Thesis (doctoral)--University of Tampere, 1984. / Includes bibliographical references (p. 221-230).

Thesis (Ph. D.)--Brigham Young University. Dept. of Computer Science, 2006. / Includes bibliographical references (p. 149-164).

The present work examines whether user's trust of and reliance on automation, were affected by the manipulations of user's perception of the responding agent. These manipulations included agent reliability, agent type, and failure salience. Previous work has shown that automation is not uniformly beneficial; problems can occur because operators fail to rely upon automation appropriately, by either misuse (overreliance) or disuse (underreliance). This is because operators often face difficulties in understanding how to combine their judgment with that of an automated aid. This difficulty is especially prevalent in complex tasks in which users rely heavily on automation to reduce their workload and improve task performance. However, when users rely on automation heavily they often fail to monitor the system effectively (i.e., they lose situation awareness - a form of misuse). However, if an operator realizes a system is imperfect and fails, they may subsequently lose trust in the system leading to underreliance. In the present studies, it was hypothesized that in a dual-aid environment poor reliability in one aid would impact trust and reliance levels in a companion better aid, but that this relationship is dependent upon the perceived aid type and the noticeability of the errors made. Simulations of a computer-based search-and-rescue scenario, employing uninhabited/unmanned ground vehicles (UGVs) searching a commercial office building for critical signals, were used to investigate these hypotheses. Results demonstrated that participants were able to adjust their reliance and trust on automated teammates depending on the teammate's actual reliability levels. However, as hypothesized there was a biasing effect among mixed-reliability aids for trust and reliance. That is, when operators worked with two agents of mixed-reliability, their perception of how reliable and to what degree they relied on the aid was effected by the reliability of a current aid. Additionally, the magnitude and direction of how trust and reliance were biased was contingent upon agent type (i.e., 'what' the agents were: two humans, two similar robotic agents, or two dissimilar robot agents). Finally, the type of agent an operator believed they were operating with significantly impacted their temporal reliance (i.e., reliance following an automation failure). Such that, operators were less likely to agree with a recommendation from a human teammate, after that teammate had made an obvious error, than with a robotic agent that had made the same obvious error. These results demonstrate that people are able to distinguish when an agent is performing well but that there are genuine differences in how operators respond to agents of mixed or same abilities and to errors by fellow human observers or robotic teammates. The overall goal of this research was to develop a better understanding how the aforementioned factors affect users' trust in automation so that system interfaces can be designed to facilitate users' calibration of their trust in automated aids, thus leading to improved coordination of human-automation performance. These findings have significant implications to many real-world systems in which human operators monitor the recommendations of multiple other human and/or machine systems.

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Various roles for operators in human-machine systems have been proposed. This thesis shows that all of these views have in common the fact that operators perform best when given feedback that matches their intent. Past studies have shown that position control is superior to rate control except when operating large-workspace and/or dynamically slow manipulators and for exact tracking tasks. Operators of large-workspace and/or dynamically slow manipulators do not receive immediate position feedback. To remedy this lack of position feedback, a ghost arm overlay was displayed to operators of a dynamically slow manipulator, giving feedback that matches their intent. Operators performed several simple one- and two-dimensional tasks (point-to-point motion, tracking, path following) with three different controllers (position control with and without a ghost, rate control) to indicate how task conditions influence operator intent. Giving the operator position feedback via the ghost significantly increased performance with the position controller and made it comparable to performance with the rate control. These results were further validated by testing coordinated position control with and without a ghost arm and coordinated rate control on an excavator simulator. The results show that position control with the ghost arm is comparable, but not superior to rate control for the dynamics of our excavator example. Unlike previous work, this research compared the fuel efficiencies of different HMIs, as well as the time efficiencies. This work not only provides the design law of matching the feedback to the operator intent, but also gives a guideline for when to choose position or rate control based on the speed of the system.

