group1: 10N, group2: 40N and group3: 70N). Results show that the orientation of the reproduction ellipses changes with arm posture but not with force level, indicating that the arm biomechanics (i.e. arm orientation) affect the directional and force effects. Additionally, the results show that force level affects the force reproduction error differently depending on the force direction, i.e. increased force magnitude increases the errors in the direction of the shoulder and decreases the errors in the perpendicular direction. To incorporate the force level dependency of the force reproduction error, a novel joint-torque-dependent joint-torque-scaling model is developed, which allows us to accurately predict the force reproduction errors in the horizontal plane between 10N and 70N. In chapter five, we present an experimental study to examine whether the systematic errors result from an incorrect representation of forces or incorrect execution of correctly represented forces. In this experiment we asked the subjects to reproduce the same magnitude of force (5N or 15N) in either the same direction (reference trial) or in a 90?-counter-clockwise-rotated direction (CCW trial). We hypothesize that if the force reproduction errors arose through an execution error, subjects would obtain the correct representation of target force but reproduce this incorrectly in the CCW trials, resulting in an identically oriented reproduction ellipse as in the reference trials. However, if these systematic errors arose through an incorrect representation, then we hypothesize that subjects would produce a 90?-rotated ellipse relative to the reference trials. The absence of any rotation in our results demonstrates that the forces were represented correctly, and the systematic errors arise as execution errors during reproduction. Moreover, the results suggest that the sensorimotor system does not attempt to match the sensory percept or the motor commands, but instead develops an internal representation of the forces. In chapter six the main results of the thesis are discussed, where we present three overall conclusions: 1) Human force perception comprises systematic errors; 2) Systematic errors in force perception originate at joint level and are predictable; 3) The systematic errors in force perception are execution errors. Based on these overall conclusions we provide two guidelines for haptic system design (H) and two guidelines for neuroscience (N): H1) Take the accuracy of human force perception into account to make haptic devices more affordable; H2) Compensate for the systematic errors in human force perception; N1) The errors for different modalities originate in different reference frames; N2) The central nervous system does not simply compare sensory information or motor commands to control the body. The work described in this thesis provides novel insight in the accuracy of human force perception, presents a model that can accurately predict the force reproduction error, and provides the first steps in determining where the errors originate.","Human force perception; Human factors; Haptic human machine interaction","en","doctoral thesis","","","","","","","","","Mechanical, Maritime and Materials Engineering","Biomechanical Engineering","","","",""
"uuid:a8a7bfb1-f3ab-413c-aef6-3e14875d0075","http://resolver.tudelft.nl/uuid:a8a7bfb1-f3ab-413c-aef6-3e14875d0075","The effects of driving with different levels of unreliable automation on self-reported workload and secondary task performance","de Winter, J.C.F. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics); Stanton, NA (University of Southampton); Price, J.S. (University of Southampton); Mistry, H. (University of Southampton)","","2016","Until automated cars function perfectly, drivers will have to take over control when automation fails or reaches its functional limits. Two simulator experiments (N = 24 and 27) were conducted, each testing four automation levels ranging from manual control (MC) to highly automated driving. In both experiments, participants about once every 3 min experienced an event that required intervention. Participants performed a secondary divided attention task while driving. Automation generally resulted in improved secondary task performance and reduced self-reported physical demand and effort as compared to MC. However, automated speed control was experienced as more frustrating than MC. Participants responded quickly to the events when the stimulus was salient (i.e., stop sign, crossing pedestrian, and braking lead car), but often failed to react to an automation failure when their vehicle was driving slowly. In conclusion, driving with imperfect automation can be frustrating, even though mental and physical demands are reduced.","workload; automated driving; secondary task; level of automation; critical events; ACC; adaptive cruise control; automated steering; human factors","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2016-11-25","","","OLD Intelligent Vehicles & Cognitive Robotics","","",""
"uuid:943eecac-6d5a-47ef-b5dd-43e4f0fd058a","http://resolver.tudelft.nl/uuid:943eecac-6d5a-47ef-b5dd-43e4f0fd058a","Human factors of transitions in automated driving: A general framework and literature survey","Lu, Z. (TU Delft Biomechatronics & Human-Machine Control); Happee, R. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics); Cabrall, C.D.D. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics); Kyriakidis, M. (TU Delft Biomechatronics & Human-Machine Control; ETH Zürich); de Winter, J.C.F. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics)","","2016","The topic of transitions in automated driving is becoming important now that cars are automated to ever greater extents. This paper proposes a theoretical framework to support and align human factors research on transitions in automated driving. Driving states are defined based on the allocation of primary driving tasks (i.e., lateral control, longitudinal control, and monitoring) between the driver and the automation. A transition in automated driving is defined as the process during which the human-automation system changes from one driving state to another, with transitions of monitoring activity and transitions of control being among the possibilities. Based on ‘Is the transition required?’, ‘Who initiates the transition?’, and ‘Who is in control after the transition?’, we define six types of control transitions between the driver and automation: (1) Optional Driver-Initiated Driver-in-Control, (2) Mandatory Driver-Initiated Driver-in-Control, (3) Optional Driver-Initiated Automation-in-Control, (4) Mandatory Driver-Initiated Automation-in-Control, (5) Automation-Initiated Driver-in-Control, and (6) Automation-Initiated Automation-in-Control. Use cases per transition type are introduced. Finally, we interpret previous experimental studies on transitions using our framework and identify areas for future research. We conclude that our framework of driving states and transitions is an important complement to the levels of automation proposed by transportation agencies, because it describes what the driver and automation are doing, rather than should be doing, at a moment of time.","Human factors; Automated driving; Transitions; Transition classification","en","journal article","","","","","","","","2018-11-30","","","Biomechatronics & Human-Machine Control","","",""
"uuid:180b7106-0dec-4ec8-bebf-9ea34ab156df","http://resolver.tudelft.nl/uuid:180b7106-0dec-4ec8-bebf-9ea34ab156df","Automating Contextualized Maintenance Documentation","Koornneef, H. (TU Delft Air Transport & Operations); Verhagen, W.J.C. (TU Delft Air Transport & Operations); Curran, R. (TU Delft Air Transport & Operations)","Borsato, M. (editor); Wognum, N. (editor); Peruzzini, M. (editor); Stjepandić, J. (editor); Verhagen, W.J.C. (editor)","2016","Currently, task support information in aircraft maintenance is mostly provided using paper-based solutions, which are burdensome, slow and prone to error. Aircraft maintenance documentation contains vast amounts of information irrelevant for the task at hand and even for the simplest tasks multiple documents need to be consulted. Next to these issues with the documentation itself, Aircraft Maintenance Technicians (AMTs) have very limited on-site access to support information. These factors lead to 15–20% of hands-on-aircraft time being wasted on acquiring the right information or not using maintenance documentation for task support at all, risking maintenance error. This paper describes the development of a system for a first level of contextualization of maintenance documentation to simplify the retrieval of task support information. Combining a tailor-made ontology with a relational database system for Ontology-Based Data Access (OBDA), maintenance documents relevant to a specific aircraft registration mark can be identified. The system contributes to the research field of knowledge management by using OBDA for selecting relevant maintenance documents stored in a regular file folder. Future work will focus on increasing the level of contextualization, development of a mobile tool for on-site access and prototype verification and validation in an operational environment.","Aircraft maintenance; maintenance efficiency; contextualized documentation; ontology-based data access; human factors; mobile tools","en","book chapter","IOS Press","","","","","","","","","","Air Transport & Operations","","",""
"uuid:314c4cd3-6eb4-4a23-9ffd-e4a27d45ac9e","http://resolver.tudelft.nl/uuid:314c4cd3-6eb4-4a23-9ffd-e4a27d45ac9e","Object-alignment performance in a head-mounted display versus a monitor","Bazilinskyy, P. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics); Kovacsova, N. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics); Al Jawahiri, Amir; Kapel, Pieter; Mulckhuyse, Joppe; Wagenaar, Sjors; de Winter, J.C.F. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics)","","2016","","Depth perception; Ergonomics; Human factors; Human-machine interaction; Oculus Rift; User-centered design","en","conference paper","IEEE","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2017-08-09","","","OLD Intelligent Vehicles & Cognitive Robotics","","",""
