Understanding the goal and behaviour of end users is difficult. Moreover, silo thinking is common in large corporations. Needed are methods that support an understanding of the users’ needs as well as improve communication among development departments that require different needs and information. A Persona is a fictional person based on interviews or other data collecting methods, that describes the users’ needs, goals and issues with the product. This thesis describes a Persona method specifically designed for development processes in large corporations. Twenty-nine interviews were made with a standard Persona method in several countries in Europe with end users for a large forklift truck company. Subsequent analysis with a focus to make a method more affective was performed. The resulting method, Quick Persona Method (QPM) presents an affective process involving knowledge sharing among departments. Furthermore, the method is expected to break a silo thinking culture, to be time efficient, usable, understandable and improve communication among departments.

The current driving simulator study investigates the effect of 2 distinct levels of distraction on a drivers’ situational awareness and latent and inherent hazard anticipation. In this study, rear-end crashes were used as the primary crash configuration to target a specific category of crashes due to distraction. The two types of task load used in the experiment was a cognitive distraction (mock cell-phone task) & visual distraction (I-pad task). Forty-eight young participants aged 18-25 years navigated 8 scenarios each in a mixed subject design with task load (cognitive or visual distraction) as a between-subject variable and the presence/absence of distraction representing the within-subject variable. All participants drove 4 scenarios with a distraction and 4 scenarios without any distraction. Physiological variables in the form of Heart rate and heart rate variability was collected for each participant during the practice drives and after each of the 8 experimental drives. After the completion of each experimental drive, participants were asked to fill up a NASA TLX questionnaire which quantifies the overall task load experienced by giving it a score between 1 and 100, where higher scores translate to higher perceived task load. Eye-movements were also recorded for the proportion of latent and inherent hazards anticipated and mitigated for all participants. Standard vehicle data (velocity, acceleration & lane offset) were also collected from the simulator for each participants’ each drive. Analysis of data showed that there was a significant difference in velocity, lane offset and task load index scores across the 2 groups (between-subject factors). The vehicle data, heart rate data and TLX data was analyzed using Mixed subject ANOVA. There was also a logistic regression model devised which showed significant effects of velocity, lane offset, TLX scores and age on a participants’ hazard anticipation abilities. The findings have a major practical implication in reducing drivers’ risk of fatal, serious or near crashes.

In the globally collaborative effort of maintaining an accurate space catalog, it is of utmost importance for ground tracking stations to provide observations which can be used to update and improve the catalog. However, each tracking station is responsible for viewing thousands of objects in a limited window of time. Limitations in sensor capabilities, human error, and other circumstances inevitably result in erroneous, or unusable, data, but when receiving information from a tracking station, it may be difficult for the end-user to determine a data set's usability. Variables in equipment, environment, and processing create uncertainties when computing the positions and orbits of the satellites. Firstly, this research provides a reference frame for what degrees of errors or biases in equipment translate to different levels of orbital errors after a least squares orbit determination. Secondly, using just an incoming data set's angle error distribution compared to the newly determined orbit, statistical distribution testing is used to determine the validity and usability of the newly received data set. In the context of orbit position uncertainty, users are then able to communicate and relay the uncertainties in the data they share while assessing incoming data for potential sources of error.

<pre>Because of the increasing population of space objects, there is an increasing necessity to monitor and predict the status of the near-Earth space environment, especially of critical regions like geosynchronous Earth orbit (GEO) and low Earth orbit (LEO) regions, for a sustainable future. Space Situational Awareness (SSA), however, is a challenging task because of the requirement for dynamically insightful fast orbit propagation models, presence of dynamical uncertainties, and limitations in sensor resources. Since initial parameters are often not known exactly and since many SSA applications require long-term orbit propagation, long-term effects of the initial uncertainties on orbital evolution are examined in this work. To get a long-term perspective in a fast and efficient manner, this work uses analytical propagation techniques. Existing analytical theories for orbital perturbations are investigated, and modifications are made to them to improve accuracy. While conservative perturbation forces are often studied, of particular interest here is the orbital perturbation due to non-conservative forces. Using the previous findings and the developments in this thesis, two SSA applications are investigated in this work. In the first SSA application, a sensor tasking algorithm is designed for the detection of new classes of GEO space objects. In the second application, the categorization of near-GEO objects is carried out by combining knowledge of orbit dynamics with machine learning techniques.</pre>