The operation of sophisticated unmanned aircraft systems (UAS) involves complex interactions between human and machine. Unlike other areas of aviation where technological advancement has flourished to accommodate the modernization of the National Airspace System (NAS), the scientific paradigm of UAS and UAS user interface design has received little research attention and minimal effort has been made to aggregate accurate data to assess the effectiveness of current UAS human-machine interface (HMI) representations for command and control. UAS HMI usability is a primary human factors concern as the Federal Aviation Administration (FAA) moves forward with the full-scale integration of UAS in the NAS by 2025. This study examined system learnability of an industry standard UAS HMI as minimal usability data exists to support the state-of-the art for new and innovative command and control user interface designs. This study collected data as it pertained to the three classes of objective usability measures as prescribed by the ISO 9241-11. The three classes included: (1) effectiveness, (2) efficiency, and (3) satisfaction. Data collected for the dependent variables incorporated methods of video and audio recordings, a time stamped simulator data log, and the SUS survey instrument on forty-five participants with none to varying levels of conventional flight experience (i.e., private pilot and commercial pilot). The results of the study suggested that those individuals with a high level of conventional flight experience (i.e., commercial pilot certificate) performed most effectively when compared to participants with low pilot or no pilot experience. The one-way analysis of variance (ANOVA) computations for completion rates revealed statistical significance for trial three between subjects [F (2, 42) = 3.98, p = 0.02]. Post hoc t-test using a Bonferroni correction revealed statistical significance in completion rates [t (28) = -2.92, p<0.01] between the low pilot experience group (M = 40%, SD =. 50) and high experience group (M = 86%, SD = .39). An evaluation of error rates in parallel with the completion rates for trial three also indicated that the high pilot experience group committed less errors (M = 2.44, SD = 3.9) during their third iteration when compared to the low pilot experience group (M = 9.53, SD = 12.63) for the same trial iteration. Overall, the high pilot experience group (M = 86%, SD = .39) performed better than both the no pilot experience group (M = 66%, SD = .48) and low pilot experience group (M = 40%, SD =.50) with regard to task success and the number of errors committed. Data collected using the SUS measured an overall composite SUS score (M = 67.3, SD = 21.0) for the representative HMI. The subscale scores for usability and learnability were 69.0 and 60.8, respectively. This study addressed a critical need for future research in the domain of UAS user interface designs and operator requirements as the industry is experiencing revolutionary growth at a very rapid rate. The deficiency in legislation to guide the scientific paradigm of UAS has generated significant discord within the industry leaving many facets associated with the teleportation of these systems in dire need of research attention. Recommendations for future work included a need to: (1) establish comprehensive guidelines and standards for airworthiness certification for the design and development of UAS and UAS HMI for command and control, (2) establish comprehensive guidelines to classify the complexity associated with UAS systems design, (3) investigate mechanisms to develop comprehensive guidelines and regulations to guide UAS operator training, (4) develop methods to optimize UAS interface design through automation integration and adaptive display technologies, and (5) adopt methods and metrics to evaluate human-machine interface related to UAS applications for system usability and system learnability.

This thesis explores the challenges and potential of technology integration in current ship management practices. While technology advancements were designed to be contributing to minimising task complexity, issues such as fatigue, increased administrative burden and technology assisted accidents still plague the industry. In spite of the clearly recognisable benefits of using modern technology in the management of ships, in practice its application appears lacking by a considerable margin. The main driver of the study was to appreciate the cause of this disparity. The study first reviewed a wide body of literature on issues involving the use of technology which included academic literature with empirical evidences and theoretical explanations of implementation of technology at work. With the help of the extant knowledge this research embarked on providing an explanation to the gap that existed in the application of technology in the shipping industry. By taking a case study approach the thesis looked into the induction and integration of technology in the management and operation of ships that primarily interfaced closely between the ship and its management unit on shore. Three companies with mutually diverse management setup were studied. The fourth case comprised of purposefully selected senior members of ships’ staff. The analysis of the data revealed that the manifestation of the gap in technology implementation is caused by deeper influences at work in the shipping industry. The un-optimised technology integration results in the seafarer, who is the keystone to the technology application, becoming a victim of the circumstances. The technology that was intended to ease operations and burdens ends up in controlling him, even leaving him under-resourced and causing fatigue.This was not an unintended outcome but the result of weak regulatory practices, short-term capital outlook and weakened labour practices in the shipping industry all caused by wider social and economic developments affecting not just this industry but businesses globally. The impact of such influences was however more acute in this industry resulting in such extreme consequence. By bringing to light the limited application of some fundamental principles of human-systems integration, this study has attempted to expand the boundaries of research on the subject and contributed to the holistic understanding of the various underlying factors that influence technology integration in ship management processes.