Technical Report UMTRI-2013-16 February, 2013

SAE and ISO Standards for Warnings

and Other Driver Interface Elements:
A Summary

Heejin Jeong and Paul Green

Technical Report Documentation Page
1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No.
UMTRI-2013-16
4. Title and Subtitle 5. Report Date
SAE and ISO Standards for Warnings and February 2013
Other Driver Interface Elements: A Summary 6. Performing Organization Code
account 349636
7. Author(s) 8. Performing Organization Report No.
Heejin Jeong and Paul Green project grant N015317
9. Performing Organization Name and Address 10. Work Unit no. (TRAIS)
The University of Michigan
Transportation Research Institute (UMTRI) 11. Contract or Grant No.

2901 Baxter Rd, Ann Arbor, MI 48109-2150 USA DRDA 13-PAF00740

12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
Hyundai-Kia America Technical Center (HATCI) September 2012 – June 2013
Engineering Design – Packaging/Ergonomics 14. Sponsoring Agency Code

6800 Geddes Rd, Superior Township, MI 48198 USA

15. Supplementary Notes
Attention: Claudia Escobar
16. Abstract
This document summarizes 8 SAE documents (4 information reports, 3
recommended practices, and 1 standard), 8 ISO documents (5 standards, 2 technical
specifications, and 1 technical report), and 3 NCAP documents. Standards and
Recommended Practices describe what must (“shall”) and should be. Information
Reports generally provide useful information and guidance without requirements or
recommendations.
The SAE documents include J2395 (message priority), J2396 (definitions and
measures for visual behavior), J2399 (ACC characteristics and user interface), J2400
(FCW operating characteristics and user interface), J2802 (blind spot system operating
characteristics and user interface), J2808 (Road/LDW system user interface), J2830
(icon comprehension test), J2831 (recommendations for alphanumeric text messages).
The ISO documents include PDTR 12204 (integration of safety warning signals to
avoid conflicts), 15005 (dialog management principles and compliance procedures),
CD 15006 (specification for auditory information), 15008 (specification and tests for
visual information), 16951 (procedure to determine message priority), 17287
(procedure to assess suitability for use while driving), DTS 15007 (measurement of
driver visual behavior).
17. Key Words 18. Distribution Statement
human factors, ergonomics, safety, No restrictions. This document is available
usability, ease of use, warnings, lane- to the public through the National Technical
departure warning, blind-spot warning, Information Service, Springfield, Virginia
adaptive cruise control, backup warning 22161
19. Security Classify. (of this report) 20. Security Classify. (of this page) 21. No. of pages 22. Price
(None) (None) 90
Form DOT F 1700 7 (8-72) Reproduction of completed page authorized

i
 SAE and ISO Standards for Warnings
and Other Driver Interface Elements:
A Summary
UMTRI Technical Report 2013-16, February 2013

University of Michigan
Heejin Jeong and Paul Green Transportation Research Institute
Ann Arbor, Michigan, USA
1 Questions

1. What are the SAE and ISO design standards relevant to the design of in-vehicle
warnings?
2. What are their requirements?

1
2 Methods

Search: the web site of the SAE Safety and Human Factors Steering Committee and
ISO TC 22/SC 13/WG 8 (Road Vehicle Ergonomics: Transport Information and Control
Systems)

Summarize: maintaining the numbering of the original document to aid in retrieving

information and speed of the production of the report
1. scope- keeping quoted passages under 50 words to avoid copyright infringement
2. definitions- not repeating, but all terms defined in the original documents are
listed
3. requirements/recommendations- attempting to distinguish between ‘shall’ and
‘should’

31Results

1. What are the SAE and ISO design standards relevant to the design of in-vehicle
warnings?

16 documents reviewed (8 SAE and 8 ISO documents)

Document # Partial Title
Recommended
document

ITS In-Vehicle Message Priority

Practice J2395
SAE

Recommended
Definitions & Measures for Visual Behavior
Practice J2396
Standard J2399 ACC Characteristics & User Interface

iii
 Information Report FCW Human Factors: Operating Characteristics & User
J2400 Interface Requirements
Recommended Blind Spot Monitoring System: Operating Characteristics &
Practice J2802 User Interface
Information Report
Road/LDW Systems: Human Interface
J2808
Information Report
Process for Testing Icon Comprehension
J2830
Information Report Recommendations for In-Vehicle Alphanumeric Text
J2831 Messages
PD Technical Integration of safety critical warning signals to avoid
Report 12204 conflicts
Standard 15005 Dialogue management principles & compliance procedures
CD Standard 15006 Specifications for in-vehicle auditory information
CD Standard Measurement of driver visual behavior - Part 1: Definitions
ISO Document

15007-1 and parameters

DTS (Draft
Technical Measurement of driver visual behavior - Part 2: Equipment
Specification) & procedure
15007-2
Standard 15008 Specifications & tests for in-vehicle visual information
Technical
Procedure: determine message priority
Specification 16951
Standard 17287 Procedure: assess suitability for use while driving

2. What are their requirements?

Most of documents provide requirements and recommendations clearly, but several

documents involve only the descriptions, not requirements/ recommendations.

Document # Contents and Key Requirements/ Recommendations

- shall consist of at least 3 people from a range of disciplines and
Recommended stakeholder communities
Practice J2395 - shall determine safety relevance (direct, indirect/somewhat, not
(Message relevant), operational relevance (high, moderate, little or none),
Priority) and time frame levels (emergency, immediate, near term,
SAE document

preparatory, discretionary)
(1) terms such as fixation, glance, saccade
(2) independent variables
Recommended - target factors: shall have separation angle of ≥ 20 degrees
Practice J2396 - driver factors: shall be characterized (e.g. age, gender, license,
(Visual visual acuity)
Measures) - experimental conditions
: shall specify road (e.g. type of highway, # and width of lanes)
: shall specify vehicle (e.g. size, type of transmission)
Standard J2399 - should set minimum speed 25 mph

iv
 (ACC) - shall be minimum steady-state following time gap ≥ 1.0 s
- shall be time gap ≥ 1.5 s
- should illuminate stop lamps for a ≥ 0.5 s
- should be min. available time gap ≥ 1.0 s
- should be max. available time gap test ≥ 1.5 s
- shall activate auditory, visual, and/or haptic alert whenever
transition from ACC engaged to manual control
- should be default warning intensity 75 dBA
- shall locate visual display within a 10-degree cone of the driver’s
Information
line of sight
Report J2400
- should be min. zone width of the vehicle, max. zone 3.6 meters
(FCW)
for alert zone
- must satisfy ≥ 5 of 7 trials for passing the entire test protocol
- should be in a forward gear at a min. speed of 37.3 mph
- should be capable of achieving at least 6,000 cd/m2 (luminance)
Recommended
- should be min. subtended visual angle: for the symbol is 24
Practice J2802
arcmins, for a point source (e.g. LED) is 13 arcmins
(Blind Spot)
- should illuminate the ISO symbol or point source in amber not
red
- should use ISO symbol for visual modality
Information - should be different failure modes/malfunctions than the
Report J2808 indication for no road/lane boundaries tracked
(LDW) - shall be speed threshold ≥ 44.74 mph
- operating in reverse is not required
(1) candidate icons shall be
- pre-testable, having a message and general function, context
descriptions given to subjects during testing, 10 - 20 icons
Information should be included
Report J2830 (2) test subjects should be
(Icon Test) - total # 30 - 40, having license, approximately equal mix (age,
gender)
(3) analyze the data for subject response to the icons with 1-9
scales
- should limit navigation instruction to 3 - 4 information units
- should abbreviate words of 5 - 8 letters, using the key
Information consonant and ≥ 8 letters, using first syllable strategy
Report J2831 - should span a min. visual angle of 0.5 degrees for title and other
(Text Format) key elements in a message
- should be all lines and gaps between lines ≥ 0.05 degrees wide
- should limit the # of state change alerts to 3 - 4
Note: for information only
Document

PD Technical (1) classification of warning signals

Report 12204 - 3 levels of criticality (injury and damage, damage, non-safety)
ISO

(Warning - 3 time frames for urgency (immediately, within a few seconds,

Integration) preparation)
- 2 durations of signal (continuous, discrete)

v
 - 3 directions of hazard (front, side, rear of vehicle)
(2) warning signals
- share the same sensory
- are in close spatial proximity
- have the same signal characteristics
- occur simultaneously or in close temporal proximity
- shall not require removal of both hands from the steering wheel
while driving
Standard 15005 - shall not require the continuous visual attention of the driver
(Dialog providing it with input
Management) - shall be consistent with mode, location, orientation and dialog
management
- shall be able to control the flow of information displayed by TICS
- should be frequency range of spectrum 200 - 8,000 Hz
CD Standard - should be non-speech coding have 2 functions, attracting
15006 (Auditory attention and providing information
Information) - temporal classification: short (0 - 10 s), medium (10 - 20 s), long
(> 20s)
(1) terms such as fixation, glance, saccade
(2) should report following parameters and measurements for
CD Standard
consistent recording of comparable data
15007-1 (Visual
- parameters (total glance time, mean glance duration, max.
Definitions)
glance duration)
- measurements (range, 10th, 85th and 90th percentiles)
DTS (Draft Note: for information only
Technical (1) subject parameter (age, sex, distance, years of driving, visual
Specification) legal compliance, visual ability)
15007-2 (Visual (2) interpretation of glance metrics (# of glances, total glance
Measurement) time, glance rate, percentage of transition times)
- shall illumination range ≤ 10 lx (night), = 250 lx (twilight), = 5 klx
(day with diffuse ambient light), = 45 klx (direct sunlight)
- shall be min. contrast ratio 5:1 (night), 3:1 (twilight, day), 2:1
Standard 15008 (direct sunlight)
(Visual - shall continue at least 4 s for observation of image instability
Information) - for alphanumerical character
: should ≥ 20 arc minutes for height
: should be 0.6 - 0.8 for width by height ratio
: shall be 0.08 - 0.2 for stroke width by height ratio
Note: for information only
procedure to determine priority index
Technical 1: select examiner
Specification 2: identify and assemble messages
16951 (Message 3: define driving context and situation
Priority) 4: select the evaluators (at least 5 per a examiner)
5: evaluate criticality (4 levels) and urgency (3 levels) of a
message

vi
 6: develop instructions for the examiner
7: utilize alternative method for determining message priority
Note: such as a high-level of ISO 9000 process
- procedure for assessment
1: define of assessment plan
2: select TICS representation
3: define assessment context
4: definite assessment criteria
5: select assessment method
Standard 17287
6: perform assessment and analyze data
(Suitability)
7: interpret results
- shall define intended use of TICS and the context of use
- should include following for TICS identification: product name
and version, build status, documentations
- shall describe steps taken to prevent reasonably foreseeable
misuse for improper use and misuse
- should identify TICS failures

vii
viii
 TABLE OF CONTENTS

INTRODUCTION ............................................................................................................. 1
METHODS ...................................................................................................................... 5
PRIMARY DOCUMENTS OF INTEREST ....................................................................... 7
SAE Documents ................................................................................................................... 7
SAE Recommended Practice J2395 (Message Priority) .................................................... 7
SAE Recommended Practice J2396 (Visual Measures) .................................................... 9
SAE Standard J2399 (ACC) .............................................................................................11
SAE Information Report J2400 (FCW) ..............................................................................13
SAE Recommended Practice J2802 (Blind Spot) .............................................................17
SAE Information Report J2808 (LDW) ..............................................................................19
SAE Information Report J2830 (Icon Test) .......................................................................21
SAE Information Report J2831 (Text Format) ...................................................................23
ISO Documents ...................................................................................................................27
ISO/PD Technical Report 12204 (Warnin Integration) ......................................................27
ISO Standard 15005 (Dialog Management) ......................................................................30
ISO/CD Standard 15006 (Auditory Information) ................................................................33
ISO/CD Standard 15007-1 (Visual Definitions) .................................................................35
ISO Draft Technical Specification 15007-2 (Visual Management) .....................................37
ISO Standard 15008 (Visual Information) .........................................................................39
ISO Technical Specification 16951 (Message Priority) .....................................................42
ISO Standard 17287 (Suitability) .......................................................................................44
US DOT (NCAP) Documents ...............................................................................................47
NHTSA-2006-26555-0133 (ESC) .....................................................................................47
NHTSA-2006-26555-0134 (FCW) ....................................................................................50
NHTSA-2006-26555-0135 (LDW) .....................................................................................53
CONCLUSIONS ............................................................................................................ 57
REFERENCES .............................................................................................................. 65
APPENDIX A – OTHER SAE STANDARDS ................................................................ 71
APPENDIX B – OTHER ISO STANDARDS ................................................................. 77

ix
x
 INTRODUCTION

Designing motor vehicles that are safe and easy to use is important. To do that,
designers and engineers need information that serves as the basis for design. That
information is available in a variety of forms—books, journal articles, proceedings
papers, technical reports, and most importantly design guidelines and standards. (See
Green, 2001a,b; Green, 2002; Green, 2008a,b. Green, 2011; Green, 2012 for previous
summaries.)

Standards concerning interface design fall into several categories. The first are the “big
10,” the 10 generic human factors/ergonomic standards that have broad applicability.
The include Mil Standard 1472 (U.S. Department of Defense, 2012), AAMI HE 75
(American Association of Medical Instrumentation, 2009), ANSI/AAMI/IEC 62366
(American Association of Medical Instrumentation, 2001), NUREG 0700 (United States
Nuclear Regulatory Commission, 2002), ANSI/HFES 100 (American National Standard
Institute/Human Factors and Ergonomics Society, 2007) and 200 (American National
Standard Institute/Human Factors and Ergonomics Society, 2002), NASA Standard
3001 National Aeronautics and Space Administration, 2009) and NASA SP-2010-3047
(National Aeronautics and Space Administration, 2010), FAA HF-STD -001 (Federal
Aviation Administration, 2007). Because of their broad applicability, these standards
and guidelines are likely to be cited in product liability actions. For example, because of
it is viewed as the human factors bible, Mil Standard 1472 may be cited as relevant,
even if the product is for civilian and not military use.