Spel har förvandlats till en mainstream underhållningskälla och har utvecklats tillsammans med teknologin. Till en nivå som nyttjar en spelares alla sinnen för att fördjupa de i ett spel. Uppmärksamheten kring tillgänglighet inom spel har dock försvagats.Detta examensarbete undersöker de tillgängliga lösningarna som syftar till att hjälpa döva eller hörselskadade, främst när det gäller situationsmedvetenhet genom att ersätta ljud med en visuell representation. De i skrivande stund tillgängliga lösningarna jämförs sedan med resultaten i relaterad forskning och en undersökning som genomfördes för detta arbete. Målsättningen var att hitta vad som fungerade som en visuell representation av ljud, med undersökningssvaren som ger insikt i döva och hörselskadade individers perspektiv på lösningarna.Dessa resultat kan fungera som en referenspunkt för utvecklare som vill implementera en visuell representation av ljud eller liknande funktion i deras spel. / Video Games have turned into a mainstream source of entertainment and have evolved alongside technological improvements. To the point of being able to bring the player immersive gaming experiences that rely heavily on their senses. However, the attention to the accessibility aspects of video games has been lagging behind.This thesis explores the available solutions that aim to help Deaf or Hard of Hearing (DHH) players, primarily in terms of situational awareness by substituting audio with a visual representation. The currently available solutions are then compared with the findings in related research and a survey that was conducted for this paper. The objective was to find what worked as a visual representation of audio, with the survey responses providing insight into DHH players perspective.These findings can serve as a reference point for developers who want to implement a visual substitute for audio or a similar feature intheir game.

No description available.

The level of autonomation and the number situations which an autonomous vehicle can handle continuously increases. However, even fully autonomous vehicles will need human support, especially when system failures occur. Remote operations enables vehicles to operate autonomously when possible and keeps the human in the loop to assist when needed by allocating them to a remote operating center (ROC). It is a new field within autonomous trucks and little research has thus been conducted on the topic. By taking an approach from the fields of aviation and maritime, where remote operations has been researched for longer, the study aims to transfer knowledge to road freight and to enable remote operations at a management mode. The focus of the study is thus to investigate which information is important for the remote operator (RO) when manual procedures are automated, and to define recommendations for how a ROC could be designed from a human-automation teamwork and situational awareness perspective. The results of the conducted interviews find that the RO first and foremost needs information regarding failures of the automation, including how the failures could be solved. However, it also confirms previous research emphasizing interactive interfaces to avoid passive monitoring, as that is likely to cause an out-of-the-loop problem. Furthermore, recommendations which could be defined regarding the design of a ROC include incorporating both verbal and digital communicational abilities, and the possibility to collaborate, both internally and externally. Lastly, the results show an importance to differentiate between different modes of remote operations in the ROC to remain clear of the responsible actor and avoiding automation surprise.

Incident detection is a key component in real-time traffic management systems that allows efficient response plan generation and decision making by means of risk alerts at critical affected sections in the network. State-of-the-art incident detection techniques traditionally require: i) good quality data from closely located sensor pairs, ii) a minimum of two reliable measurements from the flow- occupancy-speed triad, and iii) supervised adjustment of thresholds that will trigger anomalous traffic states. Despite such requirements may be reasonably achieved in simulated scenarios, real-time downstream applications rarely work under such ideal conditions and must deal with low reliability data, missing measurements, and scarcity of curated incident labelled datasets, among other challenges. This paper proposes an unsupervised technique based on univariate timeseries anomaly detection for computationally efficient incident detection in real-world scenarios. Such technique is proved to successfully work when only flow measurements are available, and to dynamically adjust thresholds that adapt to changes in the supply. Moreover, results show good performance with low-reliability and missing data.

The probability of satellite collisions and disintegrations cluttering the near-Earth orbital environmentis ever-growing. This is especially true for the congested Low Earth Orbit (LEO) regime; once a critical density of objects is reached, a collisional cascading is projected to generate runaway growth of theorbital population. Comprehensive tracking of Resident Space Objects (RSO) is a requisite precursor to conjunction forecasting and avoidance; a strategy for active debris mitigation. Conducted at Arctic Lidar Observatory for Middle Atmosphere Research (ALOMAR) Andøya Space, this work presents a means through which a passive optical observation station can be established using only an off-the shelf Canon EOS-1300 camera for uncued detection. A custom processing pipelinewas developed to perform data reduction on the retrieved images and initialisation of the object orbit was accomplished via implementations of the classic Initial Orbit Determination (IOD) algorithms of Laplace and Gauss. RSO identification was performed by reconstruction of the overpass and comparison against objects in a Two Line Elements (TLE) database. The complete script initiates the tracking process, and requires no inputs other than the image, and the geodetic coordinates of the ground station. The processing pipeline was demonstrated to perform robustly on the collected images and the algorithms were tested for different orbital regimes using precision angular data extracted from literature, with the retrieved results corresponding closely to the available reference values for all orbital regimes. Their performance as predictors of satellite position was compared for a variety of test cases, withthe Gauss algorithm producing more consistent results. However, orbits could not be initialised from the images, due to insufficient angular and timing precision. Various adaptations and extensions are suggested in order to achieve the requisite accuracy in the optical data and improve the data collection.