"uuid:4abbc97e-d488-487e-92d1-dfe46098a1c0","http://resolver.tudelft.nl/uuid:4abbc97e-d488-487e-92d1-dfe46098a1c0","A conceptual model to explain, predict, and improve user acceptance of driverless 4P vehicles","Nordhoff, S. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning); Happee, R. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics)","","2016","This paper represents a synthesis of existing empirical acceptance studies on automated driving and scientific literature on technology acceptance. The objective of this paper is to study user acceptance of driverless vehicles that fall into SAE level 4, as they operate within the constraints of dedicated infrastructure. The review indicates that previous acceptance studies on automated driving are skewed towards car users, creating a need for targeted acceptance studies, including users of public transport. For obvious reasons previous studies targeted respondents who had not experienced driverless vehicles. As driverless vehicle are currently being demonstrated in pilot projects, we can now start to investigate their acceptance by users inside and outside of such vehicles. Addressing the multidimensional nature of acceptance, we develop a conceptual model that integrates a holistic and comprehensive set of variables to explain, predict and improve user acceptance of driverless vehicles. It links two dominant models from the technology acceptance management literature, the Unified Theory of Acceptance and Technology Use (UTAUT) and the Pleasure-Arousal-Dominance-Framework (PAD), with a number of external variables that are divided into system-specific, user and contextual characteristics.","acceptance; driverless vehicles; human factors; full automation; real scenarios; test rides","en","conference paper","Transportation Research Board (TRB)","","","","","Accepted Author Manuscript","","","","Transport and Planning","Transport and Planning","","",""
"uuid:f43b6a7b-77c8-493c-ba3d-6137d8e6d587","http://resolver.tudelft.nl/uuid:f43b6a7b-77c8-493c-ba3d-6137d8e6d587","Effects of preview time on human control behavior in rate tracking tasks","van der El, K.; Barendswaard, S. (TU Delft Biomechatronics & Human-Machine Control); Pool, D.M. (TU Delft Control & Simulation); Mulder, Max (TU Delft Control & Operations)","Sawaragi, T (editor)","2016","In many practical control tasks, human controllers (HC) can preview the trajectory they must follow in the near future. This paper investigates the effects of the length of previewed target trajectory, or preview time, on HC behavior in rate tracking tasks. To do so, a human-in-the-loop experiment was performed, consisting of a combined target-tracking and disturbance-rejection task. Between conditions the preview time was varied between 0, 0.1, 0.25 0.5 0.75 or 1 s, capturing the complete human control-behavioral adaptation from zero- to full-preview tasks, where the performance remains constant. The measurements were analyzed by fitting a HC model for preview tracking tasks to the data. Results show that optimal performance is attained when the displayed preview time is higher than 0.5 s. When the preview time increases, subjects exhibit more phase lead in their target response dynamics. They respond to a single point on the target ahead when the preview time is below 0.5 s and generally to two different points when more preview is displayed. As the model tightly fits to the measurement data, its validity is extended to different preview times","Target Tracking; manual control; Preview; Parameter Estimation; Human Factors","en","conference paper","Elsevier","","","","","","","","","Control & Operations","Control & Simulation","","",""
"uuid:930153ea-02f7-4e3f-820c-486aea1ce9f8","http://resolver.tudelft.nl/uuid:930153ea-02f7-4e3f-820c-486aea1ce9f8","Workload assessment for mental arithmetic tasks using the task-evoked pupillary response","Marquart, G.; de Winter, J.C.F. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics)","","2015","Pupillometry is a promising method for assessing mental workload and could
be helpful in the optimization of systems that involve human–computer
interaction. The present study focuses on replicating the studies by Ahern
(1978) and Klingner (2010), which found that for three levels of difficulty
of mental multiplications, the more difficult multiplications yielded larger
dilations of the pupil. Using a remote eye tracker, our research expands upon
these two previous studies by statistically testing for each 1.5 s interval of the
calculation period (1) the mean absolute pupil diameter (MPD), (2) the mean
pupil diameter change (MPDC) with respect to the pupil diameter during the
pre-stimulus accommodation period, and (3) the mean pupil diameter change rate
(MPDCR). An additional novelty of our research is that we compared the pupil
diameter measures with a self-report measure of workload, the NASA Task Load
Index (NASA-TLX), and with the mean blink rate (MBR). The results showed that
the findings of Ahern and Klingner were replicated, and that the MPD and MPDC
discriminated just as well between the lowest and highest difficulty levels as did
the NASA-TLX. The MBR, on the other hand, did not differentiate between the
difficulty levels. Moderate to strong correlations were found between the MPDC
and the proportion of incorrect responses, indicating that the MPDC was higher for
participants with a poorer performance. For practical applications, validity could be
improved by combining pupillometry with other physiological techniques.","Pupillometry; Human factors; Pupil diameter; Cognitive load; OA-Fund TU Delft","en","journal article","","","","","","","","","","","OLD Intelligent Vehicles & Cognitive Robotics","","",""
"uuid:1ef79a77-c274-4ec0-a3e3-32a2d84f892f","http://resolver.tudelft.nl/uuid:1ef79a77-c274-4ec0-a3e3-32a2d84f892f","Human Factors of Automated Driving: Predicting the Effects of Authority Transitions on Traffic Flow Efficiency","Varotto, S.F.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2014","Automated driving potentially has a significant impact on traffic flow efficiency. Automated vehicles, which possess cooperative capabilities, are expected to reduce congestion levels for instance by increasing road capacity, by anticipating traffic conditions further downstream and also by accelerating the clearance of congestion. However, the effects of automation on traffic flow efficiency may be considerably influenced by human factors such as user acceptance and behavioural adaptations of drivers. Under certain traffic situations, drivers could prefer to disengage the automated system and transfer to a lower level of automation or are forced to switch off by the system (e.g. in case of sensor failure). These transitions between different levels of automation are called authority transitions and can significantly affect the longitudinal and lateral dynamics of vehicles. Microscopic simulation software packages can be used to ex ante evaluate the impact of automated vehicles on traffic flow efficiency. Currently, mathematical models describing car-following and lane changing behaviour are not able to adequately describe and predict authority transitions. In order to develop an adequate model of driving behaviour for automated vehicles including these authority transitions, an empirically underpinned theoretical framework is needed where human factors are accounted for. In the proposed research, we aim at developing this theoretical framework, which serves as the basis for the prediction of effects of automated driving on traffic flow efficiency. In order to determine the real-life effect of automation on traffic flow efficiency, firstly, empirical data from Field Operational Test and driving simulation experiments will be collected and analysed. Secondly, microscopic traffic flows models incorporating human factors will be developed: within this framework, authority transitions will be investigated taking into account intra- and inter-driver heterogeneity. Thirdly, the effects of different penetration rates of automated vehicles and different levels of automation on traffic flow efficiency will be investigated.","automation; authority transitions; human factors; microscopic modelling; traffic flow efficiency","en","conference paper","TRAIL","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:46144b26-31ee-4b55-a779-bdf0334de1aa","http://resolver.tudelft.nl/uuid:46144b26-31ee-4b55-a779-bdf0334de1aa","Human factors of automated driving: Towards predicting the effects of authority transitions on traffic flow efficiency","Varotto, S.F.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2014","","automation; authority transitions; human factors; microscopic modelling; traffic flow; efficiency","en","conference paper","Delft University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:8d5017da-18e1-482c-a250-dcca8d90a443","http://resolver.tudelft.nl/uuid:8d5017da-18e1-482c-a250-dcca8d90a443","Ecological Approach to Pilot Situation Awareness","Van Dam, S.B.J.","Mulder, M. (promotor); Van Paassen, M.M. (promotor)","2014","Future air traffic concepts foresee that in unmanaged airspace, to reduce workload of air traffic controllers and the resulting constraints on capacity, the separation task will be delegated to the flight deck. Technology-driven pilot self-separation support systems have been developed that present explicit automated solutions to deal with conflicts. These systems do not offer a transparent window on the reasoning of the automation, making it difficult for pilots to judge the validity of the proposed automated solution, or come up with safe ‘good-enough’ alternatives. This thesis engaged to solve the fundamental problem of determining ‘what information’, and ‘what visual form’ would best promote pilot situation awareness (SA), to safely and effectively deal with traffic. Several prototypes for an airborne trajectory planning tool were designed and evaluated. A formative constraint-based design approach was adopted, Ecological Interface Design (EID), to create an ‘ecological’ airborne separation assistance system. The ecological approach gives priority to the worker’s environment, or ‘ecology’, focusing on how the environment imposes constraints on the worker. EID is hypothesized to improve operator SA and overall system safety when compared to normative, task-oriented, user-centered design approaches, especially in situations that were unanticipated by designers. From this thesis we conclude the following. First of all, this work has clearly shown that an ecological display, providing pilots a profound layer of information without any help of automation in terms of explicit advices, can be as safe and as effective as traditional displays that mainly present explicit automated advisories. Second, the design of ecological interfaces in domains where the abstract functions are less obvious, like the self-separation problem studied here, benefits from an incremental, evolutionary approach. Indeed, EID is not a recipe. Third, from the comparison with the more traditional design it became clear that although reducing the solution space dimension can have benefits in terms of reducing cognitive load, in the end it may lead to more cognitive load for operators to build a correct and complete mental model of the situation. Fourth, and related, although an appropriate ecologically-inspired interface can alleviate a pilot’s dependency on an explicit compelling advisory, adding dimensionality to the pilot control actions (e.g., involving more and more constraints) may render the ecological display to become too complex to be used without some sort of automated advisories. The ecological overlays developed here could be the ‘missing link’ to design a Joint Cognitive System (JCS). That is, the ecological overlays may be used to close the gap in the awareness of situations shared between automation and pilot, enabling pilots to better judge the fidelity of the proposed solution and, in case the automation fails, to come up with good-enough alternative resolutions. That is, traditional task-oriented displays and the ecological displays do not exclude each other’s use in one system. On the contrary, whereas task-oriented support may lower cognitive workload in simple standard situations through the availability of easy-to-use, automated instructions, the ecological decision support overlays show the ‘total situation’ to help the operator to become an expert and able to deal with unanticipated events. Key in this JCS design effort is to use automation as a tool to lower cognitive effort and improve decision making in such a way that it does not destroy the benefits of ecological properties of the design.","Aviation Safety; Ecological Interface Design; Automation; Separation Assistance; Human Factors; Situation Awareness; Cockpit Display; Conflict Situation; Human-Machine Interaction; Cognitive Systems Engineering; Constraint-based visualisation; Spatio-temporal; Trajectory Planning; Meaningful Physics","en","doctoral thesis","Delft University of Technology","","","","","","","","Aerospace Engineering","Control & Operations","","","",""