The second category is Society of Automotive Engineers (SAE) Standards. Although

SAE is technically a global organization, many of its design requirements are U.S.-
centric. SAE documents, all referred to as standards, are of 3 types, (1) standards, (2)
recommended practices, and (3) information reports. Admittedly, referring to all SAE
documents as standards and having standards as a category within standards is
confusing. Standards, as a specific document, contain information describing what
must be done, generally indicated by the use of the word shall. Recommended
Practices describe what it is recommended to do, with should be the appropriate verb.
Information reports are collections of information generally without recommendations.
What makes interpreting these documents confusing is any one of these types of
documents—standard, recommended practice, or an information report--may use the
terms shall and should. Particularly confusing is when the terms should and shall
appear in information reports. Further complicating matters is that SAE has no
enforcement powers for its documents. However, in a product liability action not
complying with recognizing industry standards is very problematic, and not complying
with a recommended practice is also problematic, but not as much.

Table 1 lists SAE Standards relevant to warnings.

1
 Table 1. SAE Standards Related to Warnings

#
SAE Document Partial Title Year
Pages
Recommended
ITS In-Vehicle Message Priority 2002 7
Practice J2395
Recommended
Definitions & Measures for Visual Behavior 2000 13
Practice J2396
Standard J2399 ACC Characteristics & User Interface 2003 11
Information FCW Human Factors: Operating Characteristics
2003 23
Report J2400 & User Interface Requirements
Recommended Blind Spot Monitoring System: Operating
2010 10
Practice J2802 Characteristics & User Interface
Information
Road/LDW Systems: Human Interface 2007 10
Report J2808
Information
Process for Testing Icon Comprehension 2008 14
Report J2830
Information Recommendations for In-Vehicle Alphanumeric
2012 41
Report J2831 Text Messages

The International Standards Organization (ISO) produces information reports (which

convey information) and standards, which are requirements. However, just as with SAE,
ISO has no direct enforcement powers. However, in some countries, to produce or
import a vehicle, type compliance is required, which means that a product must comply
with are recognized standards, such as those of ISO or it cannot be sold or imported.

Relevant ISO documents are listed in Table 2.

Table 2. ISO Documents Related to Warnings

#
ISO Document Partial Title Year
Pages
PDTR (Technical Integration of safety critical warning signals
2011 59
Report) 12204 to avoid conflicts
Dialogue management principles &
Standard 15005 2002 22
compliance procedures
CD (Standard) 15006 Specifications for in-vehicle auditory info 2009 20
CD (Standard) Measurement of driver visual behavior -
2011 18
15007-1 Part 1: Definitions and parameters
DTS (Draft Technical
Measurement of driver visual behavior -
Specification) 2011 18
Part 2: Equipment & procedure
15007-2

2
 Specifications & tests for in-vehicle visual
Standard 15008 2009 26
info
TS (Technical
Procedure: determine message priority 2004 36
Specification) 16951
Procedure: assess suitability for use while
Standard 17287 2003 36
driving

The U.S. government also produces a variety of regulations and guidance documents,
the most notable of which are the Federal Motor Vehicle Safety Standards, with which
compliance is required for vehicles sold in the U.S. The only safety standard of
relevance to this report is the 101 standard, which primarily deals with basic controls
and displays, not the warning systems that are the focus of this report. In addition, the
U.S. Department of Transportation has written 3 guidelines for the New Car
Assessment Program (NCAP) relating to warning systems for lane departure warning,
forward collision warning, and electronic stability control. Europe has a similar program.
Instead of requiring compliance, the NCAP program provides incentives for
manufacturers to provide safety systems by identifying test procedures for those
systems, which if passed, allow manufacturers to identify a safety system on a vehicle
window sticker. The NCAP procedures are primary engineering test to verify under
what conditions the warnings trigger, not human factors documents that specify the
modality or format of warnings.

The NHTSA Visual-Manual guidelines for driver interfaces (U.S. Department of

Transportation, 2012) are an important and related set of guidelines. These draft
guidelines should be updated soon.

Finally, readers should be aware of a variety of research-based guidelines that

recommend how driver interfaces should be designed including the University of
Michigan Transportation Research Institute (UMTRI) guidelines (Green, Levison,
Paelke, and Serafin, 1993), the HARDIE guidelines (Ross, Midtland, Fuchs, Pauzie,
Engert, Duncan, Vaughan, Vernet, Peters, Burnett, and May, 1996), Battelle guidelines
(Campbell, Carney, and Kantowitz, 1997), the (Transport Research Laboratory) TRL
guidelines (Stevens, Quimby, Board, Kersloot and Burns, 2004), Japan Automobile
Manufacturers Association (JAMA) guidelines (2004), and the Alliance of Automobile
Manufacturers (AAM) guidelines (Alliance of Automobile Manufacturers, 2006), and the
EU Statement of Principles (Commission of the European Communities, 2007).

Finally, in addition to these documents, there a number of standards and guidelines

under development related to warnings and driver interfaces. They are shown in Table
3. Of them, SAE J2944 is likely to have surprisingly far reaching effects because
compliance with it may be required for submission of papers to conferences and
journals. That Recommended Practice defines terms such as gap, headway, lane
departure, roadway departure, and other terms that have broad use.

Table 3. Related Standards and Guidelines Under Development

3
 Document Title
SAE J2889 Vehicle Sound Measurement at Low Speeds
SAE J229/1 Measurement of Minimum Noise Emitted by Road Vehicles
SAE Recommended Definitions of Driving Performance Measures and Statistics
Practice J2944
SAE J2972 Definition of Automotive Hands-Free Operation of a Person-to-
Person Voice and/or Data Wireless
SAE J2988 Principles and Guidelines for Voice User Interfaces as a Driver
Vehicle Interface
ISO/NP 17488 Road vehicles – Transport information and control systems –
Detection-Response Task (DRT) for assessing selective
attention in driving

In addition to these standards, ISO 2575, Symbols, is worth noting as it is revised

almost every year to include new symbols.

For additional information on automotive standards, see Green chapter in the Driver
Distraction book (Young, Lee, and Regan, 2008) and Karwowski (2005) review of
standards for Human Factors. Also useful is the 2012 Green webinar on human
factors/ergonomics standard on the Human Factors and Ergonomics Society web site
(HFES.org). Finally, particular valuable are the ISO TC 22/SC 13/WG 8 web site
(http://www.iso.org/iso/home/standards_development/list_of_iso_technical_committees/i
so_technical_committee.htm?commid=46880) and the SAE Safety and Human Factors
Committee web site
(http://www.sae.org/servlets/works/committeeHome.do?comtID=TEITSSHF).

4
 METHODS

To identify standard relevant to warnings, the web site of the SAE Safety and Human
Factors Steering Committee, and ISO Technical Committee 22, Subcommittee 13,
Working Group 8 (ISO TC 22/SC 13/WG 8-Road Vehicle Ergonomics: Transport
Information and Control Systems) were examined. Table 1 lists the documents on the
SAE site and Table 2 lists those relevant to Working Group 8. In addition, selected
documents from ISO TC 204 (Intelligent Transport System), in particular, WG 14
(Vehicle/Roadway Warning and Control Systems) was examined as well.

Each document was read and a structured tabular summary was developed for each
one, attempting to maintain the numbering of the original document to aid in retrieving
information and speed the production of this report. In creating that format, the
challenge was to provide enough information so the content of each document was
apparent without violating copyrights but keeping quoted passages under 50 words, a
rule of thumb that is sometimes used. Thus, the information presented here is intended
as a guide to relevant standards and guidelines, not a substitute for having them or
reading them.

Typically standards and guidelines include a scope statement, a definitions section,

subsequent sections of content, and either near the beginning or at the end, a few
references. Because of the need to summarize documents and avoid copyright
infringements, many of the nuances and wording of the original documents were not
preserved. Definitions were not repeated, but all terms defined in the original
documents are listed. To verify requirements and obtain precise definitions, readers are
therefore encouraged to retrieve the original documents and read them.

5
6
 PRIMARY DOCUMENTS OF INTEREST

This section lists the SAE, ISO, US DOT (NCAP) document of interest in that order.

SAE Documents

SAE Recommended Practice J2395: ITS In-Vehicle Message Priority (7 pages)

Note: This document specifies how to compute message priority, information that is
needed when multiple warnings are triggered at the same time.

1. Scope

for “… OEM and aftermarket ITS … systems for passenger vehicles and heavy trucks.”
… describes “the method for prioritizing ITS in-vehicle messages and/or displayed
information based on a defined set of criteria. Each criterion has a fixed number of
levels that are used to rate/rank a given message or information item to determine its”
priority. The priority is used to determine the order in which messages are presented to
drivers.

2. Definitions
message priority information item filter
information item prioritization criteria
chunk or unit priority order index (POI)

3. How to determine ITS message priority

Procedure Requirements (shall)
select prioritization evaluators - at least 3 people from a range of disciplines
and stakeholder communities
- have good understanding of functions and are
objective
delineate information items (e.g., “turn right onto Poplar in 0.1 mile,”
“toll cost is $1.25”)
categorize each information item (1) requested by driver, (2) continuous visual
information always required by driver, (3)
presented due to external events
determine the priority order index 1) determine safety relevance (direct,
indirect/somewhat, not relevant), operational
relevance (high, moderate, little or none), and
time frame levels (emergency: 0-3 s,
immediate: 3-10 s, near term: 10-20 s,
preparatory: 20-120 s, discretionary > 120 s)
2) determine the priority index rank using the

7
 table provided in the practice (see the
practice for details)
3) have evaluators discuss their rankings,
4) compute mean ranks
5) resolve ties
6) add in new information items into an existing
rank structure

8
SAE Recommended Practice J2396: Definitions and Experimental Measures
Related to the Specification of Driver Visual Behavior Using Video Based
Techniques (13 pages)

Note: This is not a warning standard per se, but describes the terms pertaining to eye
fixations, which may be collected to assess visual warnings.

1. Scope

“defines key terms” for “analysis of video based driver eye glance behavior.” for “real
world trials to … simulator studies evaluating TICS.” … also for other “assessments of
driver visual behavior in the absence of TICS or … systems associated with … (ITS).”
… to create “common source of reference for driver visual behavior data.”

2. References

3. Definitions
direction of gaze sample interval (period)
dwell time separation angle (in-vehicle devices)
fixation target (target location)
frame time off road scene
glance duration transition
glance frequency transition time
glance location probability visual display (TICS or ITS device)
link value probability visual angle
saccade

4. Measure and analyze eye glance behavior in driving

Key Concepts Recommendations (should)
avoid confusing terms need to distinguish between fixations and glances, which
used. can be a series of glances. Fixations are separated by
saccades. (see the practice for details.)
group fixations into - ignore transition times
glances. - assign transition times forward to the next target location
- assign transition times back to the previous target location
- add both transitions to and from a target to that target

5. Develop a glance allocation measure database

Categories Requirements (shall)
required measures and - measure specifications (e.g., number of observations,
statistics mean, variance, frequency distribution of the data)
- target (e.g., road scene ahead, side mirror, side window,
in-vehicle device, instrument panel)
optional statistics e.g., medians, cumulative distributions
conditions baseline and test

9
6. Specification of independent variables
Independent Variables Specification (uncertain if should or shall)
To avoid problems, only a sample
of the specifications are given.
target factors - target: generally includes road scene, mirrors, in-vehicle
displays, controls
- TICS or Information display (overall size, character size,
color, and contrast)
- target calibration exercises
driver factors - subject characteristics (e.g. driver age, gender, licenses,
visual acuity, driving experience)
- subject instructions
- subject debriefing
experimental conditions - road (e.g., type of highway, number and width of lanes,
speed limits)
- traffic (e.g. mean speed and gap)
- lighting (e.g., ambient light level, headlight beam pattern at
night)
- delineation (e.g., lane markings)
- vehicle (e.g., size of vehicle, type of transmission, eye
distance to the screen)

10
SAE Standard J2399: Adaptive Cruise Control (ACC) Operating Characteristics
and User Interface (11 pages)

Note: ACC is not a warning system per se, but SAE J2399 includes requirement for
warnings.

1. Scope

contains … “minimum requirements for ACC system operating characteristics and

elements of the user interface.” for “original equipment and aftermarket ACC systems
for passenger vehicles (including motorcycles)”, but not “commercial vehicles.” Future
revisions … should consider “enhanced versions of ACC and “integration of ACC with
Forward Collision Warning (FCW).”

2. References

3. Definitions
adaptive cruise control (ACC) minimum set speed: v (set_min)
brake minimum steady-state following time
gap: τ (min)
clearance (c) maximum sensor range: d (max)
conventional cruise control (CCC) set speed
forward Vehicle steady state
free-flowing Traffic subject vehicle
maximum selectable time gap: τ (max) system state
maximum set and operating speed: v (max) time gap: (τ)
minimum operating speed for automatic positive acceleration: v (low)

4. Requirements

4.1 Sensor Capability

Categories Requirement (shall)
vehicle types - all motorized road vehicles including
motorcycles
stationary vehicle exemption - be informed if they are not detectable

4.2 Operational Characteristics

Categories Requirement
minimum set speed should be 25 mph, ±10%
minimum operating speed for shall be 20 mph, ±10%
automatic positive acceleration
maximum set and operating should be maximum sensor range divided by
speeds current time gap. see ISO 15622 for compliance
procedure.
minimum steady-state following shall be ≥ 1.0 s

11
time gap
time gap shall be ≥ 1.5 s
stop lamps should illuminate for a minimum 0.5 s

4.3 Operating State Transitions

Categories Requirement (shall)
ACC System States ACC Off, ACC Stand-By, ACC Engaged
ACC disengagement via service brake, accelerator, clutch

4.4 Displays
Categories Requirement/Recommendations
time gap selection indicator shall be displayed when ACC system is first
activated and when a time gap is changed
set speed indicator shall be displayed when driver activates the
ACC system or selects a new set speed (> 5
mph than current speed)
vehicle detected signal should be provided when ACC system is in
engaged state
system malfunction signal / - should remain until ACC system is switched
warning OFF
- for using symbols, refer to ISO 2575
CCC and ACC indicators - for using symbols, refer to ISO 2575
manual control alert - auditory, visual, and/or haptic alert shall occur
whenever transition from ACC engaged to
manual control
- be replaced by a FCW alert (refer to J2400)

4.5 Performance Evaluation Test Methods

Categories Recommendations (should)
minimum available time gap test minimum steady-state time gap ≥ 1.0 s
maximum available time gap test functional time gap ≥ 1.5 s

12
SAE Information Report J2400: Human Factors in Forward Collision Warning
Systems: Operating Characteristics and User Interface Requirements (23 pages)

Note: This specifies how and when FCWs are presented.