Zur Beurteilung der Rolle von menschlichen Faktoren bei Eisenbahnunfällen wurden 41 Untersuchungsberichte der Bundesstelle für Eisenbahnunfalluntersuchung einer strukturierten Inhaltsanalyse unterzogen und die Handlungen von Fahrdienstleitern (Fdl) und Triebfahrzeugführern (Tf) in Kategorien zu Fehlerklassifikationen nach Reason und Ebenen des Situationsbewusstseins nach Endsley eingeteilt. Darauf aufbauend wurden Hypothesen abgeleitet, welche in einem Online-Fragebogen untersucht wurden. Es wurde dabei mit Einstichproben t-Tests gegen durch Expertenwissen definierte Cutoff-Werte festgestellt, dass das Sicherheitsklima unter Fdl und Tf niedrig ist, dass Fdl Fahrstraßen zu früh auflösen, dass Fdl Hilfssperren bewusst nicht immer anbringen, dass Fdl Fahrwegprüfungen durch Hinsehen nicht mit angemessener Sorgfalt durchführen, dass Tf sich nach Zwangsbremsungen nicht an die Vorgaben halten, dass Tf nicht alle für sie geltenden Signale wahrnehmen und dass Tf bewusst schneller als erlaubt fahren. Mit einem Zweistichproben-t-Test wurde getestet, ob die meisten Fehler von Fdl und Tf auf der Ebene der Wahrnehmung nach Endsley im Vergleich zu den Ebenen des Verständnisses und der Projektion passieren, lieferte aber kein signifikantes Ergebnis. Es konnte herausgearbeitet werden, dass in Deutschland im Bereich der Unfallanalyse Verbesserungspotenziale bestehen und sich dabei an anderen Hochrisikobranchen orientiert werden kann.:1 Motivation ........................................................................................................... 9 2 Theorie: Fehler und Sicherheit im System Bahn .......................................... 10 2.1 Fehlerdefinition nach Reason................................................................ 10 2.2 Situationsbewusstsein nach Endsley.................................................... 12 2.3 Theorie der wissenschaftlichen Fragebogenerstellung und Statistischen Analyse.............................................................................. 13 2.4 Sicherheitskultur und Sicherheitsklima............................................... 15 2.5 Sicherheit im System Bahn .................................................................... 16 2.6 Bedeutung des Menschen im System Bahn ......................................... 17 2.7 Abstraktionen von Sicherheit und Fehlern im System Bahn............. 19 2.8 Selbstschutz vor Fehlern ........................................................................ 21 2.9 Ziel der Untersuchungsberichte der Bundesstelle für Eisenbahnunfalluntersuchung (BEU).................................................... 22 3 Methodik dieser Arbeit.................................................................................... 24 3.1 Vorgehen .................................................................................................. 24 3.2 Ergebnisse der Analyse ........................................................................... 27 3.2.1 Auswertung nach Reason ................................................................ 28 3.2.2 Auswertung Situationsbewusstsein ................................................ 31 3.2.3 Mangelhafte Fahrwegprüfung ......................................................... 32 3.2.4 Unzeitiges Umstellen von Weichen................................................. 33 3.2.5 Hilfssperren....................................................................................... 34 3.2.6 Kommunikation, Funkdisziplin, Team-SA und Notrufe ................. 35 3.2.7 Frühzeitiges Auflösen von Fahrstraßen .......................................... 38 3.2.8 Geschwindigkeitsüberschreitungen................................................ 38 3.2.9 Verhalten von Tf nach Zwangsbremsungen................................... 39 3.2.10 Wahrnehmung von und Vorbeifahrt an Halt zeigenden Signalen 40 3.2.11 Auswertung der Zwischenberichte.................................................. 40 3.2.12 Einsatzdauer auf dem Stellwerk als Kriterium für die Wahrscheinlichkeit einer unsicheren Handlung ............................ 41 3.2.13 Sicherheitsklima................................................................................ 41 4 Fragebogenerstellung ...................................................................................... 42 4.1 Hypothesenbildung................................................................................. 42 4.2 Frageformen und Antwortmöglichkeiten ............................................ 42 4.3 Ablauf der Befragung.............................................................................. 43 4.4 Anzahl der Items pro Hypothese........................................................... 44 4.5 Rekrutierung............................................................................................ 44 4.6 Beschreibung der Stichprobe................................................................. 46 4.7 Gütekriterien des Fragebogens ............................................................. 47 4.7.1 Bewertung der Objektivität.............................................................. 47 4.7.2 Bewertung der Reliabilität................................................................ 47 4.7.3 Bewertung der Validität.................................................................... 49 4.8 Vorgehen zur Auswertung der Hypothesen......................................... 50 4.9 Bestimmung der Cutoff-Werte .............................................................. 50 5 Auswertung Fragebogen.................................................................................. 53 6 Diskussion der Ergebnisse............................................................................... 56 6.1 Handlungen von Fdl ................................................................................ 56 6.1.1 Frühzeitiges Auflösen von Fahrstraßen .......................................... 56 6.1.2 Hilfssperren....................................................................................... 56 6.1.3 Fahrwegprüfungen durch Hinsehen ............................................... 57 6.2 Handlungen von Tf .................................................................................. 58 6.2.1 Wahrnehmung von Signalen ........................................................... 58 6.3 Sicherheitsklima...................................................................................... 59 6.4 Regeln zur Selbstüberwachung ............................................................. 60 6.5 Fehler auf der Wahrnehmungsebene ................................................... 60 6.6 Weitere Analysebereiche ....................................................................... 60 6.6.1 Störungsmeldungen bei Alttechnik................................................. 60 6.6.2 Verstöße im ESTW............................................................................. 61 6.7 Bewertung der Datengrundlage............................................................ 61 7 Fazit .................................................................................................................... 65