In the 'ITS Plan the Netherlands 2013-2017' and the Dutch programme Connecting Mobility, there is the ambition to raise the valuation of human factors of ITS applications. This will make the technical applications more effective and safe. The first step is this guideline for the save design of in-car information services. The trend is that traffic related information services will be presented more by individual means in vehicles ('in-car') and less by collective means on the road side (next or above roads). Due to this trend, more and also different types of parties will provide traffic information services to the road user via in-car systems and mobile devices. It is the aim of the Ministry of Infrastructure and the Environment and the Dutch programme Connecting Mobility to support that in-car traffic service providers take the abilities and capabilities of the driver into account when developing these services. The effect of the services will largely be depending on how road users respond to the information, and therefore also on how these systems are designed and how they interact with the driver. This guideline is made in commission of the Ministry of Infrastructure and the Environment by TNO, SWOV and RUG, in cooperation with DITCM. It gives practical support to: 1) Designers, to develop safe in-car traffic information services 2) Authorities who commission the development of traffic information services, in specifying the tender and checking project proposals. This guideline don't have the status of formal regulation and are voluntary in use. It is meant as base for parties that want to deliver good services in respect to the shared collective aim of road safety. It can become a living document that will be up-dated after some time based on experience with new technologies (e.g. Google Glass) and new research. The guideline as described in this report is based on existing literature, European standards (such as ESOP and SAE), expert opinions and consultations with relevant public and private organisations, both at the beginning of this project as at the stage of the concept guideline. The underlying principle of the guideline is the objective that the information service does not give rise to potentially hazardous driving behaviour. All criteria pursue this objective, which means that the criteria are interdependent. That is, a bad performance on one criterion may be detrimental to the performance on other criteria and the overall service. With that, it is not only important to design for safe use of the driver using the service, but also to take the behaviour of other (non-equipped) road users into account. An advice or warning may seem in the best interest to the driver, but it may undermine traffic safety due to the (absent) reactions of other road users. It is important to realise that a traffic information service will operate in the complex and dynamic traffic environment. The guideline is developed for services that support the driver in his or her driving task, and distinguishes safety related warnings and non-safety related information (such as navigation advice and driver behaviour feedback apps). The guideline is not written for apps that provide entertainment or commercials, since it is the believe that, in general and at the moment, such systems are not reconcilable with a safe performance of the driving task. Though, knowing that advertisement cannot be outlawed, it is important to understand the basic principles of this guideline to minimize the safety risks that distraction by such messages may cause. For instance, these messages should only be given when driver's workload is low and should have the lowest priority (in comparison to information related to the driving task). Furthermore, this guideline elaborates on standard devices, currently available. New developments, such as head-up displays or head -mounted displays, will bring new design possibilities, which are not all covered by the current criteria. The guideline is divided in two sections. The first section is on human factor criteria, describing aspects of the interaction with the driver such that the service is not seriously distracting nor raising driver's workload to an unacceptable level. This guideline elaborates the criteria and provides some examples per criterion to illustrate their application in practice. Topics that will be covered are related to driver workload, timing of a message, information priority, distraction, validity, recognisability, acceptance, physical interaction and possible side effects. The second section is on ergonomic criteria, focussing on issues such as legibility and audibility of the information. These criteria are more or less self-explaining and do not require additional information. Therefore examples will not be provided in the second section. (Author/publisher)
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