1. Scope

“describes elements for a FCW operator interface, as well as requirements and test
methods for systems capable of warning drivers of rear-end collisions.” …for “original
equipment and aftermarket FCW systems for passenger vehicles,” but not “heavy
trucks”. … “could be inappropriate for an ACC system integrated with a FCW system.”

2. References

3. Definitions
forward collision warning (FCW) kinematic situation
systems
active mode lead vehicle (LV)
actual deceleration parameter (ADP) non-functioning
alert zone required deceleration parameter (RDP)
actual acceleration of the LV standby mode
actual acceleration of the SV subject vehicle (SV)
brake system lag telltale visual display
time gap total delay time (DT)
host vehicle actual speed of the SV: V (SV)
imminent collision warning actual speed of the LV: V (LV)

4. Operating Characteristics

4.1 Systems and Information Display Characteristics

Categories Requirements/Recommendations
application of power shall be applied to FCW system at engine
start-up
activation for use should be automatically shifted from standby
mode to the active mode for hazard detection
minimum operating speed should be no greater than 40 kph
maximum operating speed should be no upper speed limit
non-functioning or system limitation brief tone should accompany the onset of the
indication failure or system limitation
built-in diagnostic testing shall be performed automatically each time
the ignition switch is turned on
automatic termination of warnings should terminate the warning automatically if
the problem no longer exists or driver
responds
auditory displays shall be distinctive, non-speech acoustic

13
 warning
default warning intensity should initially be 75 dBA
onset and offset rates should be greater than 1 dB/msec but less
than 10 dB/msec
warning duration should terminate the warning automatically
when the triggering condition no longer exists
interruption of other auditory displays should automatically interrupt or decrease the
volume of other inputs
visual, auditory, and haptic warnings shall not be used for stand-alone imminent
collision warnings
visual display shall be located within a 10-degree cone of
the drive’s line of sight
manual adjustment of visual display - should not be adjust if display is a telltale
intensity - should be restricted if not a telltale
characteristics of the visual crash icon - should be red for collision warning
- should be ISO symbol or alternative given in
document
- should be black on red

4.2 Requirements for the Occurrence of Crash Alerts

Categories Requirement/ Recommendations
geometric minimum width shall be width of the vehicle
characteristics of the (see the document for additional details.)
alert zone
longitudinal conditions - only final stage of multiple-stage alert or single-stage
for alerts (imminent) warning considered
- a crash alert timing for too early, recommended and too
late are given (see document for details)
computing alert timing 1: consider the kinematic conditions which helps these steps
requirements (6 steps) are applicable
2: project the vehicle speeds from current values to the end
of a delay time
3: evaluate the driver acceleration response (that is assumed
to occur after the delay time)
4: compute the minimum range at which an alert would be
needed
5: determine the maximum range at which an alert is required
(e.g. 70 meters for a stopped target vehicle, 90 meters for
a moving target vehicle)
6: if the distance to the lead vehicle is < 5 meters, driver alert
is not required
environment around the - shall function in all weather conditions or warn the driver if
alert zone its operation is limited
- shall operate during day, night, sunrise, sunset conditions or
warn the driver if its operation is reduced
- shall generate alerts when the SV is in danger of imminent

14
 collision with the rear-end of a licensable motor vehicle

5. Performance Evaluation Test Methods

5.1 Testing Criteria and Assumptions

Categories Requirements/ Recommendations
pass/fail criteria 1) timeliness of crash alerts, 2) acceptable frequency of in-
path nuisance alerts, 3) acceptable frequency of out-of-path
nuisance alerts
crash alert timeliness - should not occur later than described by the crash alert
timing recommendation of 3.2
- shall pass 5 of 7 test trials for each crash alert test
in-path nuisance alerts - shall meet the criteria for at least 5 of 7 crash alert tests for
each crash alert test
out-of path nuisance - triggered by objects or vehicles outside the alert zone
alerts - should not exceed a threshold

5.2 Test Procedure Descriptions

# Condition Parameters
1 SV at 100 kph approaches - range at alert onset for nominal conditions
stopped vehicle : too early-144 m (472 ft), recommended-135
m (442 ft), too late- 69 m (229 ft)
- alert window duration: 2.7 s
2 SV 70 kph behind a 70 kph - range at alert onset for nominal conditions
principal other LV that : too early- 91 m (298 ft), recommended- 84 m
changes lanes to reveal a (276 ft), too late- 69 m (229 ft)
stopped vehicle - alert window duration: 1.07 s
3 SV (nominally at 60 kph) 5 levels for following parameters
approaches 10 kph vehicle in - radius of existing curve
a curve - required SV speed
- range at alert onset for nominal conditions
(too early, recommended, too late)
- alert window duration
4 SV at 100 kph approaches a - range at alert onset for nominal conditions
motorcycle that is following a : too early- 99 m (326 ft), recommended- 93 m
truck at 35 kph (305 ft), too late- 60 m (199 ft)
- alert window duration: 2.13 s
5 SV at 50 kph approaches a 30 - range at alert onset for nominal conditions
kph principal other LV : too early- 21 m (70 ft), recommended- 19 m
(64 ft), too late- 12 m (38 ft)
- alert window duration: 1.67 s
6 SV tailgating a principal other - range at alert onset for nominal conditions
LV at 100 kph : too early- 16 m (52 ft), recommended- 15 m
(50 ft), too late- 12 m (39 ft)
- alert window duration: 1.52 s
7 SV at 100 kph principal other - range at alert onset for nominal conditions

15
 LV braking moderately hard : too early- 66 m (216 ft), recommended- 64 m
from same initial speed (209 ft), too late- 62 m (203 ft)
- alert window duration: 0.63 s
8 SV (nominally at 100 kph) 3 levels for following parameters
passes principal other LV - radius of curve
traveling at 40 kph in adjacent - required SV speed
lane in curve
9 SV at 100 kph passes - each lane: 3.5 – 3.8 m
between trucks travelling at 35 - 2 trucks travel in the outer lanes at 35 kph
kph in adjacent lanes
10 SV passes roadside signs 3 levels for following parameters
along straightaways and - radius of curve
curves - required SV speed
11 SV at 100 kph approaches - clearance under the reflector: 4.22 m (13 ft)
overpass - optical retroreflector o simulate a sign
indicating clearance : 0.32 m tall and 0.70 m
wide

5.3 Evaluating Test Results

Test Requirements to Pass the Entire Test Protocol
for tests 1-7 - shall pass the crash
FCW system - must satisfy the in-path nuisance alert timing criteria in 5 or more of
7 trials
for tests 8-11 % of exposures to the nuisance is multiplied by a weight
- test weight: 0.54 (for test 8), 0.27 (for test 9), 1.00 (for test 10), 0.63
(for test 11)

16
SAE Recommended Practice J2802: Blind Spot Monitoring System (BSMS):
Operating Characteristics and User Interface (10 pages)

Note: This document specifies how and when blind spot warnings are presented/

1. Scope

specifies “minimum recommendations for BSMS operational characteristics and

elements of the user interface.” A visual BSMS indicator” is recommended.” … “not
intended to replace … interior and exterior rear-view mirrors … applies to “original
equipment and aftermarket BSMS systems for passenger vehicles.” only... does not
address “Lane Change Warning systems” … (see ISO FDIS 17387).

2. References

3. Definitions
blind spot monitoring system (BSMS) operational zone
lane change warning system adjacent blind spot zone (ABSZ)
subject vehicle visual indicator
symbol FMVSS 111 viewing triangle
BSMS targets (mandatory, optional, non-
target)

4. Requirements

4.1 Operational characteristics

Categories Requirements/ Recommendations
operational speed - shall be in a forward gear at a minimum speed of 60 kph
(37.3 mph)
- may be operational at lower forward speed
criteria for eliciting a - shall be zone on left/right side (see the figure the original
visual indicator document)
- shall give a visual indicator for mandatory targets and may
give a visual indicator for optional targets. BSMS should
not give visual indicator to non-targets.
deactivation - shall inform the user of the activation state at start-up, or
whenever the state changes
- may provide a method to allow permanent deactivation
fault indication shall notify the driver at the time of fault and at all subsequent
vehicle ignition cycles

4.2 Displays
Categories Requirements/ Recommendations
location - shall have indicators for the left and right zones
- shall be located on or near side view mirror
use of ISO symbols - should be used as either the visual indicator or as the

17
 identifier the visual indicator (see ISO/IEC 7000-2796)
- should display the symbol on the passenger’s side as a
reverse image of the driver’s side symbol
color - should illuminate the ISO symbol or point source in amber
- shall not be red
luminance - should provide at least 6,000 cd/m2 (daytime)
- should be dimmable at night to mitigate the potential glare
symbol height (H) - should be minimum subtended visual angle (VA)
: for the symbol is 24 arcmins
: for a point source (e.g. LED) is 13 arcmins

18
SAE Information Report J2808: Road/Lane Departure Warning Systems:
Information for the Human Interface (10 pages)

Note: This document specifies how and when road and lane departure warnings are
presented.

1. Scope

This report describes the design of an interface for a system that “warns drivers if they
are drifting (or have drifted) out of their lane or from the road.” …for “OEM and
aftermarket R/LDW systems for light-duty vehicles on relatively straight roads with a
radius of curvature of 500 m or more..in.. good weather...” … “not designed as a lane-
change monitor”

2. References

3. Definitions
road earliest warning line
road boundary latest warning line
lane lane departure warning
lane boundary road departure warning
departure system incapable
road departure status/function indication
lane departure haptic warning
rate of departure (V) time critical warning
straight road road/lane departure warning system
warning condition

4. Human interface

4.1 Warning levels

- only time for 1 level of warning
- but if cautionary and imminent warning are provided, they might be presented
differently

4.2 Warning presentation modality (ISO requires haptic and/or auditory)

Categories Effectiveness
visual - can be useful as status indications
- for LDW, should be used as a secondary modality only
- use ISO symbol
haptic - effective in alerting derivers quickly
- more easily detected than visual warnings.
auditory - provides faster response time than visual
- perceived as more annoying than visual and haptic warnings
auditory + haptic even though preferred, reaction was slower than haptic alone

19
auditory + haptic enhance performance and reduce time to response

4.3 System Status Indication

Categories Requirements/ Recommendations
enabled vs. disabled status ISO states it should be indicated to the driver
system incapable should be different than the indication for no
- failure modes/malfunctions road/lane boundaries tracked
- below speed threshold - indication must be available at all times that
the system is deactivated
- ‘below speed threshold’ status should be
notified to the driver
- no road/lane boundaries tracked current LDWS will only track 60-90% of
road/lane boundaries when the systems are
enabled

4.4 System Behavior

Categories Requirements
speed threshold shall be equal to 44.74 mph and faster
reverse speeds not required to operate in reverse

4.5 System Control Interface

- System deactivation
- Sensitivity adjustment (Time-to-Line- Crossing)
ISO varies earliest warning line location with rate of departure.

20
SAE Information Report J2830: Process for Comprehension Testing of In-Vehicle
Icons (14 pages)

Note: This document specifies how to test icons (symbols) some of which will be for
warnings.

1. Scope

“describes a process” (which is paper and pencil but could be electronic) “for testing the
comprehension of“ … “ITS active safety symbols or icons (e.g., collision avoidance), or
other” ITS functions … “criteria are used to identify … which … perceived meaning
matches the intended meaning for a … sample of drivers.” …

2. References

3. Process steps

4.1 Step1: Review candidate icons for comprehension testing

Procedure Description
candidate icons for testing - recommended that all icons undergo some pre-testing
- have well defined message for each icon
notes - should include 10-20 candidate icons in each
comprehension test
- will likely reflect many distinct messages

4.2 Step 2: Prepare for comprehension testing

Procedure Description
prepare test materials - prepare icons be similar in size, color, resolution to
production
- place candidate icons on separate sheets of paper,
slides, or computer screens
- should test some standard icons for comparison
- randomize order across subject
- separate different candidates for the same message
- provide examples to subjects
- develop context statements
control for learning effects counterbalancing order to minimize
schedule subjects - should be 30-40 total
- should be licensed drivers
- goal is approximately equal mix of age, gender
- should be representative as possible of the larger
driving population
- typically test in groups of 10-20

21
4.3 Step 3: Conduct comprehension test
Procedure Description
provide subjects with instructions and - indicate context of icon use
examples - explain test task
test candidate symbols with a subjects write down the action, condition etc.,
representative group of subjects icon represents
conduct appropriateness ranking test (if subjects rank order the candidate symbols
not done prior to the comprehension
test)

4.4 Step 4: Analyze comprehension data and summarize results

Procedure Description
analyze data have 2 people score responses for each icon
and reach consensus
if appropriateness ranking data were calculate mean rankings for each symbol
collected, analyze these data (1-9 scale, see document)
interpret and summarize results see document for details.