"uuid:69cd815f-a8bd-4602-bb37-57109a880495","http://resolver.tudelft.nl/uuid:69cd815f-a8bd-4602-bb37-57109a880495","Continuous Descent Operations using Energy Principles","De Jong, P.M.A.","Mulder, M. (promotor)","2014","During today’s aircraft descents, Air Traf?c Control (ATC) commands aircraft to descend to specific altitudes and directions to maintain separation and spacing from other aircraft. When the aircraft is instructed to maintain an intermediate descent altitude, it requires engine thrust to maintain speed, leading to increased fuel burn and noise being produced. By eliminating these level ?ight segments, fuel consumption, noise and gaseous emissions can be reduced as aircraft can perform the descent at an engine-idle thrust setting. The aircraft will then ?y a continuous descent, or Continuous Descent Operations (CDO), which at the same time raises the altitude pro?le, reducing the experienced noise levels at ground level. Today, CDO’s are operationally in use at various major airports, such as Amsterdam Airport Schiphol and London Heathrow. Due to dif?culties in predicting aircraft trajectories and time of arrival when performing CDOs, ATC needs to add additional spacing buffers to assure proper spacing between aircraft. As a result, airport capacity is reduced, limiting the use of CDOs to hours of low capacity demand. Researchers investigated various concepts in an aim to improve the predictability of CDOs to maintain airport capacity during CDOs. However, many of these concepts require additional thrust to correct for deviations. Therefore, this research developed a new CDO concept, named Time and Energy Managed Operations (TEMO), that allows an aircraft to perform accurate 4D engine-idle descents using energy principles. TEMO uses the principles of energy to correct deviations (replanning) without the need for additional thrust and simultaneously adhering to time constraints for spacing and sequencing. The concept uses an optimization algorithm to minimize thrust and speedbrake use and to calculate accurate trajectories. The algorithm uses energy management by exchanging kinetic and potential energy by controlling the elevator to correct deviations. Sustained deviations are corrected for through either strategic replanning, when deviations exceed a prede?ned boundary, or using tactical replanning, which instantaneously corrects deviations. To improve ?ight accuracy and maintain acceptable workload levels, a TEMO descent is ?own using the autopilot and auto-thrust systems. However, selection of ?aps and gear, and commanding the autopilot are examples of actions that are still performed by the pilot. The TEMO concept should be validated for different conditions to verify whether CDOs can be ?own using energy management and whether the concept can cope with various disturbances. A study should verify whether environmental impact is reduced while the various replanning methods should be compared. Various errors could be arti?cially introduced to evaluate to what extent energy management alone can correct errors and in what scenarios thrust or speedbrakes are required. Moreover, the role of the human pilot in the TEMO concept should be evaluated. The human pilot introduces additional uncertainties that affect the ?own descent. Another uncertainty during descent is wind and affects the trajectory accuracy greatly. Hence, can we improve wind estimation to enhance trajectory prediction? This thesis addresses these topics and questions. A ?rst experiment involved a fast-time batch simulation performed in MATLAB and aimed at identifying TEMO’s environmental bene?ts and ability to correct deviations and errors using strategic replanning. Deviations result from modeling errors in the Trajectory Predictor (TP) and algorithm to simplify trajectory prediction. A comparison of baseline scenarios between TEMO descents and current step-down descents showed that TEMO reduces the 65 dB and 75 dB Sound Exposure Level (SEL) contour areas by 20% and 13%, respectively. Moreover, a reduction in fuel used was achieved between 11% and 20% for the descent. When considering fuel use per ?ight time, the reduction is slightly reduced to values between 9% and 16%. Gaseous emissions were effectively reduced by approximately 33–47%. The comparison also showed that without additional errors, no replanning was required to correct deviations that result from modeling errors. Next, descents were simulated with introduced time, energy and wind estimation errors to evaluate how strategic replanning corrects such errors during descent. Without using additional thrust, a time error window of 8–16 seconds was achieved using energy management only. The actual dimensions of this time window depends on the wind estimation error. By allowing TEMO to command minimized amounts of thrust and speedbrakes, the algorithm was able to calculate a new trajectory that allowed the aircraft to arrive 30 seconds earlier and later than originally planned. In some extreme scenarios, the time deviation at the Initial Approach Fix (IAF) exceeded the 5 seconds required accuracy prescribed by the Required Time Performance (RTP). These larger time deviations primarily result from wind estimation errors that negatively affect time and energy performance. This continuous wind error resulted in multiple trajectory recalculations to correct for time and energy deviations. This experiment also compared results of descents ?own using strategic replanning with descents ?own using hybrid replanning under wind conditions. This hybrid replanning method used a 4D-speed controller to continuously (tactically) correct for time deviations and used a strategic replan before Terminal Maneuvering Area (TMA) entry to correct for energy deviations. The results showed that the 4D-controller effectively minimizes time deviations at the IAF with minimum cost to fuel use and noise contours, even when a wind estimation error is present. Hence, the tactical controller is ef?cient at correcting deviations resulting from a continuous disturbance. However, hybrid replanning showed larger energy deviations at localizer intercept which were not corrected using a replan but corrected upon glideslope intercept by the autopilot. Therefore, hybrid replanning should use stricter energy boundaries to reduce energy (and altitude) deviations when the aircraft approaches the localizer. The fast-time simulations on TEMO performance included a zero-delay pilot response model that executed pilot tasks, such as con?guration changes, perfectly. Hence, the question remained how variations in pilot response to manual actions affect TEMO performance. This question was addressed in a real-time experiment with pilots in the loop. This experiment also evaluated what information support pilots best to perform accurate TEMO descents and minimize variations in pilot response. Three Human-Machine Interface (HMI)’s were developed that provide support information during TEMO descents and differed in level of information displayed. Pilots preferred the HMI variant that included a timer to support accurate selection of ?aps and gear, and responded that workload was acceptable. This con?guration timer, however, did not signi?cantly reduce time deviations at the runway threshold but reduced the variance in delay of setting con?gurations. For comparison the pilot ?own scenarios were also ?own using a zero-delay pilot response model to investigate investigation of the effects of variations in pilot response on environmental impact and TEMO performance. A comparison of these simulations showed that human response had little effect on noise contour levels and Nitrogen Oxide emissions of a TEMO descent, while the difference in time deviation with respect to the automated runs was small. Consequently, pilots were suf?ciently informed to perform their actions. The comparison also indicated that without delays in performing pilot actions, the aircraft did not arrive exactly on time either. This resulted from simpli?cations in modeling of aircraft dynamics in the TEMO algorithm and TP and guidance errors while following the prescribed speed-pro?le. In general, the aircraft arrived early and close to the early boundary of the RTP at the runway threshold for pilot ?own scenarios. This raises the question whether an RTP of 2 seconds is achievable in real life. The guidance and planning functions should be improved to reduce this offset to be able to obtain similar time accuracies in less favorable wind conditions. The analysis of all results showed that the energy deviation at the moment of intercepting the glideslope signi?cantly in?uences the time of arrival for the automated runs, while for the human runs this effect was slightly smaller. This implies that to arrive exactly on time at the runway threshold, the energy deviation at glideslope intercept should be reduced and corrections during glideslope descent should be made possible. The results from both experiments showed that TEMO is sensitive to disturbances and errors. The batch study showed that wind estimation errors contribute greatly to time and energy deviations. For this reason, it is expected that using accurate wind estimation data in the TEMO algorithm will reduce trajectory deviations. Today, aircraft primarily rely on coarse and slowly updated wind estimates resulting in gross estimates of the prevailing wind when predicting the own trajectory. Therefore, a