Visual-Manual NHTSA Driver Distraction Guidelines for In-Vehicle Electronic Devices |
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Nathaniel Beuse
National Highway Traffic Safety Administration
September 16, 2014
[Federal Register Volume 79, Number 179 (Tuesday, September 16, 2014)]
[Notices]
[Pages 55530-55534]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-21991]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
[Docket No. NHTSA- 2014-0088]
Visual-Manual NHTSA Driver Distraction Guidelines for In-Vehicle
Electronic Devices
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Notice of Federal guidelines; clarifications.
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SUMMARY: On April 26, 2013, NHTSA released the Visual-Manual NHTSA
Driver Distraction Guidelines for In-Vehicle Electronic Devices (Phase
1 Guidelines) in an effort to promote safety by discouraging the
introduction of excessively distracting devices in vehicles. These
Guidelines cover original equipment (OE) in-vehicle (i.e., integrated)
electronic devices that are operated by the driver through visual-
manual means (i.e., the driver looks at a device, manipulates a device-
related control with his or her hand, and/or watches for visual
feedback from the device). This document clarifies some ambiguities
that have been identified in these Guidelines. For some of these
clarifications, revisions to the Guidelines text are indicated. A
revised version of the Visual-Manual NHTSA Driver Distraction
Guidelines for In-Vehicle Electronic Devices (Phase 1 Guidelines),
including these revisions, will be posted on www.regulations.gov in
Docket NHTSA-2014-0088.
DATES: The corrections made in this document are effective upon
publication.
FOR FURTHER INFORMATION CONTACT: For technical issues, you may contact
Dr. W. Riley Garrott, Vehicle Research and Test Center, phone: (937)
666-3312, facsimile: (937) 666-3590. Dr. Garrott's mailing address is:
National Highway Traffic Safety Administration, Vehicle Research and
Test Center, P.O. Box B-37, East Liberty, OH 43319.
SUPPLEMENTARY INFORMATION: In June 2012, NHTSA released a ``Blueprint
for Ending Distracted Driving,'' (document available at
www.distraction.gov) summarizing steps that NHTSA intends
[[Page 55531]]
to take to eliminate crashes attributable to driver distraction. This
document was an update of the ``Overview of the National Highway
Traffic Safety Administration's Driver Distraction Program'' that was
released in April 2010.\1\
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\1\ ``Overview of the National Highway Traffic Safety
Administration's Driver Distraction Program,'' DOT HS 811 299, April
2010. Available at http://www.nhtsa.gov/staticfiles/nti/
distracteddriving/pdf/811299.pdf. Also available at
www.regulations.gov, Docket NHTSA2010-0053, Document Number
0001.
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One of the steps called for in both of these documents is the
development of nonbinding, voluntary guidelines for minimizing the
distraction potential of in-vehicle and portable devices. NHTSA stated
that these guidelines would be developed in three phases. The first
phase covers visual-manual interfaces of electronic devices installed
in vehicles as original equipment. The second phase will cover visual-
manual interfaces of portable and aftermarket devices. The third phase
will expand these guidelines to cover tasks performed via auditory-
vocal interactions.
The Phase 1 NHTSA Guidelines were released for public comment in
February 2012. The final version of the Phase 1 Distraction Guidelines
was published in April 2013.\2\
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\2\ 78 FR 24817 (Apr. 26, 2013).
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The Phase 1 Guidelines list certain secondary tasks believed by the
agency to interfere inherently with a driver's ability to safely
control the vehicle. The NHTSA Guidelines recommend that in-vehicle
devices be designed so that they cannot be used by the driver to
perform these inherently distracting secondary tasks while driving. For
all other visual-manual secondary tasks, the NHTSA Guidelines specify a
test method for measuring eye glance behavior during those tasks. Eye
glance metrics are compared to acceptance criteria to evaluate whether
a task interferes too much with driver attention, rendering it
unsuitable for a driver to perform while driving. If a task does not
meet the acceptance criteria, the NHTSA Guidelines recommend that the
task be made inaccessible for performance by the driver while driving.
In addition, the NHTSA Guidelines contain several recommendations
to limit and reduce the potential for distraction associated with the
use of OE in-vehicle electronic devices. Examples include a
recommendation that performance of visual-manual tasks should not
require the use of more than one hand, a recommendation that each
device's active display be located as close as practicable to the
driver's forward line of sight, and a recommendation of a maximum
downward viewing angle to the geometric center of each display.
Clarifications
The agency is making the following clarifications and corrections
to the Phase 1 Guidelines and a revised version of the Visual-Manual
NHTSA Driver Distraction Guidelines for In-Vehicle Electronic Devices
(Phase 1 Guidelines), including these revisions, will be posted on
www.regulations.gov in Docket NHTSA-2014-0088.