22
SAE Information Report J2831: Development of design & engineering standards
for in-vehicle text messages (41 pages)

Note: This documents describes the format for text messages, some of which will be for
warnings.

1. Scope

This … provides recommendations for “alphanumeric messages that are supplied to the
vehicle by external (e.g., RDS, satellite radio) or internal (e.g., infotainment system)
sources”. … “contained in this report apply to OEM and aftermarket systems.”

2. References

3. In-vehicle information system (IVIS) information sources

Categories Description
IVIS information - navigation
sources - motorist services (e.g. delivery related information)
- augmented signage
- safety/warning (e.g. immediate hazard warning, road condition
information)
- collision avoidance and vehicle control (e.g. forward collision
avoidance, backing aid)
- comfort, communication , and convenience (e.g. entertainment,
communications)
basic driver - driver maintains vehicle control with periodic views of the road
performance limits - when the uncertainty exceeds a threshold, the driver looks at
the road
life of a message nominal state-> state change-> initiate message entry-> read
message-> initiate message scroll-> message end
(see the figure description on the original document)

4. Design recommendations format

Categories Description
display-relevant - time urgency: 0-3 s (emergency), 3-10 s (immediate), 10-20 s
message content (near term), 20-120 s (preparatory), >120 s (discretionary)
- criticality: low or high
- driving context dependency: related or unrelated
- message length: ≤ 3 information units (short), 4-6 (medium), ≥
7 (long)
- message structure: structured or unstructured
message format - words vs. abbreviations
characteristics - font
- color
- message length (usually number of lines)

23
flow parameters how it enters the display and subsequently information is
presented and/or accessed

5. Recommendations for display-relevant message content

Characteristic Description Recommendations
message - time urgency (emergency, - should precede high-priority
priority, immediate, near term, information with an alerting tone
urgency, and preparatory, discretionary) - need highly time urgency
criticality - criticality (highly, messages to be salient and
moderately, little or no compelling to attract the driver’s
relevant) attention
- need highly critical messages to
convey priority and relative
importance
message - 2 units (e.g. crash ahead) - minimize what the driver needs to
length - 4 units (e.g. road read
construction on interstate 5) - should limit navigation instructions
- 6 units (e.g. interstate 380 to 3 or 4 information units
closed for construction - limit messages presented while the
between Iowa City and vehicle is moving to 4 units of
Cedar Rapids) information
- 8 units (e.g. Road
construction next 5 miles.
Take highway 6 to Lone
Tree, turn left on highway
214)
message style - staccato: message in brief, - use short form or staccato when
incomplete sentences retention is important
- short form: message as - use signal word at the beginning of
short or partial sentences the message to help convey
- conversational: message in message purpose
full sentences, all
descriptors and connecting
words
driving context - related: linked to driver - use caution in augmenting an
dependency control auditory display with a redundant
- unrelated: no relation to visual head-down text display
driving context - focus on enhancing driver’s
understanding and response time
- impose standard rules for
abbreviating words
- generally, words of 5 to 8 letters
should be abbreviated using the
key consonant strategy and word
9 letters or more should be
abbreviated using first syllable

24
 strategy
- street names should not be
abbreviated
font design goal for symbol font is - character dimensions should
to avoid extensive flourishes comply with ISO 15008
and embellishments of the - titles and other key elements in a
symbols message should span a minimum
visual angle of 0.5 degrees
- all lines and gaps between lines
should be at least 0.05 degrees
wide
color and the color combination used to - use light characters on a dark
accentuation present messages and the background
methods used to draw the - use ISO 15008 color specifications
driver’s attention to particular - double-stroke characters can be
content within a message used to accentuate text
display length the amount of information - for short messages, displaying
presented on the display one line of text is proper for
during a single scrolling reading and comprehension

5. Recommendations for message presentation and flow parameters

Categories Description Recommendations
state change - intra-message state - should use a different method for
indication and change - to alert inter-message state changes than
message derivers that additional intra-message state changes
initiation information is available - use auditory alert when a previously
within a message static visual display changes
- inter-message state - limit the number of state change alerts
change - to alert drivers to 3 or 4
that new information is
available
message entry how information is - prefer static display for longer
introduced on the display messages
- leading messages require a smooth
continuous horizontal motion across
the screen and if jumped use 5
characters
scrolling how much information is - when a single line of information is
strategy advanced upon each presented, the line-by-line and page-
activation of scrolling by-page scrolling strategies are
equivalent

25
scroll control how control of scrolling of - keep the user in control, the system
information is allocated should serve the driver, not the other
way around
- should give user control of message
initiation so vehicle stable prior to
beginning a message

26
ISO Documents

ISO/PD Technical Report 12204: Road Vehicles - Ergonomics aspects of transport

information and control system - Integration of safety critical and time critical
warning signals: Information of avoiding conflicts (59 pages)

Note: This report provides information on designing an interface to deal with multiple
warnings being triggered at the same time.

1. Scope
… “integration of … warning signals into existing in-vehicle messages presented to a
driver.” … 1) … approaches for determining if … vehicle system may “degrade the
driver’s comprehension of, or response to, safety-critical warning signals from another
system(s)”, … 2) … methods for “assessing and addressing potential integration
conflicts.” … not provide “prescriptive guidance in how to design an integrated warning
HMI.”

2. Definitions
abstract visual signal safety-critical signal
active safety warning system scenario
auditory icon signal
ambient noise symbol
comprehensibility telematics
criticality level time-critical signal
distinguishability tone
event urgency level
human machine interface voice message
priority warning event
response time warning signal

3. Symbols and abbreviated terms

ACC (Adaptive cruise control systems) HMI (Human machine interface)
BSM (Blind spot monitoring) HUD (Head up display)
CSW (Curve speed warning System) LCDAS (Lane change decision aid
systems)
ERBA (Extended-range backing aid LCM (Lane change/merging warning
systems) systems)
ESC (Electronic stability control) LDWS (Lane departure warning systems)
FCW (Forward Collision Warning) LKAS (Lane keeping assistance systems)
FVCWS (Forward vehicle collision warning MALSO (Maneuvering aids for low speed
systems) operation)

27
4. Warning signals and situations

4.1 Classification of warning signals (4 characteristics)

Characteristics Description
criticality - “injury and damage” level to avoid possible severe or fatal injury
(3 levels) - “damage” level to avoid a low-speed collision causing vehicle and
possibly risk the safety of occupants and pedestrians
- non-safety-related signal (e.g. traffic congestion and weather
information)
urgency - respond immediately (0 - 3 s)
(3 time frames) - respond within a few seconds (3 -10 s)
- response preparation (10 - 120 s)
- information only (no direct driver action or decision required)
duration of - continuous (until end of the event)
signal (2) - discrete (independent of the duration of the event itself)
direction of - front of vehicle
hazard (3) - side of vehicle
- rear of vehicle

4.2 Hazard perception by drivers (3 levels)

Categories Description
visible and detected by situations the driver is easily able to see (e.g. lead vehicle
the driver braking)
visible but not detected - driver failed to look (e.g. vehicle in adjacent lane)
by the driver - driver looked but did not see because of cognitive
distraction
not readily perceptible e.g. losing traction due to hydroplaning or ice, a stopped car
to the driver on a blind curve

4.3 Vehicle system that signal the driver (4 types)

Systems requiring Description
both time- and safety-critical - active safety vehicle dynamic system (e.g. electronic
response stability control system)
- driver assistance system with warning signal
- driver assistance system with warning signal and
intervention
time-critical, but not safety- - vehicle condition information system
critical response - navigation system
safety-critical, but not time- e.g. low tire pressure signal
critical response
neither safety-critical, nor e.g. entertainment, communication and other
time-critical response telematics systems

4.4 Possible driver responses (2 types)

Categories Description
preparation after directing one’s attention to a certain object/event, drivers prepare

28
 to respond behaviorally by deciding on an action
responses - hard braking or acceleration to avoid crash
- emergency steering maneuver to avoid crash
- terminate of initiated or intended action to avoid crash
- retake control (from an autonomous control system)

5. Discussion of integration vs. prioritization

Categories Description
prioritization “relative importance of ≥ 2 messages, which determines their
ranking in a time sequence or emphasis of presentation” (ISO/TS
16951)
integration organization of signals into a unified and coherent HMI

6. Distinguishability and Comprehensiblity

Categories Description
distingushability ≥ 2 warning signals that indicate different events and expect different
response should be capable of being separately perceived
comprehensiblity safety criticality, urgency, driving situation, and hazard direction

7. Warning integration is needed where

Warning signals Description
share the same sensory - possibility for the driver to become overloaded
mode - the primary task is largely a visual task
are in close spatial difficult to distinguish which warning signals is indicated
proximity
have the same signal a difficulty distinguishing between multiple warning signals
characteristics which indicate hazards (e.g. spoken warnings from
FVCWS and BSM)
expectations about driver may assume frequently-issued signal is indicated
frequent vs. infrequent
may misled the driver
occur simultaneously or - driver may be confused, startled, or distracted
in close temporal - difficulty making a decision
proximity

8. Methods for integrating warning signals

Methods Description
adjust thresholds for when a warning signal is issued or discontinued
select modes compatible with mode’s urgency and criticality
enhance distinguishability - spatial
- temporal
modify salience from other warning signals

29
ISO Standard 15005: Road vehicles- Ergonomic aspects of transport information
and control systems - Dialogue management principles and compliance
procedures (22 pages)

Note: These principles and assessment procedures apply to warnings when there is
some significant interaction involved, a dialog.

1. Scope

…”presents ergonomic principles for the design of the dialogues that take place
between the driver of a road vehicle and the vehicle's transport information and control
systems (TICS) while the vehicle is in motion. It also specifies compliance verification
conditions. It is not applicable to … TICS failures or malfunctions.”

2. References

3. Definitions
primary control manufacturer
secondary control primary driving task
control action prompt
data entry sensory mode
dialogue status
dialogue effectiveness system acknowledgement
dialogue efficiency system initiated information
dialogue management system mode
display task
distraction transport information and control system (TICS)
driver timing
dwell time traffic situation relevant information
function vehicle in motion
H-point vehicle not in motion
interface

4. Application

5. Dialog principles

5.1 & 5.2 Appropriate for use while driving

Principles Requirements/ Recommendations
compatible with - whenever TICS provides driving control, response to driver
driving operation of these controls shall not be adversely affected
- shall not require removal of both hands from the steering wheel
while driving
- displays and controls shall be designed and positioned such that
both the driving task and the TICS function can be accomplished
in an unhindered manner

30
 - functions not intended to be used by the driver while driving shall
be inaccessible for, or inoperable by, the driver, or both, when the
vehicle is in motion
simple - should be designed to maximize understanding and facilitate
operation
- should optimize physical and mental driver effort and minimize
distraction
timing fitting its - shall regulate the flow of information into sufficiently short and
priority concise groups that can be easily perceived
- shall not require the continuous visual attention of the driver
providing it with input
- shall respond to or acknowledge driver input in 250 ms
- shall be designed to guide the driver in giving a priority to the
information displayed
- should not limit the amount of time within which the driver has to
respond when providing inputs
- should maintain visually displayed information for as long as
needed

3.2 Appropriate for the TICS task

Principles Requirements/ Recommendations
consistency - shall be consistent with mode, location, orientation and dialogue
management
- state changes shall be displayed without driver action, and
information about current TICS states shall be displayed either
continuously or on request
- should be appropriate and consistent with the content and
characteristics of the information
controllability - driver able to terminate a dialogue at any step
- able to resume the dialogue at the point of interruption or at the
last completed control action
- shall be able to control the flow of information displayed by the
TICS, except several case
- should be designed and positioned to avoid their inadvertent
operation
- should be able to select the TICS information to be displayed from
that available within the TICS

31
3.3 Appropriate for the driver
Principles Recommendations
self-descriptiveness - particular input should be made obvious to the driver
- only symbols, signals, tell-tales, graphical elements and terms
conformity with - content and style for inducing the understanding of the driver
driver expectations - consistent, simple vocabulary and syntax
error tolerance - when incorrect input, should request driver confirmation when
there is an apparent deviation
- when incorrect inputs, should support drivers in achieving their
intended goals
- no driver input should cause undefined TICS states or failures

32
ISO/CD Standard 15006: Road vehicles- Ergonomic aspects of transport
information and control systems - Specifications for in-vehicle auditory
presentation (20 pages)

Note: These specifications for auditory characteristics apply to warnings.

1. Scope
…“establishes ergonomic specifications for the presentation of auditory information
related to transport information and control systems (TICS) through speech or sounds. It
applies … when the vehicle is in motion… set of requirements and recommendations for
… for maximizing auditory signal intelligibility and utility while helping prevent …
overload.

2. References

3. Definitions
ambient auditory noise safety warning
audibility signal-to-noise ratio (SNR)
auditory signal sone
comprehensibility sound pressure level
distinguishability specific loudness spectrum
loudness time-critical signal
main audible component tonal signal
narrowband spectrum unit of information
safety criticality

4. Signal specifications
Categories Requirements/ Recommendations
spectrum - recommended frequency range is 200 - 8,000 Hz
- tones: the main audible component should be 400 - 2,000 Hz, should
avoid pure tones
signal levels - maximum audibility is main criterion for selecting a sound level
- in-vehicle audibility should be as high as possible. 5 - 250 sones to
prevent hearing damage, signal-to-noise ratio > 1.3
- appropriate for the warning
- time from onset to full loudness: < 30 ms

33
5. Coding of information
Categories Description/ Recommendations
temporal classification of short-/medium-/longer- term respond to auditory signals (0 -
auditory signals 10 s/10 - 20 s/> 20s),
non-speech coding (tonal - should have 2 functions: attracting attention and providing
signals) information
- number of tonal signals should be limited for
comprehensibility and distinguishability
- both visual and tonal information should be presented at
the same time
speech coding - should have simple, consistent vocabulary
- signal: maximum number of information units should be <
6 and provide key words
- should provide redundant visual displays and key words

34
ISO/CD Standard 15007-1: Road vehicles- Measurement of driver visual behavior
with respect to transport information and control system - Part 1: Definitions and
parameters (17 pages)

Note: If eye fixation data is used to assess warnings, this standard specifies the
measures and statistics to collect and report.

