By Ruggero Ceci, Christopher Patten, Selina Mårdh (auth.), Don Harris (eds.)
This two-volume set (LNAI 8019 and LNAI 8020) constitutes the refereed lawsuits of the tenth overseas convention on Engineering Psychology and Cognitive Ergonomics, EPCE 2013, held as a part of the fifteenth overseas convention on Human-Computer interplay, HCII 2013, held in Las Vegas, united states in July 2013, together with 12 different thematically related meetings. the whole of 1666 papers and 303 posters provided on the HCII 2013 meetings used to be conscientiously reviewed and chosen from 5210 submissions. those papers tackle the newest study and improvement efforts and spotlight the human facets of layout and use of computing platforms. The papers accredited for presentation completely hide the whole box of human-computer interplay, addressing significant advances in wisdom and potent use of desktops in quite a few software components. the whole of eighty one contributions integrated within the EPCE complaints have been conscientiously reviewed and chosen for inclusion during this two-volume set. The papers integrated during this quantity are geared up within the following topical sections: riding and transportation security, cognitive matters in aviation, army purposes, cognitive matters in healthiness and well-being.
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Additional resources for Engineering Psychology and Cognitive Ergonomics. Applications and Services: 10th International Conference, EPCE 2013, Held as Part of HCI International 2013, Las Vegas, NV, USA, July 21-26, 2013, Proceedings, Part II
Hence the capabilities and limitations of the human being must to a great extent be taken into consideration when designing the road transport system. Road users will always make errors and mistakes for various reasons. These errors and mistakes in many cases originate from the interaction between the road user and the complex social, organisational and technical context in which the behaviour of the road users take place. They hence may be reduced by understanding these interactions and designing the road transport system from these conditions in order to guide the road user to an as safe as possible behaviour.
Table 3. - Results by Location from Experiment 2 Turn Front Left Front Right Back Left Fast Pulse Slow Fast Pulse Slow Fast Pulse Rate Pulse Rate Rate Pulse Rate Rate A 6 (30%) 5 (25%) 8 (40%) 9 (45%) 6 (30%) 6 (30%) 9 (45%) B C D E 6 (30%) Slow Pulse Rate 16 (80%) 17 (85%) 3 (15%) 3 (15%) 4 (20%) 8 (40%) 1 (5%) Back Right Fast Pulse Slow Pulse Rate Rate 16 (80%) 11 (55%) 3 (15%) 4 (20%) 1 (5%) 5 (25%) 1 (5%) F 4 (20%) 8 (40%) Currently, our lab is conducting additional research extending these results to an examination of wayfinding performance and spatial memory.
5 degrees of pitch motion to simulate abrupt acceleration and braking. The simulator features 3 screens that allows for 180 degree forward field of view. The cab was built from a 2002 Ford Taurus and is operated similar to a real car with an automatic transmission. Before the experiment began, a variety of vibrotactile patterns were presented to the participant to familiarize them with the seat. Participants were then shown an image of an overhead view of a street with a stationary car and six possible turn options.