ATC-lab: An air traffic control simulator for the laboratory

Air Traffic Control Laboratory Simulator (ATC-lab) is a new low- and medium-fidelity task environment that simulates air traffic control. ATC-lab allows the researcher to study human performance of tasks under tightly controlled experimental conditions in a dynamic, spatial environment. The researcher can create standardized air traffic scenarios by manipulating a wide variety of parameters. These include temporal and spatial variables. There are two main versions of ATC-lab. The medium-fidelity simulator provides a simplified version of en route air traffic control, requiring participants to visually search a screen and both recognize and resolve conflicts so that adequate separation is maintained between all aircraft. The low-fidelity simulator presents pairs of aircraft in isolation, controlling the participant’s focus of attention, which provides a more systematic measurement of conflict recognition and resolution performance. Preliminary studies have demonstrated that ATC-lab is a flexible tool for applied cognition research.     

ATC-lab: an air traffic control simulator for the laboratory.

Air Traffic Control Laboratory Simulator (ATC-lab) is a new low- and medium-fidelity task environment that simulates air traffic control. ATC-lab allows the researcher to study human performance of tasks under tightly controlled experimental conditions in a dynamic, spatial environment. The researcher can create standardized air traffic scenarios by manipulating a wide variety of parameters. These include temporal and spatial variables. There are two main versions of ATC-lab. The mediumfidelity simulator provides a simplified version of en route air traffic control, requiring participants to visually search a screen and both recognize and resolve conflicts so that adequate separation is maintained between all aircraft. The low-fidelity simulator presents pairs of aircraft in isolation, controlling the participant's focus of attention, which provides a more systematic measurement of conflict recognition and resolution performance. Preliminary studies have demonstrated that ATC-lab is a flexible tool for applied cognition research.     

Automation and cognition in air traffic control: An empirical investigation

Several investigators have expressed concern that the imminent automation of air traffic control may have negative consequences on cognitive functioning, and ultimately on performance. We investigated these possibilities empirically by comparing normal, conventional air traffic control with an experimental condition designed to resemble an extreme version of automation. Overall, measures of performance were comparable between conditions. Most of the cognitive measures (attentional demands, visual search, recall of flights, recall of flight data) were not impaired by the automation analogue. Instead, two prospective measures (prospective memory, planning) showed improved performance. The prospective memory advantage is particularly surprising given that the automation-analogue group was unable to manipulate external memory aids. Possible reasons for the prospective memory advantage include a reduced workload, which allows the controller to get the necessary information in other ways, and a change in the nature of the task resulting from the “automation” of the strip management module.     

Prospective memory in an air traffic control simulation: external aids that signal when to act

At work and in our personal life we often need to remember to perform intended actions at some point in the future, referred to as Prospective Memory. Individuals sometimes forget to perform intentions in safety-critical work contexts. Holding intentions can also interfere with ongoing tasks. We applied theories and methods from the experimental literature to test the effectiveness of external aids in reducing prospective memory error and costs to ongoing tasks in an air traffic control simulation. Participants were trained to accept and hand-off aircraft and to detect aircraft conflicts. For the prospective memory task, participants were required to substitute alternative actions for routine actions when accepting target aircraft. Across two experiments, external display aids were provided that presented the details of target aircraft and associated intended actions. We predicted that aids would only be effective if they provided information that was diagnostic of target occurrence, and in this study, we examined the utility of aids that directly cued participants when to allocate attention to the prospective memory task. When aids were set to flash when the prospective memory target aircraft needed to be accepted, prospective memory error and costs to ongoing tasks of aircraft acceptance and conflict detection were reduced. In contrast, aids that did not alert participants specifically when the target aircraft were present provided no advantage compared to when no aids were used. These findings have practical implications for the potential relative utility of automated external aids for occupations where individuals monitor multi-item dynamic displays.     

