The psychology of driving automation: A discussion with Professor Don Norman

Introducing automation into automobiles had inevitable consequences for the driver and driving. Systems that automate longitudinal and lateral vehicle control may reduce the workload of the driver. This raises questions of what the driver is able to do with this 'spare' attentional capacity. Research in our laboratory suggests that there is unlikely to be any spare capacity because the attentional resources are not 'fixed'. Rather, the resources are inextricably linked to task demand. This paper presents some of the arguments for considering the psychological aspects of the driver when designing automation into automobiles. The arguments are presented in a conversation format, based on discussions with Professor Don Norman. Extracts from relevant papers to support the arguments are presented

Driving automation: Learning from aviation about design philosophies

Full vehicle automation is predicted to be on British roads by 2030 (Walker et al., 2001). However, experience in aviation gives us some cause for concern for the 'drive-by-wire' car (Stanton and Marsden, 1996). Two different philosophies have emerged in aviation for dealing with the human factor: hard vs. soft automation, depending on whether the computer or the pilot has ultimate authority (Hughes and Dornheim, 1995). This paper speculates whether hard or soft automation provides the best solution for road vehicles, and considers an alternative design philosophy in vehicles of the future based on coordination and cooperation

A proposed psychological model of driving automation

This paper considers psychological variables pertinent to driver automation. It is anticipated that driving with automated systems is likely to have a major impact on the drivers and a multiplicity of factors needs to be taken into account. A systems analysis of the driver, vehicle and automation served as the basis for eliciting psychological factors. The main variables to be considered were: feed-back, locus of control, mental workload, driver stress, situational awareness and mental representations. It is expected that anticipating the effects on the driver brought about by vehicle automation could lead to improved design strategies. Based on research evidence in the literature, the psychological factors were assembled into a model for further investigation

Rewritable routines in human interaction with public technology

In this paper, the cognitive ergonomics of using public technology is investigated. A methodology for predicting human error with technology has been developed. Predictions from the method (combined with observation of user performance) form the foundation of the concept of ‘rewritable routines’. This is in keeping with the tradition of building models of user cognition on the basis of observed and predicted errors. The concept is introduced and illustrated with examples. Implications for cognitive ergonomics are discussed

Designing as Construction of Representations: A Dynamic Viewpoint in Cognitive Design Research

This article presents a cognitively oriented viewpoint on design. It focuses on cognitive, dynamic aspects of real design, i.e., the actual cognitive activity implemented by designers during their work on professional design projects. Rather than conceiving de-signing as problem solving - Simon's symbolic information processing (SIP) approach - or as a reflective practice or some other form of situated activity - the situativity (SIT) approach - we consider that, from a cognitive viewpoint, designing is most appropriately characterised as a construction of representations. After a critical discussion of the SIP and SIT approaches to design, we present our view-point. This presentation concerns the evolving nature of representations regarding levels of abstraction and degrees of precision, the function of external representations, and specific qualities of representation in collective design. Designing is described at three levels: the organisation of the activity, its strategies, and its design-representation construction activities (different ways to generate, trans-form, and evaluate representations). Even if we adopt a "generic design" stance, we claim that design can take different forms depending on the nature of the artefact, and we propose some candidates for dimensions that allow a distinction to be made between these forms of design. We discuss the potential specificity of HCI design, and the lack of cognitive design research occupied with the quality of design. We close our discussion of representational structures and activities by an outline of some directions regarding their functional linkages

Considering the User in the Wireless World

The near future promises significant advances in communication capabilities, but one of the keys to success is the capability understanding of the people with regards to its value and usage. In considering the role of the user in the wireless world of the future, the Human Perspective Working Group (WG1) of the Wireless World Research Forum has gathered input and developed positions in four important areas: methods, processes, and best practices for user-centered research and design; reference frameworks for modeling user needs within the context of wireless systems; user scenario creation and analysis; and user interaction technologies. This article provides an overview of WG1's work in these areas that are critical to ensuring that the future wireless world meets and exceeds the expectations of people in the coming decades