novel method for real-time estimation of a wind pro?le was developed, named Airborne Wind Estimation Algorithm (AWEA) that increases the temporal and spatial resolution of wind estimates. AWEA uses data transmitted by nearby aircraft to construct high resolution real-time wind pro?le estimates. The AWEA algorithm uses a Kalman ?lter to relate all received measurements to the own trajectory and reduce measurement noise. The wind estimation algorithm performance was evaluated using Mode-S derived meteorological data from Amsterdam Airport Schiphol. Using these wind observations, the AWEA algorithm showed an Root Mean Square (RMS) in the wind estimation error of 1.35 KTS along the own trajectory, which is lower than the observed RMS measurement error of 1.94 KTS. Relating the measurements to the own trajectory also proved bene?cial in reducing wind estimation errors. In another experiment, estimated wind pro?les along the own trajectory constructed by AWEA showed to improve spacing performance during approach. The TEMO experiments showed promising results as clear bene?ts to the environment have been identi?ed whilst the aircraft adheres to time constraints accurately. However, some issues require further investigation before TEMO could be used in real-life. TEMO was designed for the Airbus A320 ?ying straight-in descents and evaluated in a single aircraft environment. Future work should investigate TEMO’s use in other aircraft types, include turn dynamics, and realistic wind and turbulence conditions. AWEA should be integrated with TEMO to reduce deviations resulting from wind. Next, an experiment should investigate capacity, and spacing and separation between multiple aircraft performing TEMO descents. To improve TEMO time performance at the runway, TEMO should be able to perform replans while on the glideslope. Since energy management cannot be performed while the aircraft descents down the glideslope, deviations could be corrected using ?ap-scheduling such that engine-thrust remains idle, or a tactical component could use thrust and speedbrakes to simultaneously control time and energy. Trajectory prediction will always include modeling errors as we cannot model the world explicitly, hence, effort should be put into reducing these errors to a minimum. Since strategic replanning can be considered as an open-loop (or slow, intermittent) control system, modeling errors will always result in deviations from the planned trajectory. To improve time performance by minimizing time deviations due to modeling errors and unknown disturbances, a closed-loop system should be used. Hybrid replanning augments strategic replanning with a fast closed-loop speed controller. Hence, research should investigate how hybrid replanning can be further improved and evaluate the human factors aspects of hybrid replanning in a real-time experiment with pilots in control.","continuous descent operations; aircraft performance; approach; descent; energy principles; conservation of energy; kinetic energy; potential energy; wind estimation; trajectory prediction; optimal control theory; time and energy managed operations; human factors; human response; flight management computer; trajectory management; flight dynamics","en","doctoral thesis","","","","","","","","2014-01-13","Aerospace Engineering","Control and Simulation","","","",""
"uuid:5ada23fd-2b15-4566-bff4-0583c6e81d23","http://resolver.tudelft.nl/uuid:5ada23fd-2b15-4566-bff4-0583c6e81d23","Effects of adaptive cruise control and highly automated driving on workload and situation awareness: A review of the empirical evidence","de Winter, J.C.F. (TU Delft Medical Instruments & Bio-Inspired Technology); Happee, R. (TU Delft Biomechatronics & Human-Machine Control); Martens, M.H. (University of Twente; TNO); Stanton, N.A. (University of Southampton)","","2014","Adaptive cruise control (ACC), a driver assistance system that controls longitudinal motion, has been introduced in consumer cars in 1995. A next milestone is highly automated driving (HAD), a system that automates both longitudinal and lateral motion. We investigated the effects of ACC and HAD on drivers’ workload and situation awareness through a meta-analysis and narrative review of simulator and on-road studies. Based on a total of 32 studies, the unweighted mean self-reported workload was 43.5% for manual driving, 38.6% for ACC driving, and 22.7% for HAD (0% = minimum, 100 = maximum on the NASA Task Load Index or Rating Scale Mental Effort). Based on 12 studies, the number of tasks completed on an in-vehicle display relative to manual driving (100%) was 112% for ACC and 261% for HAD. Drivers of a highly automated car, and to a lesser extent ACC drivers, are likely to pick up tasks that are unrelated to driving. Both ACC and HAD can result in improved situation awareness compared to manual driving if drivers are motivated or instructed to detect objects in the environment. However, if drivers are engaged in non-driving tasks, situation awareness deteriorates for ACC and HAD compared to manual driving. The results of this review are consistent with the hypothesis that, from a Human Factors perspective, HAD is markedly different from ACC driving, because the driver of a highly automated car has the possibility, for better or worse, to divert attention to secondary tasks, whereas an ACC driver still has to attend to the roadway.","Human Factors; Levels of automation; Driving simulator; Meta-analysis; NASA Task Load Index; Secondary task; Distraction; Attention; Eye movements; Psychophysiology","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2015-02-12","","","Medical Instruments & Bio-Inspired Technology","","",""
"uuid:8197132a-d578-48c0-a54d-3862da7a7e7c","http://resolver.tudelft.nl/uuid:8197132a-d578-48c0-a54d-3862da7a7e7c","Servicing the Arctic. Report 1: Design requirements and operational profile of an Arctic Offshore Support Vessel: Literature Survey","Bos, R.W.; Huisman, T.J.; Obers, M.P.W.; Schaap, T.; Van der Zalm, M.","","2013","Background The Dutch maritime industry has only limited knowledge about Arctic engineering, in spite of a growing market and interest by the oil and gas industry. This literature survey is the first in a series of three reports to develop a concept design of an Arctic Offshore Support Vessel (AOSV). The purpose is to give a perspective on Arctic shipping with a specific focus on offshore platform support and to provide a design framework for AOSVs. The information in this report is based on technical papers from the Internet, contact with different companies and Arctic courses from the Aalto University in Espoo, Finland. Results In general oil companies have a rising interest in the natural resource in the Arctic region. Next to their spending in Research and Development (R&D), also shipyards, suppliers and operators are eager to increase development for the harsh environments. This study shows, that every region in the Arctic has different weather and infrastructure conditions as well as different national laws and regulations. Next to that, operations in the harsh environment have high impact on the performance of the ship and its crew. This report gives an overview on technology available for operating in the Arctic, such as double acting hull, azimuth thrusting and other ice breaking technologies. Increasing research in Arctic engineering results in new, more reliable technologies and opens the possibility to design more advanced Arctic vessels. A big challenge in Arctic engineering is to have a optimal compromise between open water and ice behavior. Due to higher costs for among others R&D, material and equipment an AOSV will be more expensive. Operators, on the other hand, are also willing to pay more for them, because of the high amount of natural resources in the Arctic region. The expected focus of the industry is on Baffin Bay, Barents Sea and Beaufort Sea. This study discusses the estimated oil reserves, existing infrastructure and environmental impact. Also the operations an AOSV is likely to perform are given. Conclusions This report gives a wide overview on Arctic shipping. For most of its subjects more in depth research is needed to get a better understanding of the effects and specific demands of the Arctic. Nevertheless it is possible to develop AOSV that can operate in those three areas mentioned. But in the end a perfect AOSV cannot be made, it can only be optimized for some of the predefined requirements as stated in the operational profile.","AMTSV; arctic minor; TopTrack; Arctic Offshore Supply Vessel; literature; ice; human factor; risks; icebreaker; TU Delft; Aalto University; Damen Shipyards; MARIN; DNV; oil; gas","en","report","","","","","","","","","Mechanical, Maritime and Materials Engineering","Marine & Transport Technology","","","",""
"uuid:a334fad9-279b-44b6-9e54-b1a32ca848b4","http://resolver.tudelft.nl/uuid:a334fad9-279b-44b6-9e54-b1a32ca848b4","Wie begrijpt de GRIP? Human factors aspecten bij het ontwerp van verkeersmanagementmaatregelen","Goede, M.; Wilmink, I.; Van der Horst, R.; Taale, H.","","2012","Er komen steeds meer verkeersmanagementmaatregelen op en langs de weg, en in het voertuig, en deze maatregelen worden steeds dynamischer. De weggebruiker krijgt daarmee nogal wat informatie te verstouwen. Deze bijdrage behandelt hoe bij het ontwerp van verkeersmanagementmaatregelen, rekening gehouden kan worden met de cognitiefpsychologische eigenschappen van ‘de weggebruiker’.","verkeersmanagement; human factors; ontwerp","nl","conference paper","","","","","","","","","","","","","",""
"uuid:129467f6-09e4-4132-a3d0-6e9fc131bae8","http://resolver.tudelft.nl/uuid:129467f6-09e4-4132-a3d0-6e9fc131bae8","Human factors in layers of defense in airport security","Andriessen, H.; Van Gulijk, C.; Ale, B.J.M.","","2012","Airport security systems are built up out of layers of defence based on the security-in-depth model (Talbot & Jakeman, 2008). The Transport Safety Authority (TSA) in the United States defined a staggering 20 layers of defence to control security risks. This means that not only security personnel is responsible for security at the airport but many others too. However, the perceptions vary between different users of airports so it is difficult to involve all airport users in the security process. This paper focuses on identifying these factors through surveys. Differences were found between the level of education, between employees and passengers, between job groups working in the airport for instance the perceived level of trust in technology used in airport security or the perceived level of safety in the airport.","layers of defense; airport security; human factors","en","conference paper","Curran Associates","","","","","","","","Technology, Policy and Management","Values and Technology","","","",""