1. Scope

“defines key terms and parameters applied in the analysis of driver visual behaviour
focused on glance and glance related measurements.” …for.. “real-world trials to
laboratory-based driving simulator studies.” … “could also apply to more general
assessments of driver visual behavior” ... serve as “a common source of reference for
driver visual behavior data.”

2. References

3. Terms and Definitions

accommodation fly through (artefactual fixation)
adaptation sample interval
direction of gaze area of interest (AOI)
fixation transition
glance visual angle
saccade visual demand
smooth pursuit movement visual display
“normal” blink minimum glance duration
“long” blink

4. Definition of metrics

4.1 Basic measures

duration of diversion transition time
dwell time scan duration
glance duration

4.2 Glance metrics

number of glances glance location probability
total glance time percentage of non-driving relevant glances
durations
mean glance duration link value probability
glance rate time off road-scene-ahead (TORSA)
area of interest attention ratio percentage of time off road-scene-ahead
(PTORSA)
maximum glance duration percentage of transition times

35
5. Data collection and analysis sources
Guidance Source
guidance on the collection and ISO 15007-2
analysis of driver visual behavior data
guidance of how to treat missing data Annex A of ISO 15007-2
guidance on the categorization and Annex A of ISO 15007-1
interpretation of experimental data
statistical interpretation of data ISO 2854, ISO 13245

6. Data presentation should include

To enable consistent recording of comparable data, following parameters and
measurements should be reported.
Categories Description
parameters - condition/task/subtask/sub-subtask duration
- total glance time
- mean glance duration
- maximum glance duration
- area of interest attention ratio
- glance rate
- measurement type
measurements - range
- 10th, 85th and 90th percentiles
- percentage of extended duration glances

36
ISO Draft Technical Specification 15007-2: Road vehicles- Measurement of driver
visual behavior with respect to transport information and control system - Part 2:
Equipment and procedure (18 pages)

Note: This document, a companion to part 1, describes in a very general manner how
to collect eye fixation data, which could be collected for warnings.

1. Scope

provides … ”guidelines on equipment and procedures for analyzing driver visual

behavior, … to enable assessors of transport information and control systems (TICS)” to
“plan evaluation trials, specify (and install) data capture equipment, and validate,
analyze, interpret and report visual-behavior metrics … “applicable to both road trials
and simulated driving” but not “head-up displays.”

2. References

3. Definitions

Given in ISO 15007-1

4. Evaluation and trial planning

Categories Description
subject selection - representative sample from the target population for the
specific TICS
- categorized by age, sex, visual ability, and driving experience
trial procedures - roadway/traffic specification:
- vehicle specification
- TICS specification
- subject training
- data exclusion
- experimental conditions, tasks, subtasks, sub-subtasks, and
relationship

5. Recording equipment
Categories Description
eye-tracking 2 different methods
equipment - head-mounted eye-tracking systems
- remote eye-tracking systems (both are including scene camera,
eye camera, infrared LED, CPU, Eye-tracking software)
additional recording - cameras, video monitors
equipment - microphones
- event markers
- head tracker
installation generally, the systems and procedures should not obscure the

37
 driver’s view of the roadway and not cause the driver any
unnecessary distraction

6. Data reduction
Categories Description
sample interval 2 regimes
- reduction of the entire experimental session
- reduction of the forward view and other region-of-interest pairs
summary data - subject parameter (age, sex, distance, years of driving, visual
legal compliance, visual ability, exclusion criterion)
- experimental design parameter (experimental conditions,
factors, duration of condition, independent/dependent
variables, type of road, traffic density)
- TICS and control condition parameter (system, tasks, subtasks
per task, task and subtask pacing)
- visual data classification parameter (number of regions,
start/stop of experimental conditions)

7. Data analysis and presentation

Categories Description
interpretation of - number of glances
glance metrics - total glance time
- mean glance duration
- glance rate
- maximum glance duration
- glance location probability
- percentage of non-driving relevant glances durations
- link value probability
- time off road-scene-ahead, percentage of time off road-scene-
ahead
- percentage of transition times
interpretation of necessary when drawing conclusions about visual behavior and
multiple glance driver workload
metrics

38
ISO Standard 15008: Road vehicles- Ergonomic aspects of transport information
and control systems - Specifications and test procedures for in-vehicle visual
presentation (26 pages)

Note: These image quality and legibility specifications apply to warnings.

1. Scope

“specifies minimum requirements for the image quality and legibility of displays
containing dynamic (changeable) visual information” … while the vehicle is in motion.
This … is applicable to mainly “perceptual, and some basic cognitive, components of
the visual information, including character legibility and color recognition.” This
document does not consider coding, dialog characteristics, HUDS, camera images, or
maps.

2. References

3. Definitions
adaptation flicker
blink disability glare
brightness discomfort glare
critical specular line (CSL) jitter
chromatic legibility
contrast map
contrast ratio night condition
cyclopean eyellipse pixel
day condition quasi static information
direct sunlight condition redundantly presented information
dynamic information segment
eyellipse twilight condition

4. Requirements and measurement methods

Generally for test, temperature (18 - 28 °C) and illumination (stable state). Refer to SAE
J 1757/1: 2007 for details.

39
4.1 Design viewing position and illumination range
Categories Requirements
design viewing position - contrast shall only be fulfilled in the direction of the critical
specular line for direct sunlight conditions
- standard default for angles
illumination range - night: shall not exceed 10 lx (± 5%)
- twilight: shall be 250 lx (± 5%)
- day with diffuse ambient light: shall be 5 klx (± 5%)
- direct sunlight: shall be 45 klx (± 5%)

4.2 Display illumination, minimum contrast, luminance and polarity

Categories Requirements/ Recommendations
display illumination should have a brightness control which allows adjustment
over a suitable range
minimum contrast ratio shall be 5:1 (night), 3:1 (twilight, day), 2:1 (direct sunlight)
display mode - negative display mode (light symbols on a dark
background) should be used under the light condition
- for non-sheltered displays, positive display mode (dark
symbols on a light background) should be used for
reducing the visibility of reflections

4.3 Color combinations

Only certain symbol/background color combinations are acceptable. (refer to the table
on the original document)

4.4 Alphanumerical character dimensions

Categories Requirements/ Recommendations
height Recommended ≥ 20 arc minutes (5.815 radians)
width by height ratio - should be between 0.6 and 0.8
- wider range of 0.5 -1 may be used when particular
factors are important (e.g. line length, proportional
spacing)
stroke width by height ratio shall be between 0.08 and 0.2
spacing depends on if there exists adjacent parallel lines to the
characters

3.5 Pixel matrix character format

Categories Requirements/ Recommendations
upper and lower case of shall be at least 5 x 7 pixel for alphanumeric characters, 4
alphanumeric characters x 5 pixel for subscripts and superscripts etc.
automotive symbols should be minimum 32 x 32 pixel matrix (see ISO 2575)
Chinese and Japanese shall be minimum 16 x 16 pixel matrix
characters

3.6 Reflections and glare – should minimize effect on drivers

40
3.7 Characteristics of presentation
Categories Requirements/ Recommendations
image instability - image should be free from temporal and spatial instability
- observation shall continue at least for 4 s
image blinking - should be used only when attracting attention and informing
about critical conditions
- should be single frequency of 1 Hz to 5 Hz with a duty cycle of
50%

41
ISO Technical Specification 16951: Road vehicles- Ergonomic aspects of
transport information and control systems - Procedure for determining priority of
on-board messages presented to drivers (36 pages)

Note: This report provides information on compute the priority of warnings so that if
multiple warnings occur at the same time, they can be presented in priority order.

1. Scope

“provides … two… methods … for determining the priority of on-board messages

presented to drivers of road vehicles by TICS and other systems. … applicable to ...
navigation, … traffic advisories, … warnings, systems status, … as well as to messages
from non-TICS sources such as telephone, warnings and telltales.

2. Definitions
contents of message message management system
criticality priority
display priority index
driving scenario
evaluator system-initiated message
examiner transport information and control system (TICS)
Kc (weighing of criticality) urgency
Ku (weighing of urgency)

3. Procedure to determine priority index

Procedure Description
1. select examiner shall be familiar with the prioritization process, knowledgeable
on message management, automotive experience to
coordinate the data preparation, analysis, and reporting
2. identify and shall 1) collect the messages which generally represent the
assemble messages aggregate output by the TICS and non-TICS and 2) prepare
them for presentation to the evaluators
3. define driving - consider the sensing capability of the vehicle
context and situation - consider in developing the driving scenarios (e.g. trip
context, road environment, traffic situation, vehicle
condition)
- document the driving context and situation
4. select the evaluators - select a minimum of 5 evaluators per a examiner
- experienced human factors and road safety practitioners
5. evaluate criticality - shall ensure that evaluators understand the concept of
and urgency of a criticality and urgency
message - 4 criticality rating scales (no injury including no vehicle
damage, no injury including vehicle damaged, injury or
possible injury, severe or fatal injury)
- 3 urgency rating scales (information only, response
preparation, respond within a few seconds, respond

42
 immediately)
6. develop instructions record information about each evaluator, create the
for the examiner questionnaire, explain the evaluation items and contents of
the message in the questionnaire etc
7. utilize alternative priority matrix method which determines priority subjectively
method for determining by having subject matter experts make pair-wise comparisons
message priority of all messages (see Annex A on the original document)

4. Compute the priority index (weighted mean value of criticality and urgency ratings)
See the original document for details.

5. Application of results
Categories Description
prioritization of priority - designers should use the priority rankings, particularly for
ranking auditory messages, to avoid the simultaneous messages.
- if the standard deviation of one message is extremely larger
than other messages, take steps to avoid overlap.
how to deal with replacement evaluators should be selected from a similar
additional messages discipline as previous evaluators
documentation - evaluators’ profiles
- list of messages with driving situations and consequences if
a message is ignored
- priority index of each message

43
ISO Standard 17287: Road vehicles- Ergonomic aspects of transport information
and control systems - Procedure for assessing suitability for use while driving
(36 pages)

Note: In many ways one could think of this document as a high-level ISO 9000-like
process to develop a usable and easy to use driver interface. It is unknown how many
manufacturers and suppliers actually follow this process.

1. Scope

… “specifies … procedure for assessing whether specific TICS (transport information

and control systems), or a combination of TICS with other in-vehicle systems are
suitable for use by drivers while driving” (including improper use and foreseeable
misuse). “It addresses … context of use, task description and analysis, the assessment
process, and documentation.”… but does not recommend specific assessment
variables or acceptance criteria.

2. References

3. Definitions
suitability intended use
interference manufacturer
controllability method
efficiency misuse
learning mode
assessment performance
behavioral adaptation primary driving task
context of use satisfaction
criterion task analysis
workload technique
environment transport information and control systems
(TICS)
failure tool
failure modes and effects analysis usability
HMI component variable
improper use

44
4. Requirements and recommendations

4.1 User-oriented TICS description and context of use

Categories Requirements/ Recommendations
introduction shall define intended use of the TICS and the context of use
general description should include following elements:
- market (for which product is intended)
- general function performed by the system
- technical context (including comparisons with existing
systems)
- benefits (3 levels of driving task- navigating, maneuvering,
and handling)
TICS Identification should include following elements:
- product name and version (a one line description)
- manufacturer (name, address, contact points)
- subsystems (including HMI components)
- build status (the state of development)
- documentation (including the suitability assessment)
context and restrictions should consider following elements:
for intended TICS use - vehicle, driver, road, traffic
- other environment and infrastructure
improper use and shall describe steps taken to prevent reasonably foreseeable
misuse misuse (e.g. using an ACC system as a collision warning
system, using a large-scale map as a driving aid in fog)
failures - should be identification of TICS failures
- the way in which the failure will be apparent to the driver
shall be described
- the consequences of failure on TICS operation should be
considered

4.2 Task description and analysis

Task Description
first level tasks significant system task (e.g. route guidance destination entry)
second level tasks - individual sub-tasks for completing the first level task
- decomposition to further levels can be undertaken as
required for the assessment
typical task frequency frequency with which the sub-task is carried out (e.g. once per
journey or every maneuver)
task priority (and time - qualitative description of the importance of the second level
pacing) task for safety
- time interval should be estimated
exceptional space for comments (e.g. where 2 maneuvers are required in
environments or close succession)
scenarios

45
4.3 TICS Assessment
Categories Description
when to assess at various stages of the product design life-cycle
(specification, development, prototype, manufacture,
deployment)
aspects to be interference with the driving task, controllability, efficiency, and
assessed ease of use while learning (e.g. driver’s workload, driver’s
performance of driving task)
assessment process 1: define of assessment plan
2: select TICS representation
3: define assessment context
4: definite assessment criteria
5: select assessment method
6: perform assessment and analyze data
7: interpret results

46
US DOT (NCAP) Documents

For additional information, see the U.S. NCAP site,

http://www.globalncap.org/NCAPProgrammes/Pages/USNCAP.aspx. Most recent
versions of the NCAP test procedures can be obtained from regulation.gov by entering
the docket number (2006-26555) and filtering the search for “rule only.”

NHTSA-2006-26555-0133: Laboratory Test Procedure for the New Car Assessment

Program Electronic Stability Control System Testing and FMVSS No. 126,
Electronic Stability Control Systems Indicative Test for Compliance (80 pages)

Note: The primary human interface requirements for ESC is that malfunction and off
telltales be provided.