1. Clarification of Determination of Downward Viewing Angle
In the April 2013 Final Guidelines Notice, NHTSA committed to
clarifying the process of determining the downward viewing angle. In
particular, the agency noted that several commenters had requested
notations regarding the measurement of eye height to ground in grid
coordinates for 2D and SAE curb ground line coordinates in 3D. NHTSA
interpreted those comments as requesting figures similar to those found
in the Alliance of Automobile Manufacturers' distraction guidelines
(Alliance Guidelines).\3\ The figures in the Alliance Guidelines are
intended to clarify coordinates and measurements used when calculating
a display's downward viewing angle, and the agency indicated that it
would add similar figures to the Phase 1 Guidelines. Accordingly, the
Phase 1 Guidelines are being amended to reference an additional SAE
standard in Subsection III.B and the sections related to downward
viewing angle have been revised and illustrative diagrams have been
added. Finally, a more detailed explanation of the figures and
mathematical calculations of the angles have been added in order to
make the figures easier to understand.
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\3\ Alliance of Automobile Manufacturers, Driver Focus-
Telematics Working Group, Statement of Principles, Criteria and
Verification Procedures on Driver Interactions with Advanced In-
Vehicle Information and Communication Systems (June 26, 2006).
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The original text of Subsection III.B reads:
SAE Recommended Practice J941, ``Motor Vehicle Drivers' Eye
Locations.'' Any of the following versions of SAE J941 are
acceptable: SAE J941 (June 1992), SAE J941 (June 1997), SAE J941
(September 2002), SAE J941 (October 2008), or SAE J941 (March 2010).
The text was revised to add the following reference:
SAE Recommended Practice J670 JAN2008, ``Vehicle Dynamics
Terminology,'' revised January 2008.
The original text of Subsections V.C.7 and V.C.8 read:
7. Determination of 2D Downward Viewing Angle. Create a fore-
and-aft plane (Plane FA) through the nominal driver eye point.
Define Point B as the laterally projected (while maintaining the
same fore-and aft and vertical coordinates) position of the
geometric center of the display of interest onto Plane FA. Generate
two lines in Plane FA, Line 1 and Line 2. Line 1 is a horizontal
line (i.e., maintaining the same vertical coordinate) going through
the nominal driver eye point. Line 2 goes through the nominal driver
eye point and Point B. The 2D Downward Viewing Angle is the angle
from Line 1 to Line 2.
8. Determination of 3D Downward Viewing Angle. Generate two
lines, Line 3 and Line 4. Line 3 is a horizontal line (i.e.,
maintaining the same vertical coordinate) going through the nominal
driver eye point and a point vertically above, below, or at, the
geometric center of the display of interest. Line 4 goes through the
nominal driver eye point and the geometric center of the display.
The 3D Downward Viewing Angle is the angle from Line 3 to Line 4.
The revised text of Subsections V.C.7 and V.C.8 read as follows:
7. Determination of 2D Downward Viewing Angle.
a. Coordinate System.
The SAE J670 JAN2008 Vehicle Axis System, denoted by
(XV, YV, ZV) is used. SAE J670
JAN2008 provides two choices for the direction of the ZV
axis, pointing upward (the Z-Up orientation) or pointing downwards
(the Z-Down orientation). For this document, the Z-Up orientation is
chosen.
The SAE J670 JAN2008 Vehicle Axis System (XV,
YV, ZV) in the Z-Up orientation is an axis
system fixed in the reference frame of the vehicle sprung mass such
that the XV axis is substantially horizontal, points
forward, and is parallel to the vehicle plane of symmetry. The
YV axis is perpendicular to the vehicle plane of symmetry
and points to the left. The ZV axis is perpendicular to
both the XV and YV axes and points upward.
b. Create a fore-and-aft plane (Plane FA) through the nominal
driver eye point. Determine the (XEP, YEP,
ZEP) coordinates of the nominal driver eye point. Plane
FA is parallel to both the XV and ZV axes and
is perpendicular to the YV axis. Since the nominal driver
eye point is generally not on the vehicle plane of symmetry, Plane
FA will normally be offset, either to the left or to the right, from
the vehicle reference point shown in Figure 1. All points in Plane
FA will have the same YV coordinate, YEP.
c. Define Point B. Point B is the laterally projected position
of the geometric center of the display of interest onto Plane FA.
Determine the (XV, YV, ZV)
coordinates of the geometric center of the display of interest. Then
laterally project (i.e., while maintaining the same XV
and YV coordinates) the geometric center of the display
of interest onto Plane FA. In other words, if the geometric center
of the display of interest has coordinates of (XGC,
YGC, ZGC), then the coordinates of Point B
will be (XGC, YEP, ZGC).
