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Frequently Asked Questions
Would you explain your main research area?
Research activities at the ITS Institute focus on developing tools and techniques to improve transportation through human-centered technology in four Core Science and Technology Areas:
- Human Performance and Behavior
- Computing, Sensing, Communications, and Control Systems
- Technologies for Modeling, Managing, and Operating Transportation Systems
- Social and Economic Policy Issues Related to ITS Technologies
Examples of primary research areas for the HumanFIRST Program are:
- Human factors related to traffic safety including driver age, impairment, fatigue, distraction
- Traffic engineering interventions within the road environment including road geometry, lane markings, roadside signage
- Driver support systems including longitudinal and lateral control support systems
Would you explain your achievements in human factors research?
The HumanFIRST Program is the dedicated human factors research facility for the ITS Institute at the University of Minnesota. The HumanFIRST Program has achieved much advancement in human factors research including the following examples:
The HumanFIRST Program has developed standardized driving simulator scenarios that have been validated as sensitive measures of driver performance. The use of standardized scenarios ensures efficient and valid system evaluations and supports historical comparisons between different system evaluations based on the same set of performance metrics.
In conjunction with the IV Laboratory, the HumanFIRST Program has developed and validated a test track protocol to reproduce (standardized) driving simulation scenarios in the real world using automated vehicles connected by wireless communication and managed by an event controller. This capability supports the migration of research methodologies from the simulated to the real world to support a logical sequence of conclusions with increasing validity.
In conjunction with the Department of Psychology, the HumanFIRST Program has developed protocols to measure driver psychophysiology in response to driving conditions and driver support systems. This capability provides data to support a comprehensive understanding of driver responses to interactions with driver support systems by explaining the physiological basis of observed behaviors.
Historically, the HumanFIRST Program has conducted system evaluations that not only directly assess system functioning in relation to design goals, but also evaluate the potential for prototype systems to induce negative system behaviors that could undermine design goals. For example, evaluation methodologies have been developed to assess negative system effects including driver distraction, behavioral adaptation, and loss of situation awareness. This approach provides a comprehensive evaluation of the human factors issues that can produce both positive and negative system effects from the introduction of novel vehicle control and telematic systems.
What kind of psychophysiological measuring equipment are you using?
We currently operate two types of psychophysiological measurement equipment in our driving simulator and our test vehicle for track and field studies. Both systems are multi-channel portable devices that are robust for collection of driver psychophysiology in a range of driving environments:
PSYLAB (Stand-Alone-Monitor) is a portable psychophysiology recording unit that is adaptable to a variety of measurement configurations. Currently, the system is configured to measure ECG and GSR and is integrated into the sensor and data recording system of a road vehicle. This provides real-time access and integration of psychophysiology, gaze, and driving data.
The Neuroscan NuAmp system is a medically-certified, ambulatory
psychophysiology recording unit that is robust to most forms of
electromagnetic interference. It is a multi-channel system and includes
EEG, ECG, EMG, and EOG with a high data-sampling rate to support both
time and frequency-based analyses. This system is used for field and
simulator studies and is synchronized with test vehicle and driving
simulator data channels. This provides real-time access and integration
of psychophysiology, gaze and driving data.
What kind of psychophysiological measurements are collected?
We have developed measurement protocols and indices of driver workload, stress and attention in collaboration with neurophysiologists in the Department of Psychology (University of Minnesota) and pioneers in driver psychophysiology at the University of Groningen. These protocols include measures derived from EEG, ECG, GSR, EOG, and EMG. Unique measures that have been validated by the HumanFIRST Program include (1) Evoked Response Potential (ERP) metrics and brain mapping to using an Odd-Ball Stimulus Paradigm to assess mental attention and resource processing, and (2) spectral analysis of heart inter-beat intervals to compute a metric of .10 Hz Sinus Arrhythmia to assess mental effort.
Aside from driving simulators, are you carrying out research in the real world (test track studies, operational field tests)?