1.0 Purpose and Application and General NCAP and FMVSS No. 126 Requirements

“This document … is applicable to passenger cars, multipurpose passenger vehicles,

trucks and buses with a gross vehicle weight rating of 4,536 kilograms or less….
Vehicles to which this standard applies must be equipped with an ESC system that is
capable of applying brake torques individually to all four wheels …, is operational during
all phases of …, except when the driver has disabled ESC, the vehicle speed is below
20 km/h (12.4 mph), the vehicle is being driven in reverse or during system
initialization, ...” The document also provides requirements for maximum acceptable
yaw rate.

13.2 ESC MALFUNCTION AND “ESC OFF” TELLTALES --- LOCATION, LABELING
AND BULB CHECK (Data Sheet 3)

“verify that it” (the ESC tell tale) “is mounted inside the occupant compartment in front of
and in clear view of the driver. ….”

And “the malfunction telltale symbol or abbreviation is as specified in FMVSS No. 101.”
…verify that it “(ESC OFF”) “is mounted inside the occupant compartment in front of
and in clear view of the driver.” and “the ESC Off telltale symbol or abbreviation is as
specified in FMVSS No. 101 and that they work properly.

13.8 Slowly Increasing Steer (SIS) Maneuve13.8 SLOWLY INCREASING STEER (SIS)
MANEUVER (Data Sheet 7)

“The SIS maneuver is used to characterize the lateral dynamics of each vehicle. The
maneuver is used to provide the data necessary for determining the steering wheel
angle capable of producing a lateral acceleration of 0.3 g. This steering wheel angle
is then used to determine the magnitude of steering required during the sine with
dwell maneuver executed in section 13.9.”

Steer left “and measure the lateral acceleration at the 30 degree steering wheel
angle.” Drive “in a straight line at 80 + 2 km/h (50 + 1 mph)” and … “activate the

47
ST EXECUTION ….Continued
steering controller. …”The 30 degree steering wheel angle must be held constant
for two seconds “…. The steering wheel is then returned to zero degrees”.
…”Measure the lateral acceleration at the 30 degree steering wheel angle.”

Figure 1. Slowly Increasing Steer steering profile.

13.9 VEHICLE LATERAL STABILITY AND RESPONSIVENESS (SINE WITH DWELL

MANEUVER)
Repeat step I. through K. until three SIS maneuvers to the right have
completed where the lateral acceleration falls within 0.50g to 0.60g, t
speed was 80+ 2 km/h (50 + 1 mph), and the maximum steering angl
constant for two seconds after which the maneuver was concluded. T
time permitted between each test run maneuver is five minutes. For
three test runs document the time, steering wheel angle and lateral a

Obtain raw lateral acceleration data by filtering with a 12-pole phasele

Butterworth filter and a cutoff frequency of 6Hz. The filtered data is th
remove sensor offset utilizing static pretest data. The lateral accelera
the vehicle CG is determined by48removing the effects caused by vehi
and by correcting for sensor placement via use of coordinate transfor
data collection, the lateral accelerometer shall be located as close as
“The vehicle is subjected to two series of test runs using a steering pattern of a sine
wave at 0.7 Hz frequency with a 500ms delay beginning at the second peak amplitude
as shown in Figure 3 (the sine with dwell test). During the test runs, one series uses
counterclockwise steering for the first half cycle, and the other series uses clockwise
steering for the first half cycle. …”

49
 NHTSA-2006-26555-0134: Forward Collision Warning System Confirmation Test
(40 pages)

Note: This document describes a process for assuring the proper functioning of an
FCW system. Basically, the human interface requirement is that a warning of some
type be provided, when the TTC is 2.0 to 2.4 s depending on the condition.

1 & 2 Purpose and General Requirements

“This laboratory test procedure provides specifications for conducting tests to confirm
the existence of a Forward Collision Warning (FCW) system on a passenger vehicle
with a gross vehicle weighting rating (GVWR) of under 10,000 pounds … This test
evaluations the ability of a forward collision warning system to detect and alert drivers of
potential hazards in the path of the vehicle. Three driving scenarios are utilized to
assess this technology. In the first test, a subject vehicle (SV) approaches a stopped
principle other vehicle (POV) in the same lane of travel. A second test begins with the
SV initially following the POV at the same constant speed. After a short while, the POV
stops suddenly. The third test consists of the SV traveling at a constant speed,
approaching a slower moving POV, which is also being driven at a constant speed.”

10 Definitions

FCW systems provide an audible, visual, or haptic warning, or any combination thereof,
to alert the driver of an FCW-equipped vehicle of a potential collision with another
vehicle or vehicles in the anticipated forward pathway of the vehicle. FCW may be
provided in combination with adaptive cruise control (ACC); however use of any form of
ACC automatic vehicle control is not permitted during the following tests. Non-adaptive
cruise control shall not be permitted during the following tests. The driver shall modulate
the throttle.
12.2 Test 1 – Subject Vehicle Encounters Stopped Principal Other Vehicle on a
12.0
Straight Test Execution and Test Requirements
Road
Test – Subject
This 1test Vehicle
evaluates the Encounters Stopped
ability of the FCW Principal Other
function to Vehicle
detect on a Straight
a stopped lead
Road
vehicle.

12.2.1 12.
Test 1 Alert
Test Criteria
Execution and Test Requirements
The FCW
12.2.1 Testalert shall
1 Alert be issued when the time-to-collision (TTC) is at least 2.1
Criteria
seconds. The TTC for this test shall be calculated by considering the speeds of
the SV
The FCW and theshall
alert lead be
vehicle (POV)
issued whenatthe
thetime-to-collision
time of the FCW(TTC)
alert is
(i.e., when2.1
at least theseconds.
SV
and POV speeds are nominally equal to 45 mph and 0.0 mph) (72 and 0 km/h),
respectively).
50
12.2.2 Test 1 Procedures

1. The POV (e.g., a midsize sedan or a dummy vehicle fixture) shall be parked
 d. The yaw rate of the SV must not exceed ±1.0 deg/sec during the test.

5. Nominally, the Test 1 series is comprised of seven individual trials. The FCW
system must satisfy the TTC requirement of Section 12.2.1 for at least five of
the seven test trials to successfully pass Test 1. If the first five of the seven
individual test trials satisfy the Section 12.2.1 TTC requirement, it is not
The TTC for this test shall be calculated by considering the speeds of the SV and the
necessary to perform additional trials to verify that two consecutive failures
lead vehicle (POV) at the time of the FCW alert (i.e., when the SV and POV speeds are
not take place. If more than seven test trials are collected, only the first seven,
nominally equal to 45 mph and 0.0 mph) (72 and 0 km/h), respectively).
valid trials will be considered for the Pass/Fail criterion.
12.2.2 Test
not exceed 0.375 –
1 Procedures g see the document
for more than 50 ms. Additionally, the deceleration
12.3 Test 2 – Subject Vehicle Encounters Decelerating Principal Other Vehicle
must not exceed 0.33 g over a period defined from (1) 500 ms after the
12.3 Test – Subject
first2 local Vehicle Encounters
deceleration peak occurs, Decelerating
to (2) the Principal
time when Other
the Vehicle
FCW alert
The SV in this test initially follows the POV at a constant time gap, and then the
first occurs.
POVSVsuddenly
The decelerates.
in this test initially followsThe
the test
POVevaluates
at a constantthetime
ability
gap,ofand
thethen
FCW to
the POV
recognizedecelerates.
suddenly a deceleratingThe lead vehicle and
test evaluates the to issue
ability an FCW
of the alert to recognize
SV driver ain a
f. The tolerance for the headway from the SV to the POV shall be 98.4 ± 8.2
timely manner.
decelerating lead vehicle and to issue an alert to SV driver in a timely manner.
ft (30.0 ± 2.5 m), measured at two instants in time: (1) three seconds prior
to the time the POV brake application is initiated, and (2) at the time the
POV brake application is initiated.

g. A test is invalid if the SV driver applies any force to the brake pedal before
the required FCW alert occurs, or before the range falls to less than 90
percent of the minimum allowable range for onset of the required FCW
alert.
12.3.1 Test 2 Alert Criteria
12.3.1 Test 2 Alert Criteria
5. Nominally, the Test 2 series is comprised of seven individual trials. The FCW
Thesystem
FCW alertmust shall be issued
satisfy the TTC when the time-to-collision
requirement of Section (TTC)
12.3.1 isforatatleast
least 2.4 seconds.
five of
Thethe
The FCW
TTC alert
for this shall
test, be
a issued
prediction when
of the the
timetime-to-collision
it would take for(TTC)
the SV is
seven test trials to successfully pass Test 2. If the first five of the seven the at
to least
collide 2.4
with
seconds.
POV, shall
individualThe TTCtrials
be test for this
calculated by test, the
a prediction
considering
satisfy several
Section of the time
factors
12.3.1 at itthe
TTC would
timetake
of the
requirement, forFCW
it the SV
alert: (1)
is not
to collide
the speed with
necessary the
of the
toSV, POV, shall
(2) the
perform be calculated
speed
additional of trials toby
the POV, considering
(3)
verify the twoseveral
deceleration
that offactors
consecutivethe POV1, at theand
failures
(4)
timetheof relative
the FCW position
alert:
not take place. If more between
(1) the the
speed SV of and
the POV.
SV, (2) the speed of the POV, (3) the
1 than seven test trials are collected, only the first seven,
deceleration
valid trialsofwill
thebePOV , and (4)for
considered thetherelative position
Pass/Fail between the SV and POV.
criterion.
12.3.2 Test 2 Procedures – see the document
1
12.4
To simplify Test 3 –ofSubject
calculation Vehicle
the TTC for Test (SV) Encounters
2, the deceleration Slower
of the POV is assumed Principal
to remain Other
constant from the timeVehicle
of the FCW
alert
(POV) until 12.4
the POV comes3to–a Subject
Test Vehiclerate
stop (i.e., a “constant” (SV) Encounters
of slowing is assumed).Slower Principal Other Vehicle (POV)

This test examines the ability of the FCW system to recognize a slower lead vehicle 21
This test
being examines
driven the ability
with a constant of the
speed andFCW
issue system
a timely to recognize
alert. a slower
The scenario lead
should be
vehicle being driven with a constant speed and issue
conducted with a closing speed equal to 25 mph (40 km/h). a timely alert. The scenario
should be conducted with a closing speed equal to 25 mph (40 km/h).

12.4.1 Test 3 Alert Criteria

12.4.1 Test 3 Alert Criteria
The FCW alert shall be issued when the time-to-collision (TTC) is at least 2.0 seconds.
The TTC
The FCWforalert
this shall
test, abeprediction
issued when
of thethe
timetime-to-collision
it would take for(TTC)
the SVis toatcollide
least 2.0
with the
seconds.
POV, shall The TTC for this
be calculated test, a prediction
by considering of the of
the speeds time
theitSV
would
and take
POVfor the time
at the SV of
to collide with the POV, shall be calculated by considering the speeds of the SV
and POV at the time of the FCW alert.
51
12.4.2 Test 3 Procedures
the FCW alert.

12.4.2 Test 3 Procedures – see the document

52
NHTSA-2006-26555-0135: Lane Departure Warning System Confirmation Test and
Lane Keeping Support Performance Documentation (39 pages)

Note: This document describes a process for assuring the proper functioning of an
LDW system. Basically, the human interface requirement is that a warning of some
type be provided. The document also provides for collecting data on LKS (lane keeping
support) systems.

1.0 and 2.0 Purpose and Application and General Requirements

“This laboratory test procedure provides the specifications for confirming the existence
of Lane Departure Warning (LDW) hardware on light vehicles with gross vehicle weight
ratings (GVWR) of up to 10,000. … In addition to being equipped with LDW systems to
passively alert the driver of impeding lane departures, some vehicles are equipped with
technology designed to actively mitigate lane departures. In this document, these
systems are referred to as Lane Keeping Support (LKS) systems.

LDW performance is evaluated by considering the proximity of the vehicle with respect
to the edge of a lane line at the time of the LDW alert.”

“This document also includes language specifying how LKS tests may be performed to
supplement the LDW performance evaluations. These supplemental tests are
performed for informative purposes only, intended to expand NHTSA’s knowledge of
how such systems operate.”

11.6.2.6 LDW Activation Data Flag

“The LDW system shall provide a warning to the driver by presenting an auditory alert, a
visual alert, haptic vibration, haptic vehicle cue (for example, braking vibration, steering
vibration, or seat vibration), or any combination thereof. (Steering torque or brake torque
from a Lane Keeping Support system should not by itself be deemed a haptic signal, if a
more definitive signal exists.)”

12.0 TEST EXECUTION AND TEST REQUIREMENTS

“If the Lane Departure Warning system provides a warning-time adjustment for the
driver, at least one setting must meet the criterion of the test procedure.”

12.2 Test Maneuver Overview

“To begin a test trial, the vehicle shall be driven in a straight line on a white-line- marked
test track at a constant speed of 45 mph (72 km/h) for up to 200 feet if possible. … “

12.2.1 Lane Departure Warning (LDW) Test Maneuver

“… the driver shall manually input sufficient steering to achieve a lane departure with a
target lateral velocity of 1.6 ft/s (0.5 m/s) with respect to the lane line. Throughout the
maneuver the driver (or cruise control) shall modulate the throttle such that vehicle

53
speed remains constant. The test shall be considered complete when the vehicle has
crossed at least 1.7 ft (0.5 m) over the lane edge boundary.”