ATC-lab<Superscript>Advanced</Superscript>: An air traffic control simulator with realism and control

ATC-lab^Advanced is a new, publicly available air traffic control (ATC) simulation package that provides both realism and experimental control. ATC-lab^Advanced simulations are realistic to the extent that the display features (including aircraft performance) and the manner in which participants interact with the system are similar to those used in an operational environment. Experimental control allows researchers to standardize air traffic scenarios, control levels of realism, and isolate specific ATC tasks. Importantly, ATC-lab^Advanced also provides the programming control required to cost effectively adapt simulations to serve different research purposes without the need for technical support. In addition, ATC-lab^Advanced includes a package for training participants and mathematical spreadsheets for designing air traffic events. Preliminary studies have demonstrated that ATC-lab^Advanced is a flexible tool for applied and basic research.     

Human factors in GIScience laboratory at the Pennsylvania State University

The human factors in GIScience Laboratory (Human Factors Lab) of The Pennsylvania State University’s Department of Geography is located in University Park, PA (USA). University Park and bordering State College, PA are found in the heart of PA between the cities of New York City, NY, Philadelphia, PA, and Pittsburgh, PA. The laboratory is directed by Dr. Alexander Klippel and is part of the GeoVISTA Center. The Human Factors Lab contributes to Penn State Geography’s strong tradition as a leader in research on map perception, spatial cognition, and behavior in spatial environments. This report focuses upon basic research topics in spatial cognition, including: (1) perceptual and cognitive factors in map symbolization and design, (2) the creation of cognitively ergonomic route directions for next generation location based services (LBS), (3) You-Are-Here maps and the creation of a sense of place through map-like representations, (4) the conceptualization and representation of dynamic phenomena (i.e., geographic movement pattern), and (5) the relationship between linguistic and non-linguistic conceptualization.     

Psychological variables in the control of brain-computer interfaces

BCI (Brain-Computer Interface) is a system that allows interaction between the human brain and a computer. It is based on analyzing electroencephalographic signals (EEG) and processing them to generate control commands. The study analyzed the possible influence of psychological variables, such as the imaginative kinesthetic capacity and anxiety, in relation to performance in a BCI. All participants (4 male and 19 female students) completed the questionnaires and carried out a session of BCI to control their EEG signals in a virtual setting of a car along a straight road. The group was divided into two subgroups according to their EEG signals or differential responses obtained in the left-right discrimination. Study results showed no significant differences in cognitive variables of imagination or in anxiety. By comparing the degree of participants' BCI control, a new quantitative parameter for comparing performances and making decisions in signal processing was found. The findings, the ongoing research process to refine the control of a BCI, and the interaction of psychological and computer procedures are discussed.     

Risk factors in work-related traffic

The aim of this study is to examine the `extra motives' assumed by the theory of zero risk (Näätänen, R. & Summala, H., Road-user behavior and traffic accidents, Amsterdam, North-Holland, 1976) for drivers who frequently drive during their working hours. Sales and marketing people and construction workers were selected as subjects of a questionnaire study. Time pressure, tiredness, thinking about work while driving, and use of mobile telephone were shown to be risk factors in driving during working hours. The results confirmed the zero risk theory as there are some extra motives in driving at work which disturb the drivers' concentration in traffic.     

The effects of dialogue-based task allocation on system performance in a computer-aided air traffic control task

The present study investigated dialogue-based human-computer task allocation. Five levels of allocation mode, four command strategies and a control condition, were examined in a high-task-load situation using a Latin square design. Five male participants acted as controllers in a simplified representation of an air traffic control system, sharing their task with a computer controller. Performance measures were metered on-line, and subjective ratings were recorded between trials. There were significant differences among the groups in the percentage of planes landed by the human-computer system, the total number of commands executed, and the number of allocation commands used. Other variables suggested for further study include comparisons of input mode, dialogue-initiation style, and degraded performance levels of the computer controller.     