"uuid:63386d71-a2b7-4b64-a6d5-561aa1507cc2","http://resolver.tudelft.nl/uuid:63386d71-a2b7-4b64-a6d5-561aa1507cc2","Seneca’s Error: An Affective Model of Cognitive Resistance","De Boer, R.J.","Santema, S.C. (promotor); Badke-Schaub, P.G. (promotor)","2012","The aim of this research is to contribute to the body of knowledge on mental models in the fields of design methodology, engineering psychology and human factors by studying the resistance of mental models to change. In this work the term cognitive resistance is introduced as the capacity to endure stimuli from the environment that contradict the mental model, and its episodic nature is investigated. Three main points have been addressed in the current research: the identification of the components of cognitive resistance, an investigation into their interaction, and the identification of environmental and intra-subject factors that influence cognitive resistance. These issues are investigated from a theoretical and from an experimental perspective.","mental models; cognitive resistance; emotions; human factors; design methodology","en","doctoral thesis","","","","","","","","2012-05-07","Industrial Design Engineering","PIM","","","",""
"uuid:c12376f2-a34b-468c-8075-0bc9e46d9b3d","http://resolver.tudelft.nl/uuid:c12376f2-a34b-468c-8075-0bc9e46d9b3d","Everscape: The Making of a Disaster Evacuation Experience","Doirado, E.; Van den Berg, M.; Van Lint, J.W.C.; Hoogendoorn, S.P.; Prendinger, H.","","2012","Disaster evacuation studies are important but difficult or impossible to conduct in the real world. Evacuation simulation in a virtual world can be an important tool to obtain data on the escape and choice behavior of people. However, to obtain accurate “realistic” data, the engagement of participants is a key challenge. Therefore, we describe the making of an engaging evacuation scenario called “Everscape”, and highlight the collaborative effort of researchers from the informatics and transportation fields. Further, we describe encouraging results from a pilot study, which investigates the level of engagement of participants of the Everscape experience.","participatory simulation; user experience; collaboration; design; human factors; experimentation","en","conference paper","ACM","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:92497c0d-d4ed-444d-97f7-b3ef6cdbdff6","http://resolver.tudelft.nl/uuid:92497c0d-d4ed-444d-97f7-b3ef6cdbdff6","Increasing cheat robustness of crowdsourcing tasks","Eickhoff, C.; De Vries, A.P.","","2012","Crowdsourcing successfully strives to become a widely used means of collecting large-scale scientific corpora. Many research fields, including Information Retrieval, rely on this novel way of data acquisition. However, it seems to be undermined by a significant share of workers that are primarily interested in producing quick generic answers rather than correct ones in order to optimise their time-efficiency and, in turn, earn more money. Recently, we have seen numerous sophisticated schemes of identifying such workers. Those, however, often require additional resources or introduce artificial limitations to the task. In this work, we take a different approach by investigating means of a priori making crowdsourced tasks more resistant against cheaters.","crowdsourcing; user experiments; stability; human factors","en","journal article","Springer-Verlag","","","","","","","","Electrical Engineering, Mathematics and Computer Science","Intelligent Systems","","","",""
"uuid:85a38f60-ff4b-4674-911f-1e60456d1cff","http://resolver.tudelft.nl/uuid:85a38f60-ff4b-4674-911f-1e60456d1cff","Collaborative co-design of emerging multi-technologies for surgery","Freudenthal, A.; Stüdeli, T.; Lamata, P.; Samset, E.","","2011","The EU Research Training Network on Augmented Reality in Surgery (ARIS*ER) was established with two aims: (1) to develop next-generation novel image guidance (augmented reality based on medical images) and cross-linked robotic systems (automatic control loops guided by information sensed from the patient) and (2) to educate young researchers in the user-centred, multidisciplinary design of emerging technologies for minimally invasive surgery (MIS) and intervention radiology. Collaborations between engineers, Human Factors specialists, industrial designers and medical end users were foreseen, but actual methodologies had to be developed. Three applications were used as development vehicles and as demonstrators. The resulting teamwork and process of indentifying requirements, finding solutions (in technology and workflow), and shifting between these to optimize and speed development towards quality of care were studied. The ARIS*ER approach solves current problems in collaborative teams, taking a systems approach, and manages the overview of requirements and solutions, which is too complex to manage centrally.","co-design; collaborative design; innovation team; augmented reality; minimally invasive therapies; human factors; user interface; design team training; medical workflow; system design","en","journal article","Elsevier","","","","","","","","Industrial Design Engineering","","","","",""
"uuid:2b9fab9e-2ddf-403b-b806-b35d0e1c03c8","http://resolver.tudelft.nl/uuid:2b9fab9e-2ddf-403b-b806-b35d0e1c03c8","The role of human factors in the adoption of sustainable design criteria in business","Verhulst, E.; Boks, C.","","2010","Implementing sustainability in business is steadily gaining more attention. A growing number of companies currently work on the implementation of sustainable criteria in the design related departments and their design processes. Although theory and methods are available, practice shows that this integration process of sustainability criteria is not straightforward. In this paper, different cases from practice are described based on a study of five Flemish and three Dutch firms that are broadening their (sometimes already extensive) experience on this implementation process. The emphasis of this paper is put on influential factors such as the presence of an implementation process of sustainability criteria inside a firms product development department, with a focus on the need for a sustainability vision and strategy, resistance against sustainability and the link between internal communication and resistance. Our data suggest that a clear vision, mission, strategy and planning of the implementation process of sustainability criteria are needed, but not necessarily from the beginning of the process. Apart from that, factors of resistance appear to evolve throughout the implementation process that vary in nature (organizational versus personal) and content. Lastly, three types of communication are suggested that need to be considered and applied in order to involve, support and inform employees in order to positively progress into the direction of more sustainable products and processes.","Sustainability criteria; implementation process; human factors; product development process","en","conference paper","","","","","","","","","","","","","",""
"uuid:0af8c4fa-5e6f-4328-b933-0e6af240ea99","http://resolver.tudelft.nl/uuid:0af8c4fa-5e6f-4328-b933-0e6af240ea99","Ecological Automation Design, Extending Work Domain Analysis","Amelink, M.H.J.","Mulder, J.A. (promotor); Mulder, M. (promotor)","2010","In high–risk domains like aviation, medicine and nuclear power plant control, automation has enabled new capabilities, increased the economy of operation and has greatly contributed to safety. However, automation increases the number of couplings in a system, which can inadvertently lead to more complexity from the perspective of the operator. The automation of a system transforms the work domain of the human operator, and his role changes from controlling the core processes to managing the automated processes. The complexity of the automation and the lack of proper support can make the control task’s overall difficulty larger than it needs to be, restricting safety, productivity, and efficiency. To address and limit the automation introduced complexity in the operator’s work domain, and to find representations to support him, the ecological approach to automation design was taken. The ecological approach focuses on the relationship between the human operator and his work domain including the system he is controlling. The main research goals were to find how the ecological approach could be used to help limit the automation introduced complexity, and how the ecological approach could be used to support the human operator in controlling automated processes. The formulation of Ecological Automation Design (EAD) was based on the Ecological Interface Design (EID) paradigm. One of the main underlying questions asked about the interface between the work domain and the human operator is: “how to represent work domain complexity?"". The inter face design paradigm was transformed into an automation design paradigm by first separating the automation component from the work domain and asking the same underlying question about the interfaces between the work domain, the human operator, and the automation. Then, the conceptual shared domain representation was defined to visualize that the apparent complexity of the system could be reduced when both the human operator and the automation view the same representation of constraints that the work domain imposes on control. As part of the ecological approach, Work Domain Analysis (WDA) was used to analyze and represent the constraints in a work domain. However, WDA is not yet fully developed and suffers from some methodological and conceptual issues. The research therefore, focused on the further development and extension of WDA to include the representation of automated processes. Four case studies were conducted, and each case study generated new insights into the application of and extension of WDA. In the first case study, EID was applied to the design of the Energy Augmented Tunnel In the Sky display. This display was designed to aid a pilot to fly the approach to landing by presenting energy management information. The WDA revealed the significance of the energy coupling between vertical flight path and speed control as an intermediate control goal. Based on the analysis, a creative design process resulted in a novel display that has the energy representations fully, and graphically integrated in the tunnel in the sky display. A preliminary evaluation indicated that the additional energy management information shown in relation to the control actions and control goals helped pilots to fly the approaches. The display is not expected to give a performance increase but to change the way in which pilots control the throttle and elevator to fly approaches. The second case study was the analysis of the already existing Total Energy Control System (TECS). TECS is an unconventional automated flight control system that was based on the same energy management constraints as that were represented in the energy augmented display of the first case study. The design of TECS