To achieve an efficient and stable operation of blast furnaces in the steel industry while retaining the proficient human operators’ skills, a human–machine interface based on an ecological interface design (EID) was developed. EID is an interface design framework that reduces the cognitive workload of human operators by providing essential information on the controlled system in an intuitive way. The developed interface allows the operators to explore the possible control actions, by presenting the future predictions of the controlled variables when hypothetical control actions are taken, using a transient model. In addition, a graphical representation of the mass and energy balance that links the manipulated variables and controlled variables is provided to raise the situation awareness of the blast furnace operation. The developed interface is beneficial to determine appropriate control actions that maintain hot metal temperature and production rate near the target values and keep pressure drop below the upper bound while reducing carbon intensity and production costs.

This cohort study investigates the long-term effects of simulator-based hazard awareness training (HAT) on learner and novice drivers in the Netherlands, using a dataset of 2,372 participants over a 15-year period. Most prior studies on HAT have measured only immediate post-training outcomes; no longitudinal cohort study with a control group has previously examined both supervised and unsupervised driving outcomes over a multi-year horizon. Although the HAT and control groups showed small but statistically significant differences in gender composition, education level, and fear of driving at the start of training, the effect sizes were negligible (d ≤ 0.09), and these characteristics are addressed as covariates in the analyses.HAT improved performance during simulator training and supervised driving: HAT students’ viewing skills were better during the intersection test, required fewer on-road training hours, passed the driving exam in fewer attempts, and achieved a higher first-attempt pass rate than the control group. These benefits did not persist into unsupervised post-licensing driving. Violations, errors, and accident involvement were comparable between HAT and control group drivers in the first and last year after licensing. Personal characteristics — including gender, licensing age, self-assessed driving competence, and subjective driving difficulty — were stronger and more lasting predictors of post-licensing behaviour than training type. These findings suggest that hazard awareness is a trainable skill, but that training effects on risk-taking behaviour are moderated by individual characteristics that emerge most clearly once drivers operate independently, aligning with findings of a previous study on the same dataset. Teaching higher safety margins during supervised driving may offer a more durable route to reducing accident risk for novice drivers than higher-order skill training alone.

The introduction of more advanced automation in air traffic control seems inevitable. Air traffic controllers will then take the role of automation supervisors, a role which is generally unsuitable for humans. Gamification, the use of game elements in non-gaming contexts, shows promising results in mitigating the effects of boredom in highly automated domains requiring human supervision. An example is luggage screening, where dangerous items are rarely found, through projecting fictional threats on top of x-ray scans. This paper presents and experimentally tests a proposed implementation of gamification within highly automated en-route air traffic control. Fictional flights were superimposed among automatically controlled real traffic, thus creating fictional conflicts that needed resolving. System supervisors were tasked to supervise the behaviour of a fully automated conflict detection and resolution system, while manually routing fictional flights safely and efficiently through the sector, avoiding conflicts with both real and fictional flights. Automation anomalies were simulated, as well as an automation failure event, after which the system supervisor needed to assume manual control over all traffic. The presence of fictional flights increased self-reported concentration levels and reduced boredom. However, some participants reported that fictional flights were distracting. Thus, while the use of fictional flights increases engagement, it might negatively affect other cognitive functions, and with that, compromise safety. Thus, while the implementation of such a tool might provide benefits in terms of skill retention and engagement, further research is recommended involving professional air traffic controllers, improved measurement tools and a longitudinal study that better excites boredom, complacency, and skill erosion in order to understand and mitigate its negative effects.

On final approach, an approach controller is responsible for separating aircraft lining up on the instrument landing system. In an attempt to increase traffic throughput, especially in strong headwind conditions, European regulation advises all European airports to move from distance-based to time-based separation. This effectively changes the controller’s task from a distance-based to a time-based problem. Further complications arise because of the European recategorization of aircraft types initiative, and experts fear that the gains foreseen with time-based separation will not be realized. This paper presents a visual tool integrated into the radar screen to assist controllers in performing time-based separation, the ideal turn-in point (ITIP) display. To assist controllers in selecting optimal approach strategies, starting from the moment aircraft enter the terminal control area, the display shows the possibilities and restrictions in the system rather than giving (restricting) advisories. A proof-of-concept experiment was performed with people knowledgeable in air traffic control (N = 8) and compared the ITIP to a current industry state-of-the-art display designed by U.K.’s National Air Traffic Services in scenarios of varying difficulty. Results show that with the ITIP tool, efficiency improved with similar or higher levels of safety and similar or lower workload. These promising results justify testing the interface with professional air traffic controllers. Future work aims at reducing clutter, increasing simulation fidelity, and increasing the level of support in complex traffic situations.

Air traffic control is advancing digitalization by developing advanced decision-support systems, where the way information is presented to operators plays a central role in shaping performance. However, the effects of different visual representations within these systems on human decision-making remain not fully understood. In this study, we compared two Conflict Detection and Resolution (CD&R) tools: the Highly Interactive Problem Solver (HIPS) and the Solution Space Diagram (SSD). Although both systems are grounded in the same control problem, they differ in how they represent the control constraints that define conflict conditions and feasible responses. Through a human-in-the-loop experiment under low-and high-traffic conditions, we analyzed how these differences influence decision-making. Results showed that, particularly in low-density traffic, HIPS enabled quicker responses, fewer commands, and smaller safety margins, whereas SSD, despite receiving more favorable subjective ratings, led to greater variability in actions. These findings suggest that visualization significantly impacts decision-making consistency and efficiency. However, in highly complex environments, overall effectiveness may depend more on operators' ability to shift and adapt decision-making patterns facilitated by the interface than on specific visual elements.

We tested whether pilots would detect low-salient controllability problems more quickly during manual compared to automated flight. Using a moving-base simulator and a Piper Seneca aerodynamic model, airline pilots (n = 20) performed scenarios in which either a gradually ensuing single-engine failure or an icing accumulation occurred. Both scenarios were performed once during manual flight and once during automated flight, and were alternated with distraction scenarios. The icing accumulation was detected marginally significantly more quickly during manual flight, while there was no significant difference for the engine failure. Problems in manual flight were, as expected, most likely discovered from aircraft motions or control forces. Interestingly, there were several late detections during manual flight which appeared to be caused by subconscious manual corrections. In automated flight, the engine failure was discovered most often from the engine manifold pressure indication, while the icing accumulation was most often discovered from control column movement. The results therefore underline the importance of using back-driven controls, and further indicate that manual flight does not necessarily improve detection of problems that occur without display indications.