“The test shall consist of two departure directions (left and right) and use three styles of
roadway markings (continuous white lines, discontinuous yellow lines, and
discontinuous Botts dot raised pavement markers). Each test condition shall be
repeated five (5) times. …”

12.2.2 Lane Keeping Support (LKS) Test Maneuver (supplemental – Information

collection only)

12.2.2.2 Threshold Determination Tests

“The second series of LKS tests are intended to quantify the systems’ ability to prevent
lane departures. With one exception, the input conditions of these tests are identical to
those used in S12.1.1, differing only in the magnitude of the lateral velocities used
during the series. Using a series of ten (10) tests per direction of steer, the lateral
velocities used during this test series are iteratively increased by 1.6 - 2.0 ft/s (0.5 - 0.6
m/s) to a magnitude where the LKS can no longer prevent a lane departure from
occurring. … “

12.3 Straight Lane Departure Test Course

“The straight lane departure test course shall be set up at a location that allows the test
vehicle to easily reach the 45 mph (72 km/h) target speed, provides approximately 300
m (1000 ft) of area after the test starting point, and provides > 15 ft (5 m) of lateral runoff
to ensure the vehicle may safely depart the lane. The test course shall have a start line
constructed from retro-reflective tape, 15 in (38 cm) deep, and wide enough so that the
vehicle will pass over it when the center of the vehicle is near the center of the lane. …”

12.4.2.2.2 LKS Threshold Determination Evaluation

“The lateral velocities used … nominally range from 2.0 ft/s (0.6 m/s) to a magnitude
where the LKS can no longer prevent a lane departure from occurring.

12.5 LDW Pass or Fail Criteria

“… a lane departure is said to occur when any part of the two-dimensional polygon
used to represent the test vehicle breaches the inboard lane line edge. In the case of
tests performed in this procedure, the outside front corner of the polygon will cross the
line edge first. In other words, if the vehicle departs its lane to the left, the left front
corner of the polygon would first breach the lane line edge.”

“For an individual trial to successfully pass the test, …

The lateral velocity of the vehicle at the time of the LDW alert must be between 0.3 to
2.0 ft/s(0.1 to 0.6 m/s).

54
 The LDW alert must not occur when the lateral position of the vehicle is greater than
+2.5 ft (+0.75 m) from the lane line edge. Vehicles in-lane are given positive
values.

The LDW alert must occur before the lane departure exceeds – 1.0 ft (- 0.3 m).

…To be awarded an overall passing grade, the LDW system must satisfy the pass
criteria for 3 of 5 individual trials for each combination of departure direction and lane
line type (60 percent), and pass 20 of the 30 trials overall (66 percent). If more than 5
trials are deemed valid, the Pass/Fail criteria must be met for 3 of the first 5 valid trials.”

55
56
 CONCLUSIONS

1. What are the SAE and ISO design standards relevant to the design of in-
vehicle warnings?

As shown Table 4, there were 16 documents (8 SAE and 8 ISO) relevant to the
design of in-vehicle warnings. The SAE documents consist of 4 information
reports, 3 recommended practices, and 1 standard. The ISO documents consist
of 5 standards, 2 technical specifications, and 1 technical report.

Table 4. SAE and ISO documents relevant to warnings

Document # Partial Title

Recommended
ITS In-Vehicle Message Priority
Practice J2395
Recommended
Definitions & Measures for Visual Behavior
Practice J2396
Standard J2399 ACC Characteristics & User Interface
SAE document

Information Report FCW Human Factors: Operating Characteristics &

J2400 User Interface Requirements
Recommended Blind Spot Monitoring System: Operating
Practice J2802 Characteristics & User Interface
Information Report
Road/LDW Systems: Human Interface
J2808
Information Report
Process for Testing Icon Comprehension
J2830
Information Report Recommendations for In-Vehicle Alphanumeric Text
J2831 Messages
PD Technical Report Integration of safety critical warning signals to avoid
12204 conflicts
Dialogue management principles & compliance
Standard 15005
procedures
ISO Document

CD Standard 15006 Specifications for in-vehicle auditory info

Measurement of driver visual behavior - Part 1:
CD Standard 15007-1
Definitions and parameters
DTS (Draft Technical Measurement of driver visual behavior - Part 2:
Specification) 15007-2 Equipment & procedure
Standard 15008 Specifications & tests for in-vehicle visual info
Technical
Procedure: determine message priority
Specification 16951
Standard 17287 Procedure: assess suitability for use while driving

57
2. What are their requirements?

Tables 5 and 6 list contents and key requirements/recommendations distributed

among 16 in-vehicle warnings-related documents. In terms of documents that
mention the requirements unclearly, ‘UNK (unknown or unclear)’ is marked.
These are the keys, thus please refer to the original documents to see the details.

58
 Table 5. Contents and key requirements/recommendations for SAE documents (warning-related)

SAE Document Partial Title Contents Key Requirements/ Recommendations

procedure to determine ITS - shall consist of at least 3 people from a
message priority range of disciplines and stakeholder
1: select prioritization evaluations communities
Recommended
2: delineate information items - shall determine safety relevance (direct,
Practice J2395 ITS In-Vehicle
3: categorize each information item indirect/somewhat, not relevant),
(Message Message Priority
4: determine the priority order index operational relevance (high, moderate, little
Priority)
or none), and time frame levels
(emergency, immediate, near term,
preparatory, discretionary)
(1) measuring eye glance behavior independent variables
in driving (1) target factors
- concepts for the measurement - shall have separation angle of ≥ 20 degrees
- 4 strategies possible for defining a (2) driver factors
Recommended
Definitions & glance - shall be characterized (e.g. age, gender,
Practice J2396
Measures for (2) developing a glance allocation license, visual acuity)
(Visual
Visual Behavior measure database (3) experimental conditions
Measures)
- required measures and statistics - shall specify road (e.g. type of highway, #
- experimental evaluation of TICS and width of lanes)
against comparison conditions - shall specify vehicle (e.g. size, type of
transmission)
requirements of following - should set minimum speed 25 mph
categories: - shall be minimum steady-state following
- sensor capability time gap ≥ 1.0 s
ACC
Standard J2399 - operational characteristics - shall be time gap ≥ 1.5 s
Characteristics &
(ACC) - operating state transitions - should illuminate stop lamps for a ≥ 0.5 s
User Interface
- displays - should be min. available time gap ≥ 1.0 s
- performance evaluation test - should be max. available time gap test ≥
methods 1.5 s

59
 - shall activate auditory, visual, and/or haptic
alert whenever transition from ACC
engaged to manual control
(1) operating characteristics - should be default warning intensity 75 dBA
- systems and information display - shall locate visual display within a 10-
FCW Human
- occurrence of crash alerts degree cone of the drive’s line of sight
Information Factors: Operating
(2) performance evaluation - should be min. zone width of the vehicle,
Report J2400 Characteristics &
assumptions max. zone 3.6 meters for alert zone
(FCW) User Interface
- testing criteria and assumptions - must satisfy ≥ 5 of 7 trials for passing the
Requirements
- test procedure descriptions entire test protocol
- evaluating test results
requirements and recommendation - should be in a forward gear at a min. speed
of following categories: of 37.3 mph
Blind Spot (1) operational characteristics - should be capable of achieving at least
Recommended Monitoring - speed, deactivation, fault 6,000 cd/m2 (luminance)
Practice J2802 System: Operating indication - should be min. subtended visual angle: for
(Blind Spot) Characteristics & (2) display the symbol is 24 arcmins, for a point source
User Interface - location, use of ISO symbols, (e.g. LED) is 13 arcmins
color, luminance, symbol height - should illuminate the ISO symbol or point
source in amber not red
(1) effectiveness of warning - should be indicated to the driver
presentation modality - should be different failure
(2) system status indication modes/malfunctions than the indication for
Information Road/LDW
- enabled vs. disabled no road/lane boundaries tracked
Report J2808 Systems: Human
- system incapable- - shall be speed threshold ≥ 44.74 mph
(LDW) Interface
(3) system behavior - operating in reverse is not required
- speed threshold
- reverse speeds
Information Process for process steps (1) candidate icons shall be
Report J2830 Testing Icon 1: review candidate icons for - pre-testable, having a message and
(Icon Test) Comprehension comprehension testing general function, context descriptions given

60
 2: prepare for comprehension to subjects during testing, 10 - 20 icons
testing should be included
3: conduct comprehension testing (2) test subjects should be
4: analyze comprehension data and - total # 30 - 40, having license,
summarize results approximately equal mix (age, gender)
(3) analyze the data for subject response to
the icons with 1-9 scales
recommendations for - should limit navigation instruction to 3 - 4
(1) display-relevant message information units
contents - should abbreviate words of 5 - 8 letters,
- message priority, urgency, using the key consonant and ≥ 8 letters,
Recommendations criticality using first syllable strategy
Information
for In-Vehicle - message length and style - should span a min. visual angle of 0.5
Report J2831
Alphanumeric Text - font, color, accentuation degrees for title and other key elements in
(Text Format)
Messages (2) message presentation and flow a message
parameters - should be all lines and gaps between lines
- state change indication and ≥ 0.05 degrees wide
message initiation - should limit the # of state change alerts to 3
- message entry, scroll control -4

61
 Table 6. Contents and key requirements/recommendations for ISO documents (warning-related)

ISO
Partial Title Contents Key Requirements/ Recommendations
Document
(1) classification of warning signals
- 3 levels of criticality (injury and
damage, damage, non-safety)
- 3 time frames for urgency (immediately,
within a few seconds, preparation)
Integration of - 2 durations of signal (continuous,
PD Technical
safety critical discrete)
Report 12204
warning - 3 directions of hazard (front, side, rear UNK
(Warning
signals to of vehicle)
Integration)
avoid conflicts (2) warning signals
- share the same sensory
- are in close spatial proximity
- have the same signal characteristics
- occur simultaneously or in close
temporal proximity
(1) Appropriate for use while driving - shall not require removal of both hands from
- compatible with driving, simple, timing the steering wheel while driving
Dialogue
fitting its priority - shall not require the continuous visual
Standard management
(2) Appropriate for the TICS task attention of the driver providing it with input
15005 (Dialog principles &
- consistency and controllability - shall be consistent with mode, location,
Management) compliance
(3) Appropriate for the driver orientation and dialogue management
procedures
- self-descriptiveness, conformity with - shall be able to control the flow of
driver expectations, and error tolerance information displayed by TICS
CD Standard (1) signal specification - should be frequency range of spectrum 200
Specifications
15006 - spectrum and signal levels - 8,000 Hz
for in-vehicle
(Auditory (2) coding of information - should be non-speech coding have 2
auditory info
Information) - temporal classification of auditory functions, attracting attention and providing

62
 signals information
- non-speech coding (tonal signals) - temporal classification: short (0 - 10 s),
medium (10 - 20 s), long (> 20s)
Measurement (1) definition of metrics
should report following parameters and
of driver - basic measures (e.g. dwell time, glance
measurements for consistent recording of
CD Standard visual duration, transition time)
comparable data
15007-1 behavior - - glance metrics (e.g. # of glances,
- parameters (total glance time, mean glance
(Visual Part 1: glance rate, % of transition times)
duration, max. glance duration)
Definitions) Definitions (2) sources for data collection
- measurements (range, 10th, 85th and 90th
and - guidance for driver visual behavior data
percentiles)
parameters - guidance of how to treat missing data
Measurement (1) evaluation and trial planning
DTS (Draft
of driver - for subject selection, trial procedures
Technical
visual (2) recording equipments
Specification)
behavior - - eye-tracking, cameras, video monitors, UNK
15007-2
Part 2: microphones, event markers
(Visual
Equipment &
Measurement)
procedure
- shall illumination range ≤ 10 lx (night), = 250
lx (twilight), = 5 klx (day with diffuse ambient
light), = 45 klx (direct sunlight)
(1) viewing position and illumination
- shall be min. contrast ratio 5:1 (night), 3:1
range
Specifications (twilight, day), 2:1 (direct sunlight)
Standard (2) display illumination, mode
& tests for in- - shall continue at least 4 s for observation of
15008 (Visual (3) alphanumerical character dimensions
vehicle visual image instability
Information) - height, width by height ratio, spacing
info - for alphanumerical character
(4) presentation characteristics
: should ≥ 20 arc minutes for height
- image instability, image blinking
: should be 0.6 - 0.8 for width by height ratio
: shall be 0.08 - 0.2 for stroke width by height
ratio
Technical Procedure: procedure to determine priority index UNK

63
Specification determine 1: appoint an examiner
16951 message 2: identify and assemble messages
priority 3: define driving context and situation
4: select the evaluators
5: evaluate criticality and urgency of a
message
6: develop instructions for the examiner
7: utilize alternative method for
determining message priority
procedure for assessment - shall define intended use of TICS and the
1: define of assessment plan context of use
Procedure: 2: select TICS representation - should include following for TICS
assess 3: define assessment context identification: product name and version,
Standard
suitability for 4: definite assessment criteria build status, documentations
17287
use while 5: select assessment method - shall describe steps taken to prevent
driving 6: perform assessment and analyze data reasonably foreseeable misuse for improper
7: interpret results use and misuse
- should identify TICS failures

64
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Commission of the European Communities (2007). Commission Recommendation on

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Federal Aviation Administration, (2007). The Human Factors Design Standard (HF-
STD-001), Atlantic City, NJ: U.S. Department of Commerce, Federal Aviation
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Green, P. (2001). Synopsis of Driver Interface Standards and Guidelines for Telematics
as of Mid-2001 (Technical Report UMTRI-2001-23), Ann Arbor, MI, The University of
Michigan Transportation Research Institute.

Green, P. (2001). Why Safety and Ergonomics Standards Are So Difficult to Establish.
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Establish. In de Waard, Brookhuis, Moraal, and Toffetti (Eds.). Human Factors in
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Green, P. (2008). Driver Interface/HMI Standards to Minimize Driver

Distraction/Overload (SAE paper 2008-21-2002), Convergence 2008 Conference
Proceedings, Detroit, Michigan.

Green, P. (2008). Driver Interface Safety and Usability Standards: An Overview, chapter
24 in Regan, M.A., Lee, J.D., and Young, K.L., Driver Distraction: Theory, Effects, and
Mitigation, CRC Press.

