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Research paper : Integrated development of automotive navigation and route guidance system (H. Ito )−168−Synthesiology - English edition Vol.4 No.3 (2012) HARDIENote 41) guideline, which was the result of DRIVE II provided by Europe. The European guideline included items such as “map with highlighted route shall not be displayed” which did not match the actual situation of the Japanese navigation. The rationale was that the driver should not be forced to think, but only should be given instructions to do things. This was an item to be considered in the later standardization work.In 1995, the WG13 was deleted and integrated into WG8. At the time, it was feared that when the driver was flooded with information, the driver would fail to process the information and might ignore the safety information. Hence, the method of presenting the information was considered. Japan became in charge since it was most advanced in product realization. Therefore, the concept of message priority was introduced at the ISO/TS 16951 Message Priority that is part of Table 2 No.4. This clarified the ranking method for the priority of information that was important for safety and that for which immediate action must be taken. For the integration of warnings, Japan and the United States are preparing the ISO/CDNote 42) 12204 Warning Integration.4.3 Revision of independent guideline that matches the actual usage and legislative developmentAs a result of following the guideline, the JAMA Guideline was revised in 1995 and 1999 as shown in Table 1. In the Road Traffic Law of 1999, the viewing of moving images such as TV while driving was banned. This was mainly to regulate the TV viewing that was unchecked at the time. The moving image was carefully defined to prevent the ban on viewing the navigation screen. In 2002, the JAMA Guideline Ver. 2.0 was revised as Ver. 2.2. The main addition was the position of the display device, and it stated that the display should be placed within 30 degrees angle of vision. The same year, the Road Traffic Law was revised in accordance with the Guideline, and legislative development was achieved.As mentioned in subchapter 4.1, since viewing and operation while driving would lead to distracted driving, it became necessary to regulate the viewing and operation from the perspective of safe driving. 4.4 Response to driver distractionThe key point of the discussion was to what extent the distraction behavior by the driver in moving the eyes from the front visual field to the navigation display to read, determine, and operate while driving could be tolerated. This issue was also considered in the United States, and discussions started at the AAMNote 43). As a result, the measurement and evaluation methods for driver distraction were started at the WG8 in 2002. JAMA conducted tests on the measurement of the viewing behavior of navigation and instruments and on the effect of eye movement on driving. The occlusion method, where viewing and operation were done with glasses with liquid crystal shutter that was suggested by the United States was concurrently done, and the range allowed for driving was considered experimentally. Based on these tests, the JAMA Guideline Ver. 3.0 was published in 2004. The test method ISO 16673 Occlusion Method was established in 2007, and it was already established as a guideline in Japan prior to the international standardization. I would like to emphasize that just as the Japanese have led the navigation products in the world, Japan also has led the world in the standardization of safety.Fig. 2 Number of shipments x 1,000[8]2009200720052003200119991997199519931991198919876000500040003000200010000201020082006200420022000199819961994199219901988Table 2. Items of standardization (at start of TC204/WG13 and TC22/SC13/WG8)No.12345678 TitleHuman factor literature collectionHuman factor of car navigation systemHuman factor of driver-vehicle systemIntegrationVisual information of presentationAuditory information of presentationDriver visual behaviorDialog management principles ContentDatabase creation for TICS human factorLimitations seen from human factorLimitations seen from human factors such as ACCNote47) and FVCWSNote 48)Message priority, addition of warning integration Requirements of display viewingWarning by sound/voiceTest condition for recognizability of display while drivingRecommended values for information to reduce driver workloadItem ConvenorshipUSAUSAUSAJapanItalyFranceUKSweden

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