Cognitive control factors in speech perception at 11 months

The development of speech perception during the 1st year reflects increasing attunement to native language features, but the mechanisms underlying this development are not completely understood. One previous study linked reductions in nonnative speech discrimination to performance on nonlinguistic tasks, whereas other studies have shown associations between speech perception and vocabulary growth. The present study examined relationships among these abilities in 11-month-old infants using a conditioned head-turn test of native and nonnative speech sound discrimination, nonlinguistic object-retrieval tasks requiring attention and inhibitory control, and the MacArthur-Bates Communicative Development Inventory (L. Fenson et al., 1993). Native speech discrimination was positively linked to receptive vocabulary size but not to the cognitive control tasks, whereas nonnative speech discrimination was negatively linked to cognitive control scores but not to vocabulary size. Speech discrimination, vocabulary size, and cognitive control scores were not associated with more general cognitive measures. These results suggest specific relationships between domain-general inhibitory control processes and the ability to ignore variation in speech that is irrelevant to the native language and between the development of native language speech perception and vocabulary.     

Human factors evaluation of an in-vehicle active traffic and demand management (ATDM) system

This research study focused on the evaluation of an emulated in-vehicle Active Traffic and Demand Management (ATDM) system on Interstate 66 in Northern Virginia. Traditional ATDM systems rely on infrastructure-mounted variable message signs (VMS) to provide information (speed limits, lane availability, etc.) to the traveling public. By providing information about dynamic roadway conditions on an in-vehicle device, the ATDM may improve driving safety and performance by allowing drivers to remain consistently aware of forthcoming traffic conditions and roadway requirements; even when external signage is inaccessible. This study represents an initial investigation of an emulated in-vehicle ATDM to provide developers with design guidance and ensure that unintended consequences, such as distraction, do not undermine the potential benefits.Twenty younger and 20 older participants, accompanied by a member of the research team, experienced the following ATDM features on an in-vehicle device (IVD) mounted to the dashboard: (1) dynamic speed limits, (2) dynamic lane use/shoulder control, (3) High Occupancy Vehicle (HOV) restrictions, and (4) roadway information from variable message signs. The IVD was equipped with auditory and visual alerts notifying the driver when relevant visual information was updated. Research questions addressed distraction and driver behavior associated with use of the system. Qualitative and quantitative participant data was acquired from the instrumented vehicle, various questionnaires, and researcher observation.Several key findings were uncovered: (1) The IVD, as tested, did not warrant classification as a source of distraction according to the NHTSA guidelines; v2) There was a significant difference in eye-glance durations to the IVD when comparing the VMS alerts to both the speed limit and lane management alerts; and (3) The speed limit alert motivated participants to alter their speed (per survey results and participant speed data).     

Psychological problems and associated factors at 6 years of age: differences between sexes

In a non-clinical group of 130 children (65 boys and 65 girls), we evaluated the relationships between psychological problems using the Child Behavior Checklist (CBCL) reported by parents, the Inattention Overactivity With Aggression (IOWA) scale reported by teachers, individual factors (Intellectual quotient [IQ], temperament and heart rate) and environmental factors (stress events, mother's profession and being or not being an only child). We found no differences between the sexes in the prevalence of total psychological problems in the clinical range, but girls had significantly more borderline total problems than boys. Girls tended to have more externalizing problems than boys. In boys, there were more links between individual and environmental factors and psychological problems, especially externalizing problems. A high score in psychological problems assessed by the CBCL affected the school performance of boys and the social performance of girls. For boys, IQ was significantly lower when the score for total behavioral problems was higher, and for girls IQ was significantly lower when the score for externalizing problems was higher. Understanding the different levels of vulnerability of the sexes at different periods of development may help to improve the treatment children in this age group receive.     

Human factors in user-computer interaction: An introduction

The goal of human-factors research on human-computer interaction is to make computers usable. Describing the issues that determine whether a system is usable or not provides an introduction to the type of problems with which human-factors specialists are concerned.     