[[Page 55532]]
d. Generate two lines in Plane FA, Line 1 and Line 2 as
described in paragraphs e. and f., below.
e. Generate Line 1. Line 1 is a horizontal line (i.e.,
maintaining the same vertical (ZV) coordinate) in Plane
FA going through the nominal driver eye point. Figure 1 shows Plane
FA. Line 1 is marked in Figure 1.
f. Generate Line 2. Line 2 is in Plane FA and goes through the
nominal driver eye point and Point B. Figure 1 also shows Line 2 in
Plane FA. Lines 1 and 2 will intersect at the nominal driver eye
point.
g. Determine the 2D Downward Viewing Angle. The 2D Downward
Viewing Angle is the angle, measured in Plane FA, from Line 1 to
Line 2. Figure 1 also shows the 2D Downward Viewing Angle.
[GRAPHIC] [TIFF OMITTED] TN16SE14.000
h. Equations for Calculating the 2D Downward Viewing Angle. The
2D Downward Viewing Angle can be calculated using the equations that
follow:
Define the nominal driver eye point to be at coordinates
(XEP, YEP, ZEP). As previously
stated, the geometric center of the display of interest has
coordinates of (XGC, YGC, ZGC) and
the coordinates of Point B will be (XGC, YEP,
ZGC). The 2D distance in Plane FA between the nominal
driver eye point and Point B can be calculated by:
[GRAPHIC] [TIFF OMITTED] TN16SE14.001
[GRAPHIC] [TIFF OMITTED] TN16SE14.002
Where the above arcsine is calculated in radians and converted to
degrees by multiplying by 57.5958 (additional digits of accuracy
acceptable if desired).
i. Supplemental Note. The 2D Downward Viewing Angle could be
negative (i.e., the geometric center of the display of interest
could be above the nominal driver eye point). Therefore, it is not
necessarily a downward viewing angle.
8. Determination of 3D Downward Viewing Angle.
Note: This section builds upon the information contained in
Subsection V.C.7, ``Determination of 2D Downward Viewing Angle.''
a. Generate two lines, Line 3 and Line 4. Start by determining
the (XV, YV, ZV) coordinates of
both the nominal driver eye point and the geometric center of the
display of interest. Lines 3 and 4 are in a vertically-oriented
plane, Plane EP-GC, that contains both the nominal driver eye point
(at coordinates (XEP, YEP, ZEP)),
and the geometric center of the display of interest (at coordinates
of (XGC, YGC, ZGC)).
b. Generate Line 3. Line 3 is a horizontal line (i.e.,
maintaining the same vertical coordinate), in Plane EP-GC, going
through the nominal driver eye point and a point vertically above,
below, or at (depending upon the values of YEP and
YGC) the
[[Page 55533]]
geometric center of the display of interest. Figure 2 illustrates
Line 3 in Plane EP-GC.
c. Generate Line 4. Line 4 goes through the nominal driver eye
point and the geometric center of the display. It is in Plane EP-GC
and intersects with Line 3 at the nominal driver eye point. Figure 2
also illustrates Line 4 in Plane EP-GC.
[GRAPHIC] [TIFF OMITTED] TN16SE14.003
d. Determine the 3D Downward Viewing Angle. The 3D Downward
Viewing Angle is the angle, measured in Plane EP-GC, from Line 3 to
Line 4. Figure 2 also shows the 3D Downward Viewing Angle.
e. Equations for Calculating the 3D Downward Viewing Angle. The
3D Downward Viewing Angle can be calculated using the equations that
follow:
Define the nominal driver eye point to be at coordinates
(XEP, YEP, ZEP). As previously
stated, the geometric center of the display of interest has
coordinates of (XGC, YGC, ZGC). The
3D distance in Plane EP-GC between the nominal driver eye point and
geometric center of the display of interest can be calculated by:
[GRAPHIC] [TIFF OMITTED] TN16SE14.004
Where the above arcsine is calculated in radians and converted to
degrees by multiplying by 57.5958 (additional digits of accuracy
acceptable if desired).
f. Supplemental Note. The 3D Downward Viewing Angle could be
negative (i.e., the geometric center of the display of interest
could be above the nominal driver eye point). Therefore, it is not
necessarily a downward viewing angle.
2. Clarification on Ordering of Test Trials When Multiple Tasks Are
Tested
NHTSA is revising Subsection VI.E.12, which discusses task
acceptance test sessions involving multiple testable tasks. Although
the Guidelines indicated that there is no limit to the number of tasks
an individual test participant may be asked to perform in one test
session, the agency feels that it is appropriate to caution that
including too many tasks in a single session can overwhelm test
participants and lead to worse performance by the participant, thereby
increasing the likelihood of a task not meeting the acceptance
criteria. Accordingly, Subsection VI.E.12 is being revised to
incorporate a cautionary statement to that effect. NHTSA is also adding
a similar cautionary recommendation that the instructions, practice,
and testing for each task should be completed before beginning a new
task in order to minimize the likelihood of test participant confusion.