Green, P. (2011). Motor Vehicle Driver Interface (Chapter 58). in Savendy, G. (ed),
Handbook of Human Factors and Ergonomics (4th. ed.), New York, NY: Wiley.

Green, P. (2012). Motor Vehicle Driver Interfaces (Chapter 32) in Jacko (ed.),
Handbook of Human-Computer Interaction, Boca Raton, FL: CRC Press.

Green, P., Levison, W., Paelke, G., and Serafin, C. (1995). Preliminary Human Factors
Guidelines for Driver Information Systems (Technical Report FHWA-RD-94-087,
McLean, VA: U.S. Department of Transportation, Federal Highway Administration.

International Organization for Standardization (2002). Road vehicle – Ergonomics

aspects of transport information and control systems – Dialogue management principles
and compliance procedure (ISO Standard 15005:2002). Geneva, Switzerland.

International Organization for Standardization (2003). Road vehicle – Ergonomics

aspects of transport information and control systems (TICS) – Procedures for assessing
suitability for use while driving (ISO Standard 17287:2003). Geneva, Switzerland.

International Organization for Standardization (2004). Road vehicle – Ergonomics

aspects of transport information and control systems (TICS) – Procedures for
determining priority of on-board messages presented to drivers (ISO Technical
Specification 16951:2004). Geneva, Switzerland.

International Organization for Standardization (2007). Road vehicle – Ergonomics

aspects of transport information and control systems – Occlusion method to assess
visual demand due to the use of in-vehicle systems (ISO Standard 16673:2007).
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International Organization for Standardization (2009). Road vehicle – Ergonomics

aspects of transport information and control systems – Specifications for in-vehicle
auditory presentation (committee draft standard 15006). Geneva, Switzerland.

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International Organization for Standardization (2009). Road vehicle – Ergonomics
aspects of transport information and control systems – Specification and test procedure
for in-vehicle visual presentation (ISO Standard 15008:2009). Geneva, Switzerland.

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aspects of transport information and control systems – Integration of safety critical and
time critical warning signals: Introduction of avoiding conflicts (technical report 12204),
Geneva, Switzerland.

International Organization for Standardization (2011). Road vehicle – Measurement of

driver visual behaviour with respect to transport information and control systems – Part
1: Definitions and parameters (committee draft standard 15007-1:2011). Geneva,
Switzerland.

International Organization for Standardization (2011). Road vehicle – Measurement of

driver visual behaviour with respect to transport information and control systems – Part
2: Equipment and procedures (ISO Draft Technical Specification 15007-2:2011).
Geneva, Switzerland.

Japan Automobile Manufacturers Association (2004). Guideline for In-Vehicle Display

Systems, version 3.0., Tokyo, Japan.

Karwowski, W. (2005). Handbook of Standards and Guidelines in Ergonomics and

Human Factors, Boca Raton, FL: CRC Press.

National Aeronautics and Space Administration (2010). Human Integration Design

Handbook (NASA/SP-2010-3047), Washington D.C.: National Aeronautics and Space
Administration.

National Aeronautics and Space Administration (2009). NASA Space Flight Human
Suystem Standard, volumes 1 and 2 (NASA Standard 3001), Washington D.C.: National
Aeronautics and Space Administration.

Ross, T., Midtland, K., Fuchs, M., Pauzie, A., Engert, A., Duncan, B., Vaughan, G.,
Vernet, M., Peters, H., Burnett, G., and May, A (1996). HARDIE Design Guidelines
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Society of Automotive Engineers (2000, July). Definition and Experimental Measures

Related to the Specification of Driver Visual Behavior Using Video Based Techniques
(SAE Recommended Practice J2396, Warrendale, PA: Society of Automotive Engineers.

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Society of Automotive Engineers (2002, May). Calculation of the Time to Complete In-
Vehicle Navigation and Route Guidance Tasks (SAE Recommended Practice J2365,
Warrendale, PA: Society of Automotive Engineers.

Society of Automotive Engineers (2002, February). ITS In-Vehicle Message Priority

(SAE Recommended Practice J2395, Warrendale, PA: Society of Automotive Engineers.

Society of Automotive Engineers (2003, December). Adaptive Cruise Control (ACC)

Operating Characteristics and User Interface (SAE Standard J2399, Warrendale, PA:
Society of Automotive Engineers.

Society of Automotive Engineers (2003, August). Human Factors in Forward Collision

Warning Systems: Operating Characteristics and User Interface Requirements (SAE
Information Report J2400, Warrendale, PA: Society of Automotive Engineers.

Society of Automotive Engineers (2004, August). Navigation and Route Guidance

Function Accessibility While Driving (SAE Recommended Practice J2364, Warrendale,
PA: Society of Automotive Engineers.

Society of Automotive Engineers (2004, August). Navigation and Route Guidance

Function Accessibility While Driving Rationale (SAE Recommended Practice J2378,
Warrendale, PA: Society of Automotive Engineers.

Society of Automotive Engineers (2007, August). Road/Lane Departure Warning

Systems: Information for the Human Interface (SAE Information Report J2808,
Warrendale, PA: Society of Automotive Engineers.

Society of Automotive Engineers (2008, July). Process for Comprehension Testing of

In-Vehicle Icons (SAE Information Report J2830, Warrendale, PA: Society of
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Society of Automotive Engineers (2010, January). Blind Spot Monitoring System

(BSMS): Operating Characteristics and User Interface (SAE Recommended Practice
J2802, Warrendale, PA: Society of Automotive Engineers.

Society of Automotive Engineers (2012, April). Development of Design and Engineering

Recommendations for In-Vehicle Alphanumeric Messages (SAE Information Report
J2831, Warrendale, PA: Society of Automotive Engineers.

Stevens, A. Quimby, A. Board, A., Kersloot, T., and Burns, P. Design Guidelines for
Safety of In-Vehicle Information Systems, Crowthorne, UK: TRL Limited.

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U.S. Department of Transportation (2012, February 15). Visual-Manual NHTSA Driver
Distraction Guidelines for In-Vehicle Electronic Devices (Docket No. NHTSA-2010-
0053), Washington, D.C.: U.S. Department of Transportation, National Highway Traffic
Safety Administration.

U.S. Department of Transportation (2013, February). Forward Collision Warning

System Confirmation Test (NHTSA-2006-26555-0134), Washington, D.C.: U.S.
Department of Transportation, National Highway Traffic Safety Administration.

U.S. Department of Transportation (2013, February 7). Laboratory Test Procedure for
the New Car Assessment Program Electronic Stability Control System Testing and
FMVSS No. 126, Electronic Stability Control Systems Indicative Test for Compliance
(NHTSA-2006-26555-0133), Washington, D.C.: U.S. Department of Transportation,
National Highway Traffic Safety Administration.

U.S. Department of Transportation (2013, February). Lane Departure Warning System

Confirmation Test and Lane Keeping Support Performance Documentation (NHTSA-
2006-26555-0135), Washington, D.C.: U.S. Department of Transportation, National
Highway Traffic Safety Administration.

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Design Review Guidelines (NUREG-0700, Revision 2), Washington, D.C.: Nuclear
Regulatory Commission.

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Mitigation, Boca Raton, FL: CRC Press.

69
70
 APPENDIX A – OTHER SAE STANDARDS

This appendix list standards from the SAE Safety and Human Factors Steering
Committee that are not concerned with warnings per se, but other human factors topics.
They are listed in numeric order.

SAE Recommended Practice J2364: Navigation and Route Guidance Function

Accessibility While Driving (14 pages)

1. Scope

for “both OEM and aftermarket … navigation … functions for passenger vehicles.” to
determine what should be driver accessible in moving vehicles. 2 procedures, “a static
method and an interrupted vision method… applies “only to the presentation of visual
information and the use of manual control inputs … for.. navigation.” Voice-operated
controls are excluded.

2. References

3. Definitions
accessible by the driver occlusion total task time
computationally-interrupted task route guidance system
control shutter closed time
display shutter open time
driver interface static total task time
glance duration task
goal task partitionability
navigation system total task time
occlusion interval vehicle in motion
occlusion total shutter closed time vision interval
occlusion total shutter open time

71
4. Summary of the methods
Categories Description
static method - total task time including total glance time a driver looks at in-vehicle
device display
- shall have a static total task time <15 s for driver accessible
functions in motion
interrupted - determines task partitionability using occlusion goggles or display
vision method blanking
- shall use 1.5 s vision interval
- shall have an occlusion total shutter open time of ≤ 20 s for function
that is accessible by the driver while in motion
use either - not necessary to use both of methods
method

5. Task time compliance measurement procedure for either method

Procedure Requirements
evaluation setup - must be operational driver interface (prototype or simulation ok)
- shall fit driver interface in design intend location in a stationary
vehicle, simulator buck, mockup or equivalent
subjects - shall be licensed drivers not familiar with the specific driver
interface
- shall be able to operate the driver interface, learn and complete
the test procedure
- shall test 10 subjects age 45 – 60
subject training shall train subjects and give them 5 practice trials for each task,
prior to testing
test trials and data - shall test each subject individually
analysis - shall complete 3 test trials for each task
- not allow coaching during test trials, but feedback on errors in
permitted when a task is completed
task timing - duration: from when task is initiated by a verbal/audio command
to the beginning of system confirmation that the last operation is
accepted
- computational interruption for calculation of task time:
(see document for details)

72
SAE Recommended Practice J2365: Calculation of the Time to Complete In-
Vehicle Navigation and Route Guidance Tasks (23 pages)

1. Scope

This … applies to “both OEM and aftermarket route-guidance and navigation system
functions for passenger vehicles.” This … provides a method for “calculating the time
required to complete navigation system-related tasks.” These … “an aid to assess the
safety and usability of alternative navigation and route guidance system interfaces to
assist in their design.” This … NOT consider “voice-activated controls, voice output
from the navigation system, communication between the driver and others, or
passenger operation.”

2. References

3. Definitions
navigation system method
route guidance system total task time
control static total task time
display computationally-interrupted task
driver interface in motion
goal operator
subgoal shortcut
task pseudo code

4. Calculation method
Categories Description
Overview the method is based on the goals, operators, methods and selection
rules (GOMS) model
Purpose to obtain either
- a working prototype of the interface
- a simulation of the interface
- a videotape of a user operating the interface
- a step-by-step operational description
Procedure - identify the goals
- for each goal, identify the associated other subgoals to achieve it
- for each goal and subgoal, identify the methods used to achieve them
- convert the detailed explanation of the methods into a computer-
program like format
- identify the computational assumptions regarding user’s knowledge of
various methods of task completion
- determine the proper mental, keystroke, and other operators for each
step
- enter the execution times for each operator
- add up the execution times for each operator
- adjust the keystroke times using the age multiplier as desired (e.g.

73
 multiply the keystroke times by 1.4 for 40-55, times by 1.7 for 55-60,
times by 2.2 for > 65)
- verify that the times make sense and revise as needed

74
SAE Information Report J2678: Navigation and Route Guidance Function
Accessibility While Driving Rationale (29 pages)

1. Scope

This … provides the rationale … “for the development and content of the SAE J2364.”
It provides “both the reasoning for the overall recommended practice as well as each of
its elements. “

2. References

3. Definitions
accessible by the driver occlusion total task time
computationally-interrupted task route guidance system
control shutter closed time
display shutter open time
driver interface static total task time
glance duration task
goal task partitionability
navigation system total task time
occlusion interval vehicle in motion
occlusion total shutter closed time vision interval
occlusion total shutter open time

3. Summary of methods

similar to J2364

75
76
 APPENDIX B – OTHER ISO STANDARDS

This section list standards from ISO TC 22/SC 13/WG 8 that are not concerned with
warnings per se, but other human factors topics. They are listed in numeric order.

ISO 16673: Road vehicles- Ergonomic aspects of transport information and

control systems - Occlusion method to assess visual demand due to the use of
in-vehicle systems (22 pages)

1. Scope

This … provides “a procedure for measuring visual demand due to the use of visual or
visual-manual interfaces accessible to the driver while the vehicle is in motion.” It
applies to both “OEM and aftermarket in-vehicle systems.” … both “permanently
installed and portable systems.” … any means of visual occlusion and is not dependent
on one specific physical implementation.

2. References

3. Definitions
driver accessible task
dlance duration total shutter open time (TSOT)
goal total task time occluded (TTT occl)
integrated system total task time unoccluded (TTT unoccl)
occlusion interval trial
outlier vehicle in motion
portable system vision interval
resumability visual demand
resumability ratio (R) visual occlusion procedure
system response delay

4. Measurement procedures
Categories Description
set-up - intermittent viewing of an interface can be provided by various
means (e.g. commonly used goggles, blanking of the visual
display, a shutter in front of the interface)
- regardless the means, the switching process and restoration at
the end of an occlusion interval shall occur < 20ms
vision and occlusion 1.5 s for both intervals
intervals
task timing - TSOT shall be defined as duration from the beginning of the
first vision interval to when the instructed task has been

77
 completed and the participant says he/she is “done”
- ‘TTT unoccl’ shall be defined as duration from at the end of the
task instruction to when the instructed task has been
completed and the participant says he/she is “done”
- ‘TTT occl’ shall be defined as duration from the beginning of
the first vision interval to when the instructed task has been
completed and the participant says he/she is “done.”
exclusion of trials when there is a trial where the ‘TTT occl’ is more than 4 times
the average ‘TTT unoccl’

5. Assessing visual demand

Categories Description
task selection tasks with duration less than 5s are not appropriate
participants ≥ 10 participants (+20% over 50 age) who are licensed drivers
for the class of the vehicle type
training should not train participant on all tasks before the test trial for a
given task. ≥ 2 trials with occlusion procedure
test trials should tested individually. If 2 or fewer successful trials out of 5
for ≥ 2 participants, procedure should be reviewed
experimental plan depends on if the user is calculating only the TSOT metric, or
both TSOT and R metrics
calculation of visual see the original document for details.
demand (TSOT, R)

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