Objective: In this study, we assessed the use of portable navigation systems in everyday driving by applying in-vehicle naturalistic driving. Method: Experienced users of navigation systems, 7 females and 14 males, were provided with a specially equipped vehicle for approximately 1 month. Their trips were recorded using 4 cameras, Global Positioning System (GPS) data, and other sensor data. The drivers’ navigation system use data were coded from the video recordings, which showed how often and for how long the system was activated and how often and for how long a driver operated the system. Results: The system was activated for 23% of trips, predominantly on longer and unique trips. Analyses of the percentage of time for which the speed limit was exceeded showed no evidence of differences between trips for which the navigation system was used or not used. On trips for which the navigation system was activated, participants spent about 5% of trip time interacting with the device. About 40% of interacting behavior took place in the first 10% of the trip time, and about 35% took place while the car was standing still or moving at a very low speed; that is, 0–10 km/h. Conclusion: These results shed light on how and when drivers use navigation systems. They suggest that although drivers regulate their use of such systems to some extent, they often perform risky tasks while driving.@en

Automated driving can fundamentally change road transportation and improve quality of life. However, at present, the role of humans in automated vehicles (AVs) is not clearly established. Interviews were conducted in April and May 2015 with 12 expert researchers in the field of human factors (HFs) of automated driving to identify commonalities and distinctive perspectives regarding HF challenges in the development of AVs. The experts indicated that an AV up to SAE Level 4 should inform its driver about the AV's capabilities and operational status, and ensure safety while changing between automated and manual modes. HF research should particularly address interactions between AVs, human drivers and vulnerable road users. Additionally, driver-training programmes may have to be modified to ensure that humans are capable of using AVs. Finally, a reflection on the interviews is provided, showing discordance between the interviewees’ statements – which appear to be in line with a long history of HFs research – and the rapid development of automation technology. We expect our perspective to be instrumental for stakeholders involved in AV development and instructive to other parties.@en

Usage-Based Insurances (UBI) enable policyholders to actively reduce the impact of vehicle insurance costs by adopting a safer and more eco-friendly driving style. UBI is especially relevant for younger drivers, who are a high-risk population. The effectiveness of UBI should be enhanced by providing in-car feedback optimised for individual drivers. Thirty young novice drivers were therefore invited to complete six experimental drives with an in-car interface that provided real-time information on rewards gained, their driving behaviour and the speed limit. Reward size was either displayed directly in euro, indirectly as a relatively large amount of credits, or as a percentage of the maximum available bonus. Also, interfaces were investigated that provided partial information to reduce the potential for driver distraction. Compared to a control no-UBI condition, behaviour improved similarly across interfaces, suggesting that interface personalisation after an initial familiarisation period could be feasible without compromising feedback effectiveness. Practitioner Summary: User experiences and effects on driving behaviour of six in-car interfaces were compared. The interface provided information on driving behaviour and rewards in a UBI setting. Results suggest that some personalisation of interfaces may be an option after an initial familiarisation period as driving behaviour improved similarly across interfaces.@en

Usage-Based Insurances (UBI) enable policyholders to actively reduce the impact of vehicle insurance costs by adopting a safer and more eco-friendly driving style. UBI is especially relevant for younger drivers, who are a high-risk population. The effectiveness of UBI should be enhanced by providing in-car feedback optimised for individual drivers. Thirty young novice drivers were therefore invited to complete six experimental drives with an in-car interface that provided real-time information on rewards gained, their driving behaviour and the speed limit. Reward size was either displayed directly in euro, indirectly as a relatively large amount of credits, or as a percentage of the maximum available bonus. Also, interfaces were investigated that provided partial information to reduce the potential for driver distraction. Compared to a control no-UBI condition, behaviour improved similarly across interfaces, suggesting that interface personalisation after an initial familiarisation period could be feasible without compromising feedback effectiveness. Practitioner Summary: User experiences and effects on driving behaviour of six in-car interfaces were compared. The interface provided information on driving behaviour and rewards in a UBI setting. Results suggest that some personalisation of interfaces may be an option after an initial familiarisation period as driving behaviour improved similarly across interfaces.@en

Previous research on situation awareness (SA) predominantly focused on its explicit, reasoned, conscious features rather than on the implicit, intuitive, unconscious aspects that are often identified with expert operators. This research investigated implicit levels of SA of train traffic controllers (TTCs) in order to contribute to the body of knowledge on rail human factors research and SA. A novel approach was used to uncover levels of implicit SA through a set of three analyses: (1) fairly low SAGAT values with correlations between SAGAT scores and multiple performance indicators; (2) negative correlations between work experience and SAGAT scores; and (3) structurally lower level-1 SA (perception) scores in comparison to level-2 SA (comprehension) scores in accordance with Endsley's three-level model. Two studies were conducted: A pilot study – which focused on SA measurements with TTCs in a monitoring mode (N = 9) – and the main study, which involved TTCs from another control center (N = 20) and three different disrupted conditions. In the pilot study, SA was measured through the situation-awareness global assessment technique (SAGAT), perceived SA and observed SA, and performance was measured through punctuality and unplanned stops of trains before red signals. In the main study, SA was measured through SAGAT, and perceived SA and multiple performance indicators, such as arrival and departure punctuality and platform consistency, were assessed. In both studies, the set of three analyses showed consistent and persistent indications of the presence of implicit SA. Endsley's three-level model and related SAGAT method can be constrained by the presence of these intuitive, unconscious processes and inconsistent findings on correlations between SAGAT scores and performance. These findings provide insights into the SA of TTCs in the Netherlands and can support the development of training programs and/or the design of a new traffic management system.@en