In conjunction with the IV Laboratory, the HumanFIRST Program has conducted real-world research using test track studies and operational field tests. The capacity to undertake realistic evaluations of novel prototype systems using test track and field test methodologies is facilitated by the liability coverage provided by the University of Minnesota and cooperation provided by close relationships with the Minnesota Department of Transportation, Minnesota Office of Traffic Safety (Department of Public Safety), and Minnesota State Patrol.
On what occasions do you use real cars?
The general research process of the HumanFIRST Program is to test concepts using bench-top testing with simplified computer simulations before evaluating system concepts integrated in the driving simulator. The driving simulator permits the rapid prototyping of alternative systems that can be comprehensively evaluated in a cost-effective method. These simulation evaluations can be used to down-select system concepts to support the engineering of candidate prototype systems by the IV Laboratory for test track evaluations. The ITS Institute has access to test track facilities through cooperative agreements with Mn/DOT and 3M that represent a range of road environments and driving conditions. The test track and field test projects are supported by the IV Laboratory propriety systems based on DGPS and digitized databases of the road network to collect real-time data based on vehicle location and simulate different types of sensor functioning. This may include the instrumentation of the roadside infrastructure to provide real time data for all traffic interacting with the test vehicles. The results of the test tack study are then used to develop a final system prototype that can be validated in the real world driving context with an operational field test.
In this manner, the HumanFIRST Program uses a progressive sequence of research methodologies with simulation, test track studies, and operational field testing to develop a logical and valid set of conclusions about the usability and potential commercial market for the evaluated system. The University of Minnesota provides full liability coverage for research through the formal process of reviewing and approving experiments involving human subjects (www.research.umn.edu/irb). These University of Minnesota risk management policies encourage research on the road and would indemnify us against unreasonable liability. Indeed, the IRB is familiar with our experiment protocols and has provided oversight on multiple driver behavior studies across the risk spectrum.
Is it possible for members of the general public to participate as subjects in the research?
The HumanFIRST Program has special permission from the University of Minnesota IRB to maintain a large subject database which recruits a broad range of driver demographics. The HumanFIRST Program recruits subjects based on the demographic needs of specific research. The objective of this recruiting is to use relevant subjects from the general population (rather than university staff and students). Moreover, the HumanFIRST Program has mechanisms to recruit subjects who are drivers of specific makes and models of vehicles. This recruitment strategy ensures that research is valid and can be generalized to specific market populations.
Do you carry out work concerning the provision of law or creation of standards?
This type of work takes place within the Center for Transportation Studies (CTS), which strives to connect research results to policy directions by state and federal agencies. Through newsletters, websites, seminars, and special forums, CTS communicates research findings and brings together policy leaders, professionals, and researchers to discuss opportunities for putting innovations into practice. In recent years, CTS has been a convener of elected officials and policy leaders on critical transportation issues, offering new research directions and facilitating in-depth conversations on their implications for policy and practice (www.house.gov/transportation_democrats).
For example, the James L. Oberstar Forum on Transportation Technology and Policy has become a national event that draws attention from a wide range of national leaders and researchers. In addition, CTS is increasingly being used by the state legislature and the business community as a resource for developing state transportation policy initiatives.
Do you have experience conducting research funded by the auto industry?
The Director of the HumanFIRST Program has been contracted to conduct research programs for a variety of automotive manufacturers throughout Europe and Asia. Most recently, the HumanFIRST program completed a research program for Nissan (NRC, Japan). Moreover, the ITS Institute participates on many transportation committees along with major automotive manufacturers from North America and Asia. Therefore, the ITS Institute and its research labs recognize the needs and objectives of automotive research and has the contractual precedence to conduct research with foreign companies.
As a rough guide, how much does it cost to run 20 subjects for an hour each as part of a study in the driving simulator?
As an approximate guideline of direct costs for simulator-based research, the cost for a typical simulator study based on a simple research methodology would cost between $100,000 and $200,000. For a more complex research methodology (or multiple studies), the approximate cost would be between $400,000 and $600,000. These cost estimates are currently based on a simulator access fee of $1950 per day for FY2006.