was mapped onto the abstraction hierarchy to represent the energy management principles as part of the whole automated system. The analysis and useful representation of TECS using the abstraction hierarchy was not straightforward. It involved a search for the interpretation of the levels of the abstraction hierarchy and the use of the means–ends relationship in conjunction with the aggregation relationship. The resulting WDA showed that the abstraction hierarchy could be used to map out the reasons for TECS’s design features. Many constraints were represented in the same space, which cluttered the energy management principles. The focus was put on the energy management principles through selective aggregation of the represented functions, but other design principles were omitted. To provide a complete representation of the system but without the clutter, the levels of control sophistication were introduced to represented nested control problems separately. At each level of control sophistication the abstraction hierarchy was applied, resulting in the Abstraction–Sophistication Analysis (ASA). In the third case study, the ASA framework was used to guide the design of SmartUAV. SmartUAV is a newly designed mini–UAV system that is capable of controlling multiple small UAVs from a laptop computer. By designing and developing SmartUAV we gained hands–on experience with how WDA, and especially the ASA, helped to keep track of and deal with the automation introduced constraints in the design phase. The levels of control sophistication were used from the beginning to separate the different control problems in the domain. They ranged from flying the platform to the achievement of missions. Starting at the lowest level of control sophistication, each higher level allowed the designer to include a larger part of the complete work domain incrementally, and to focus on more sophisticated control of the UAV. Furthermore, the ASA supported the visualization of how automation transformed the work domain, thus how automated functionalities that were created at lower levels of control sophistication affected the (automated) functions at higher levels of control sophistication. This study showed that the ASA could span a much larger problem space than the original WDA through the nesting of abstraction hierarchies. The ASA provided a systematic way to address the abstraction of the control problems (levels of control sophistication) and the abstraction of functions per control problem (abstraction hierarchy). The fourth case study dealt with the analysis of a subset of a well structured domain that lacks automation; sailboat racing. This study generated a clearer view on the nested structure that is inherent in a work domain, as apposed to the nested structure of the automation as found in TECS and SmartUAV. The nested structure inherent to this work domain was found to be the result of how sailboat racing has evolved over time, based on the capabilities of equipment, human performance and the racing rules. Due to the lack of automation, it became clear that human performance is in fact part of the work domain, in contrast to the original formulations of WDA. The crew’s performance formed the basis for achieving the more sophisticated control of boat speed, tactics and strategy, thus was essential in the analysis. It was shown that the performance of the human crew could be represented in the ASA at a level of control sophistication, while this could not be supported in a non–nested WDA based on a single abstraction hierarchy. The four case studies exemplified WDA and led to its extension with a structure to explicitly nest abstraction hierarchies that map out different control problems: the ASA. Through generating the analyses, extensive modeling experience with the abstraction hierarchy was obtained, reducing its ambiguity and potential methodological and conceptual problems. We found that the abstraction hierarchy could be used to model the structure of the knowledge about a work domain but could not model the knowledge itself. Therefore, the abstraction hierarchy is a framework for structuring knowledge, linking different representations of a control problem, and explaining the reasons for design features of a system. The abstraction hierarchy addressed the abstraction of elements belonging to a control problem, and the levels of control sophistication addressed the abstraction of the control problem itself. Representations in the ASA framework ranged from physical at the lower levels of control sophistication to non–physical at the higher levels of control sophistication. It allowed the structuring of, for example: the sailboat racing rules at the higher levels, and the law of conservation of energy at the lower levels. Although the application of the ASA did not inherently reduce the complexity of the design of SmartUAV, it enabled us to better understand the elements of the work domain that contribute to complexity of the system prior to and during its design. The extension of work domain analysis with the levels of control sophistication has led to a richer representation of the studied work domains than a single abstraction hierarchy or the abstraction–decomposition space.","cognitive systems engineering; human factors; work domain analysis; abstraction hierarchy; ecological interface design","en","doctoral thesis","","","","","","","","","Aerospace Engineering","Control and Simulation","","","",""
"uuid:61c28599-025e-4366-a784-8b16894cc936","http://resolver.tudelft.nl/uuid:61c28599-025e-4366-a784-8b16894cc936","Assessing Vessel Traffic Service Operator Situation Awareness","Wiersma, J.W.F.","Hale, A.R. (promotor)","2010","This thesis describes my study of situation awareness assessment of Vessel Traffic Service (VTS) operators. VTS operators are the traffic controllers on the water. They are responsible for a safe and efficient handling of vessel traffic. They monitor traffic, provide information on request and coordinate movement of ships in (emerging) conflict situations in harbours, rivers, and approach areas all around the world. Situation awareness is a term describing a person’s internal mental model of the current situation. Situation awareness is a concept that has been applied with success in many domains where controllers need to maintain an overview of their work. The concept of situation awareness presents new perspective for the study of VTS operator performance by investigating the mental picture of the operator. This perspective may lead to better understanding of the performance of VTS operators. The main objective of this thesis is to study how situation awareness of VTS operators can be assessed and to determine if the use and the assessment of VTS operator situation awareness leads to a better understanding of the performance of VTS operators. The thesis presents a framework for the examination of the concept situation awareness and for methods for assessing it in the context of VTS operator performance. This evaluation is based upon a literature study on situation awareness and VTS research and upon observations on VTS posts in the Netherlands. Two methods to assess situation awareness are developed. The first method, called SATEST, is derived from the SAGAT method developed by Mica Endsley and can be considered a traditional method for measuring situation awareness. This method presents a VTS scenario in an experimental setting. At unannounced, but previously specified times during these scenarios the system displays are blanked and the simulation is stopped. The operators are requested to answer a number of questions about their perception of the situation at that time, designed to reveal their situation awareness. After completion of the query, the simulation continues. SATEST was developed, tested and used in two experiments; in Rotterdam and Helsinki in the COMFORTABLE project. These experiments showed that SATEST was very useful in providing understanding of the VTS-work, the concept of situation awareness and its application in a VTS context. They also revealed the limitations of the method. It became clear in working with SATEST that the method covers situation awareness at any particular moment very well, but it is not very suitable to observe how situation awareness develops in a situation. The conclusion of the work with SATEST was that situation awareness is a useful concept in describing the work of the VTS operator, but that the method for assessing situation awareness needed more work. In the discussions of SATEST the idea grew that communication might be used to analyse when operators become aware of conflicts and when they will solve them. The second method, called PMI-P (Performance Measuring Instrument – Performance module), uses the assessment of communication to assess performance and situation awareness. Communication is scored on a PMI-P score form. This score form was constructed using the concept of Required Situation Awareness (RSA), developed in this thesis. RSA refers to the situation awareness needed to correctly handle a situation. For every event in the scenario the PMI-P score form contains information that the operator needs to communicate, and additional information that an operator may want to communicate. Communication between VTS and traffic is regarded as a direct measure of VTS operator performance and an indirect measure of situation awareness. The PMI-P score form captures the development of VTS operator situation awareness by describing all possible communications that an operator can have during the scenario run. This method was used in a project for the Rotterdam Port Authority. The results show that PMI-P is a powerful tool for assessing VTS operator performance. Understanding communication in PMI-P provides a solid handle on the assessment of VTS operator performance. This leads us to the question whether situation awareness is still needed as a concept in the assessment. The short answer to this question is yes: The required situation awareness of a situation that an operator requires has been used in the development of PMI-P to understand the scenario and to capture the required communication. Together the two methods offer a wide range of opportunities to study situation awareness of VTS operators, to study impact of new technology on VTS operator situation awareness, and to training operators.","human factors; Maritime Traffic Control; situation awareness","en","doctoral thesis","Boxpress, Oisterwijk","","","","","","","2010-02-16","Technology, Policy and Management","Safety Science","","","",""