The original text of Subsection VI.E.12 reads:
12. Multiple Testable Task Testing. To improve testing
efficiency, multiple (different) testable tasks may be performed
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by the same test participant during one or more drives. There is no
limit to the number of testable tasks that may be evaluated by a
test participant.
The revised text of Subsection VI.E.12 appends the following
sentences to the above section:
However, it should be noted that including multiple tasks in a
single session may lead to performance degradation due to test
participant fatigue or confusion. Additionally, to ensure that the
testing of each task reflects the demands of that task alone, all
instructions, practice and testing for a single task should be
completed before beginning a new task.
3. Clarification of Maximum Allowable Number of Eye Glances Longer Than
2.0 Seconds
Subsequent to publication of the Phase 1 NHTSA Driver Distraction
Guidelines, NHTSA became aware that the language used in Subsection
VI.E.14.a, which describes the maximum number of eye glances longer
than 2.0 seconds that may be observed for a conforming task during the
driving simulator test procedure, was confusing to some readers. To
improve the understandability of Subsection VI.E.14.a, that section has
been revised as follows and an illustrative table has been added.
Similar clarifying edits have also been made to Subsection VI.E.14.b,
which describes the criteria for the mean duration of glances.
The original text of Subsection VI.E.14.a and b. read:
14. Acceptance Criteria. A testable task should be locked out
from performance by drivers while driving unless the following three
criteria are all met:
a. For at least 21 of the 24 test participants, no more than 15
percent (rounded up) of the total number of eye glances away from
the forward road scene have durations of greater than 2.0 seconds
while performing the testable task one time.
b. For at least 21 of the 24 test participants, the mean
duration of all eye glances away from the forward road scene is less
than or equal to 2.0 seconds while performing the testable task one
time.
The text of Subsections VI.E.14.a and VI.E.14.b have been revised
to read as follows:
a. For at least 21 of the 24 test participants, no more than 15
percent (rounded up to the next whole number) of each participant's
total number of eye glances away from the forward road scene have
durations of greater than 2.0 seconds while performing the testable
task one time.
Table 3--Maximum Allowable Number of Eye Glances Longer Than 2.0 Seconds
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15% of the total number Maximum number of
Number of eye glances away from the forward road scene made by of eye glances away allowable off-road eye
an individual test participant in performing a task from the forward road glances longer than 2.0
scene seconds
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1............................................................. 0.15 * 0
2............................................................. 0.30 1
3............................................................. 0.45 1
4............................................................. 0.60 1
5............................................................. 0.75 1
6............................................................. 0.90 1
7............................................................. 1.05 2
8............................................................. 1.20 2
9............................................................. 1.35 2
10............................................................ 1.50 2
11............................................................ 1.65 2
12............................................................ 1.80 2
13............................................................ 1.95 2
14 through 20................................................. >2.0 3
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* Note: See Section VI.E.14.b. If a testable task takes a test participant exactly one glance to perform, that
glance must be no longer than 2.0 seconds in order to have a mean duration that does not exceed 2.0 seconds
for all eye glances.
b. For at least 21 of the 24 test participants, the mean
duration of each participant's eye glances away from the forward
road scene is less than or equal to 2.0 seconds while performing the
testable task one time.
4. Typographical Error
A typographical error was found in Section VI.G.4.b of the Phase 1
NHTSA Driver Distraction Guidelines. The phrase ``How to drive the
occlusion apparatus while not performing a testable task,'' should read
``Become familiar with the occlusion apparatus operation while not
performing a testable task.'' This change merely corrects the
Guidelines language without substantively changing the content.
5. Inadvertent Omission
The agency inadvertently neglected to include a recommendation
regarding multiple testable task testing in Subsection VI.G., which
relates to the occlusion test protocol. As discussed above, a
recommendation regarding multiple task testing was included in the
section related to driving simulator testing. In order to provide
consistent recommendations for both test protocols, the agency has
included a recommendation similar to the revised Subsection VI.E.12 in
Subsection VI.G.18 that reads as follows:
18. Multiple Testable Task Testing. To improve testing
efficiency, multiple (different) testable tasks may be performed by
the same test participant during one or more sessions. There is no
limit to the number of testable tasks that may be evaluated by a
test participant. However, it should be noted that including
multiple tasks in a single session may lead to performance
degradation due to test participant fatigue or confusion.
Additionally, to ensure that the testing of each task reflects the
demands of that task alone, all instructions, practice and testing
for a single task should be completed before beginning a new task.
Issued in Washington, DC, on September 10, 2014, under authority
delegated by 49 CFR 1.95.
Nathaniel Beuse,
Associate Administrator for Vehicle Safety Research.
[FR Doc. 2014-21991 Filed 9-15-14; 8:45 am]
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