Holistic thinking and air traffic controllers' decision making in conflict resolution

When facing potential conflicts, whether to make interventions is an important decision for air traffic controllers and vital for aviation safety and efficiency. While many task-related factors in influencing such decisions have been identified, the large portion of individual differences has remained insufficiently explained. This paper proposes that controllers with a more holistic thinking style will be more likely to make interventions because they envision more uncertainties in the system which can lead to a higher level of perceived risk and a greater likelihood to take proactive measures. To test these hypotheses, forty-two licensed controllers were invited to complete a questionnaire measuring holistic thinking style and later a conflict detection/resolution task. Multilevel regression analyses showed that (1) when the real risk level (the minimum lateral distance between two converging aircraft) dropped, controllers who think more holistically still tended to maintain a higher risk perception level (perceived likelihood of aircraft collision in the future) which lead to a higher intervention ratio and (2) even when real and perceived risk levels were controlled, those who think more holistically were more likely to make interventions. These findings are discussed with reference to literature in cognitive style, risk perception and workload management. Potential implications for personnel selection and training are also discussed.     

Human factors with nonhumans: factors that affect computer-task performance

There are two general strategies that may be employed for "doing human factors research with nonhuman animals." First, one may use the methods of traditional human factors investigations to examine the nonhuman animal-to-machine interface. Alternatively, one might use performance by nonhuman animals as a surrogate for or model of performance by a human operator. Each of these approaches is illustrated with data in the present review. Chronic ambient noise was found to have a significant but inconsequential effect on computer-task performance by rhesus monkeys (Macaca mulatta). Additional data supported the generality of findings such as these to humans, showing that rhesus monkeys are appropriate models human psychomotor performance. It is argued that ultimately the interface between comparative psychology and technology will depend on the coordinated use of both strategies of investigation.     

Identifying factors for traffic safety support in older drivers

The present study aimed at identifying factors for traffic safety support in older drivers. This was achieved by studying the co-operation between older drivers and their ordinary front seat passenger (co-driver). The knowledge emerging from such study can enhance the understanding of what kind of support an older driver needs and also help facilitate proper design of in-vehicle support systems and intervention training programs for older drivers. A within group field study was carried out, using a mixed-methods evaluation design. Four elderly couples participated in the study. The drivers included in the study requested and received on-going directional support, traffic -and driving strategic help, help with look-out and reminding of current speed limit. It was evident from comparisons between interview data and field data that how the participants themselves described their need of support differed from what support they requested (drivers) and gave (co-drivers) in real driving. Furthermore, data revealed that three out of four drivers were given a score of 2 in the Useful Field Of View test (UFOV). It was evident that there are areas in which older drivers need and request support. The results from the present study could be used in the design process, and in evaluation of, in-vehicle support systems as well as in developing intervention training programs customised for older drivers.     

The interaction of culture with general job stressors in air traffic controllers

Elements of the job of Air Traffic Controllers perceived as being stressful were rated for degree of stressfulness by a group of Singaporean controllers. The results were compared with those from earlier studies in Canada and New Zealand. It was hypothesized that the international nature of the job would be reflected in findings from all three groups of controllers. It was further hypothesized, however, that environmental and cultural factors would produce differences among the groups and that these would be greater between the Asian and the two "Western" cultures than between the two earlier samples studied. Results showed that the two Western cultures share 56% common variance in their perceptions of stressfulness, but this changes to 35% between the New Zealand and Singapore groups and only 21% between Canada and Singapore. Although comparison of the factor structure of the stress ratings of the Singapore and New Zealand samples again confirmed a general pattern of underlying stressors related to air traffic control (which fits general occupational models of stress), it also revealed culturally specific components. The nature of these suggests that they are emhedded in the context of Asian environments and cultures. The conclusion is that stress in Air Traffic Controllers is related both to generic occupation stressors and to others that are both organizationally and culturally specific.