"uuid:a2f7ed72-edb3-4076-bf52-c9b88e48721d","http://resolver.tudelft.nl/uuid:a2f7ed72-edb3-4076-bf52-c9b88e48721d","Risk-sensitive events during laparoscopic cholecystectomy: The influence of the integrated operating room and a preoperative checklist tool","Buzink, S.N.; Van Lier, L.; De Hingh, I.H.J.T.; Jakimowicz, J.J.","","2010","Background - Awareness of the relative high rate of adverse events in laparoscopic surgery created a need to safeguard quality and safety of performance better. Technological innovations, such as integrated operating room (OR) systems and checklists, have the potential to improve patient safety, OR efficiency, and surgical outcomes. This study was designed to investigate the influence of the integrated OR system and Pro/cheQ, a digital checklist tool, on the number and type of equipment- and instrument-related risk-sensitive events (RSE) during laparoscopic cholecystectomies. Methods - Forty-five laparoscopic cholecystectomies were analyzed on the number and type of RSE; 15 procedures were observed in the cart-based OR setting, 15 in an integrated OR setting, and 15 in the integrated OR setting while using Pro/cheQ. Results - In the cart-based OR setting and the integrated OR setting, at least one event occurred in 87% of the procedures, which was reduced to 47% in the integrated OR setting when using Pro/cheQ. During 45 procedures a total of 57 RSE was observed—most were caused by equipment that was not switched on or with the wrong settings. In the integrated OR while using Pro/cheQ the number of RSE was reduced by 65%. Conclusions - Using both an integrated OR and Pro/cheQ has a stronger reducing effect on the number of RSE than using an integrated OR alone. The Pro/cheQ tool supported the optimal workflow in a natural way and raised the general safety awareness amongst all members of the surgical team. For tools such as integrated OR systems and checklists to succeed it is pivotal not to underestimate the value of the implementation process. To further improve safety and quality of surgery, a multifaceted approach should be followed, focusing on the performance and competence of the surgical team as a whole.","patient safety; integrated OR; checklist; time-out; adverse events; human factors","en","journal article","Springer","","","","","","","","Industrial Design Engineering","Industrial Design","","","",""
"uuid:3f29caf2-5769-4797-bd5f-1d30ee9db92b","http://resolver.tudelft.nl/uuid:3f29caf2-5769-4797-bd5f-1d30ee9db92b","A seven-factor procedural analysis of safety culture Known measurement - a case study at KLM E&M","Ghobbar, A.A.; Boutahri, F.; Curran, R.","","2009","","safety culture; human factors; maintenance error; aircraft maintenance","en","conference paper","AIAA","","","","","","","","Aerospace Engineering","Aerospace Management and Operations Department","","","",""
"uuid:17bd6c50-a2ef-4a05-a778-b04219244a11","http://resolver.tudelft.nl/uuid:17bd6c50-a2ef-4a05-a778-b04219244a11","Developing a Resilient Just Culture in SMS and FRMS: EasyJet Implementation","Stewart, S.; Akselsson, R.; Koornneef, F.","","2009","Chapter 7: Developing a Resilient Just Culture in SMS and FRMS – easyJet Implementation The European Commission HILAS project (Human Integration into the Lifecycle of Aviation Systems - a project supported by the European Commission’s 6th Framework between 2005-2009) was focused on using human factors knowledge and methodology to address key challenges for aviation (current and future) including a performance based approach for safety and fatigue management in the aviation sector, mainly inflight operations and maintenance. The project Deliverables have been presented as a series of draft book chapters on Safety Management Systems with emphasis on Fatigue risk Management and organisational learning from operational experiences in aviation. The chapters also include conceptual frameworks underlying a thorough analysis of essential functions, contents and structures of a Safety Management System (SMS). This includes supporting functionalities such as investigation in just culture context, decision making processes, and safety promotion. This set of eight (8) draft chapters links theory with field implementation and regulation in airlines. The draft chapters are: Ch. 1: Organisational Learning and Organisational Memory for SMS and FRMS Ch. 2: Resilience Safety Culture in Aviation Organisations Ch. 3: Operational Risk Management System for SMS and FRMS Ch. 4: Incident Investigation in SMS and FRMS Ch. 5: Developing a Safety Management System for Fatigue Related Risks in easyJet Ch. 6: Safety Assurance Process for FRMS – eJcase Implementation Ch. 7: Developing a Resilient Just Culture in SMS and FRMS – easyJet Implementation Ch. 8: International Fatigue Risk Management Forum - Safety Promotion and Feedback in FRMS","Aviation; Safety Management System; Resilient Safety Culture; Just Culture Management Process; Investigation Process; Culpability; Role of Investigators; Human Factors Management; Implementation","en","book chapter","","","","","","","","","Technology, Policy and Management","Safety Science Group","","","",""
"uuid:b2dc963a-aa71-4de5-846d-3ef916084469","http://resolver.tudelft.nl/uuid:b2dc963a-aa71-4de5-846d-3ef916084469","ePartner for Self-Care: How to Enhance eHealth with Personal Computer Assistants","Blanson Henkemans, O.A.","Neerincx, M.A. (promotor); Van der Mast, C.A.P.G. (promotor)","2009","There is a shift in traditional health care, from one-side dictated treatment to a situation wherein the patient is involved, self-determined, and performs self-care activities. This new patient role is complex, but by deploying Information and Communication Technology (ICT) in the medical domain, eHealth services can stimulate maintaining a healthy lifestyle. Moreover, in accordance with the SuperAssist model, in which ePartners offer personalized support, Personal Computer Assistants can enhance the use of eHealth services. However, there is little empirical research on how eHealth services with Personal Computer Assistants can support self-care and on what their effects are. Consequently, we studied how different Assistant feedback styles and representations can enhance eHealth services and support self-care, in relation to troubleshooting of domestic medical instruments and adherence to self-care objectives. Throughout our research, we applied the Cognitive Engineering approach, entailing domain analysis and design specifications, which were iteratively augmented and refined through Smart Home lab and field studies. Most significantly, this approach permitted us to develop User-Centered Design models for Personal Computer Assistants, which tune their feedback and representation to the user and, as a result, can contribute positively to self-care activities, while maintaining a good quality of life.","Personal Computer Assistant; eHealth; Self-Care; Troubleshooting; Human-Computer Interaction; Feedback styles; Smart Home Laboratory; User-Centered Design; Persuasive Technology; Cognitive Egnineering; Human Factors; User Interface; CSCW; iCat","en","doctoral thesis","","","","","","","","","Electrical Engineering, Mathematics and Computer Science","Human-Machine Interaction (MMI)","","","",""
"uuid:f9a2a6b4-3aeb-4ead-9a21-c6dbcef492f6","http://resolver.tudelft.nl/uuid:f9a2a6b4-3aeb-4ead-9a21-c6dbcef492f6","Visual discomfort in stereoscopic dsplays: A review","Lambooij, M.T.M.; IJsselsteijn, W.; Heynderickx, I.","","2007","Visual discomfort has been the subject of considerable research in relation to stereoscopic and autostereoscopic displays, but remains an ambiguous concept used to denote a variety of subjective symptoms potentially related to different underlying processes. In this paper we clarify the importance of various causes and aspects of visual comfort. Classical causative factors such as excessive binocular parallax and accommodation-convergence conflict appear to be of minor importance when disparity values do not surpass one degree limit of visual angle, which still provides sufficient range to allow for satisfactory depth perception in consumer applications, such as stereoscopic television. Visual discomfort, however, may still occur within this limit and we believe the following factors to be the most pertinent in contributing to this: (1) excessive demand of accommodation-convergence linkage, e.g., by fast motion in depth, viewed at short distances, (2) 3D artefacts resulting from insufficient depth information in the incoming data signal yielding spatial and temporal inconsistencies, and (3) unnatural amounts of blur. In order to adequately characterize and understand visual discomfort, multiple types of measurements, both objective and subjective, are needed.","visual comfort; visual fatigue; human factors; stereoscopic displays; reviews","en","conference paper","SPIE","","","","","","","","Electrical Engineering, Mathematics and Computer Science","Man-Machine Interaction","","","",""
"uuid:a4ee6e03-621e-4dde-8778-aa1ae51d1788","http://resolver.tudelft.nl/uuid:a4ee6e03-621e-4dde-8778-aa1ae51d1788","Lean-safe operations for the aviation industry","Ward, Y.; De Brito, M.P.","","2007","","aviation industry; lean-safe operations; human factors","en","conference paper","Bilkent University","","","","","","","","OTB","","","","",""
"uuid:11c9e35e-0eff-4ffe-a1dc-6b30d39ff0e0","http://resolver.tudelft.nl/uuid:11c9e35e-0eff-4ffe-a1dc-6b30d39ff0e0","Fit for washing; Human factors and ergonomic evaluations of washing machines","Busch, N.","Vink, P. (promotor); Van Eijk, D.J. (promotor); Molenbroek, J.F.M. (promotor)","2006","People do the laundry all over the world. About 500 million washing machines are in use at the moment. To reduce the heavy workload, washing machines were invented about 100 years ago. 50 years of innovations led to a reduction in water, energy and detergent consumption and the interface became easier to use. However, the overall usage of the machine is still the same. After a first literature exploration of the subject it became clear that there is hardly any scientific research. Innovations are minimal as well. In fact, the design of washing machines looks almost the same as some 50 years ago - a white box with an opening height of 60 cm above the floor. The main reason for starting this study was that Siemens Household Appliances wanted to find out whether their consumers would appreciate an innovative washing concept and whether it was worth it to develop a new washing machine. As there seems to be a need for innovation, this thesis aims to answer the following questions: 1) Does the opening height influence movements and body postures while loading and unloading a washing machine? 2) Are body postures and anthropometric data, age or gender correlate? 3) Do physical stress or comfort problems occur? 4) Is there a relationship between comfort and typical body postures when un-/loading a washing machine? 5) Are there relationships between subjective comfort and anthropometric data, age or gender? 6) Based on these results, can a washing machine be innovated and would it be successful in other cultures as well? Answers to this questions you will find in this thesis.","every day product; washing machine; ergonomic; human factors; culture; user; elderly; comfort; body posture; load; laboratory study; field study; design","en","doctoral thesis","","","","","","","","","Industrial Design Engineering","","","","",""
"uuid:11ab9d50-5184-4cda-bd0d-4e3a44309d2b","http://resolver.tudelft.nl/uuid:11ab9d50-5184-4cda-bd0d-4e3a44309d2b","Theory of barrier crossing","Polet, Ph.; Van Der Haegen, F.; Wieringa, P.A.","","2000","","risk assessment; risk perception; human factors; accident and incident prevention","en","conference paper","European Communities","","","","","","","","Mechanical Maritime and Materials Engineering","","","","",""
"uuid:a8509a49-d05e-4812-a518-8baee2162269","http://resolver.tudelft.nl/uuid:a8509a49-d05e-4812-a518-8baee2162269","A model for cooperation between humans and intelligent systems","Van Paassen, M.M.R.; Mulder, M.; Abeloos, A.L.M.","","2000","","aircraft cockpit; adaptive interface; intelligent interface; automation; human factors","en","conference paper","European Communities","","","","","","","","Aerospace Engineering","","","","",""
"uuid:14a35ea9-8f59-4e08-b458-22d78cc08c4e","http://resolver.tudelft.nl/uuid:14a35ea9-8f59-4e08-b458-22d78cc08c4e","The applicabillity of an adaptive human-machine interface in the cockpit","Abeloos, A.L.M.; Mulder, M.; Van Paassen, M.M.R.","","2000","","flight deck; adaptive interface; intelligent interface; automation; human factors","en","conference paper","European Communities","","","","","","","","Aerospace Engineering","","","","",""
"uuid:30294067-d779-4a01-9ec7-71c668f6f8e0","http://resolver.tudelft.nl/uuid:30294067-d779-4a01-9ec7-71c668f6f8e0","Officer of the navigational watch - Results of empirical evaluations","Schraagen, J.M.C.; van Breda, L.; Rasker, P.C.","","1999","","emperical results; observation; navigational watch; human factors","","report","","","","","","","","indefinite","Mechanical, Maritime and Materials Engineering","Marine and Transport Technology","Ship Design, Production and Operation","","",""
"uuid:8d7b75cd-6673-4dd5-8b98-b64193633062","http://resolver.tudelft.nl/uuid:8d7b75cd-6673-4dd5-8b98-b64193633062","The Kinematic design of flight simulator motion bases","Advani, S.K.","Mulder, J.A. (promotor); Bosgra, O.H. (promotor)","1998","","flight simulator; motion-bases; mechanism; human factors; vehicle simulation","en","doctoral thesis","","","","","","","","","Aerospace Engineering","","","","",""
"uuid:9aaabc8c-9e49-4468-9c89-3f378083d8ea","http://resolver.tudelft.nl/uuid:9aaabc8c-9e49-4468-9c89-3f378083d8ea","Human Factors in Brigde Operation","Sauer, J.; Hockey, G.R.J.","","1996","","human factors; bridge operation","","report","","","","","","","","indefinite","Mechanical, Maritime and Materials Engineering","Marine and Transport Technology","Ship Design, Production and Operation","","",""
"uuid:625f2e9e-3d06-46f0-97b8-69aa112bb9d3","http://resolver.tudelft.nl/uuid:625f2e9e-3d06-46f0-97b8-69aa112bb9d3","Pilot performance in automated cockpits: a comparison of moving and nonmoving thrust levers","Folkerts, H.H.; Jorna, P.G.A.M.","","1994","Two different design-philosophies with respect to the Man-Machine Interface of current auto thrust systems were compared in a flight simulator study. With the so-called moving thrust lever concept, the positions of the thrust levers are servo-controlled by the auto thrust system. Hence, the thrust levers provide the pilot with additional information regarding actions taken by the auto thrust system. In contrast, the so-called nonmoving thrust levers are not servo-controlled by the auto thrust system. Pilot performance was investigated when operating these thrust lever configurations. Eight recently licensed civil pilots flew both thrust lever configurations in a moving base flight simulator. The variables used to describe pilot performance were: number of correct detections of problems and failures, detection time and thrust awareness. Questionnaires were used to measure the preference of the pilots for both auto thrust systems. The study demonstrates that moving thrust levers provide effective feedback and assist the pilot in anticipating certain malfunctions and deviations. Pilot detection times are typically shorter and pilots are more certain about their thrust estimates. Pilots confronted with both systems for the first time prefer the moving thrust levers after flying with it. Surprisingly, lack of motion of the moving thrust levers was a strong stimulus for pilots when they expected such a motion to occur. This could indicate that the thrust levers served the pilots especially by providing them prompt feedback on intended actions and served less as a device alerting the pilot to unexpected events.","Engine control; Man machine systems; Pilot performance; Human factors engineering; Levers; Flight simulation; In-flight monitoring; Diagnosis; Throttling; Engine failure","en","report","Nationaal Lucht- en Ruimtevaartlaboratorium","","","","","","Campus only","","","","","","",""
"uuid:b0820767-44a6-40a0-992f-8356f5247ad1","http://resolver.tudelft.nl/uuid:b0820767-44a6-40a0-992f-8356f5247ad1","Human factors considerations in evaluating the seakeeping performance","Caprino, G.; Grossi, L.","","1994","","hydrodynamics; seakeeping; Human factors; model tests; Seatrials","","conference paper","","","","","","","","","Mechanical, Maritime and Materials Engineering","Marine and Transport Technology","Ship Hydromechanics and Structures","","",""
"uuid:eddfa7c0-249d-4b54-ab27-c2e64d632de2","http://resolver.tudelft.nl/uuid:eddfa7c0-249d-4b54-ab27-c2e64d632de2","Aiding the operator in the manual control of a space manipulator","Bos, J.F.T.; Stassen, H.G.; van Lunteren, A.","","1992","When an operator has to control a space manipulator manually he is faced with several difficulties. Three problems were investigated: Lack of direct vision, up to 6 degrees-of-freedom (DOF) to be controlled, and slow and complex dynamics. The results showed that reference lines enhance the 3D perception; further autonation of the insert task led to a more efficient task execution; the display of the stopping configuration can lead to a faster and safer task execution. The display of the predicted trajectory led to less energy consumption due to a more calm control behaviour. The length of the prediction horizon should equal half of the stopping time.","man-machine systems; telecontrol; robots; space vehicles; human factors; predictive control","en","report","Nationaal Lucht- en Ruimtevaartlaboratorium","","","","","","Campus only","","","","","","",""
"uuid:b862888d-64f1-43b3-9832-ec2f50ed6010","http://resolver.tudelft.nl/uuid:b862888d-64f1-43b3-9832-ec2f50ed6010","Verkennend onderzoek naar de menselijke factoren bij scheepvaartongelukken","Groeneweg, J.; Wagenaar, W.A.","","1986","","human factors; scheepvaart; ongelukken","","report","","","","","","","","indefinite","Mechanical, Maritime and Materials Engineering","Marine and Transport Technology","Ship Design, Production and Operation","","",""
"uuid:979a16dd-d7d2-4ba8-9dde-91bbe6bd4f8d","http://resolver.tudelft.nl/uuid:979a16dd-d7d2-4ba8-9dde-91bbe6bd4f8d","Control loops with human operators in space operations: part IV: research requirements for human-in-the-loop space teleoperator development","Milgram, P.","","1985","This report presents a discussion of short-term human engineering research requirements for developing rendezvous and docking and space telemanipulation capabilities. A catalogue of research topics related to human-in-the-loop teleoperation performance is given. This is followed by an overview of available resources for model analytical investigation of these research topics and an overview of resources for the establishment of an initial human performance research laboratory for carrying out such investigations and for testing proposed design concepts.","human factors engineering; human performance; space station; man machine systems; spacecraft docking; space rendezvous; robotics; manipulations; teleoperators; research facilities; functional design specifications","en","report","Nationaal Lucht- en Ruimtevaartlaboratorium","","","","","","Campus only","","","","","","",""
"uuid:c4a88773-26af-43ab-847d-2ea8ea308716","http://resolver.tudelft.nl/uuid:c4a88773-26af-43ab-847d-2ea8ea308716","Control loops with human operators in space operations: part I: human engineering analysis, synthesis and evaluation techniques","Milgram, P.; van de Graaff, R.C.; Wewerinke, P.H.","","1985","This report is a tutorial overview for the European Space Agency (ESA) of human engineering approaches and methodologies which are applicable for analysis of performance of human-machine systems, with specific emphasis on space teleoperator applications. Motivated by the presumed active role of the human operator in future space teleoperation missions, the application of human engineering within the various stages of system development is discussed, with emphasis placed on the impact on the development cycle of being able to analyse various aspects of human-in-the-loop system performance. Two approaches to human performance analysis are identified: experimental and theoretical, and both fundamental and practical aspects of each approach are reviewed in detail, with examples. The report concludes with a proposed modelling approach for the analysis of a specific class of supervisory space teleoperator missions, accompanied by a discussion of considerations related to human-computer task allocation for such missions.","human factors engineering; man machine system; research facilities; human performance teleoperation; mathematical models; workloads (psychophysiology); supervisory control; task complexity 1; decision making 1; space crews 1; space stations","en","report","Nationaal Lucht- en Ruimtevaartlaboratorium","","","","","","Campus only","","","","","","",""
"uuid:e7a6c7fe-da4d-4d24-b19c-ab7d21448f67","http://resolver.tudelft.nl/uuid:e7a6c7fe-da4d-4d24-b19c-ab7d21448f67","Control loops with human operators in space operations: part V: executive summary","Milgram, P.","","1985","This volume comprises the executive summary of the final report of the study on Control Loops with Human Operators in Space Operations, performed for the European Space Agency (ESA). It summarises the following four volumes: Part I : Human Engineering Analysis, Synthesis and Evaluation Techniques (NLR) Part II : Robotics Operations and Manual Control Experiment (Fokker) Part III: Rendezvous and Docking Operations and Model Analysis of Performance with Human-in-the-loop (NLR) Part IV : Research Requirements for Human-in-the-loop Space Teleoperator Development (NLR)","space rendezvous; human factors engineering; spacecraft docking; teleoperators; manipulators; man machine systems; human performance; manual control; robotics; supervisory control; decision making; optimal control; research facilities","en","report","Nationaal Lucht- en Ruimtevaartlaboratorium","","","","","","Campus only","","","","","","",""