BACKGROUND: Mental workload assessment is a recurrent issue in air traffic control (ATC). Studies of ATC have used either objective aspects, i.e., numbers and distribution of aircraft, or subjective factors, such as self-imposed performance and stress levels, with mixed results. This is partly due to the difficulty in bringing together comparable data pertaining to both air traffic, with its ever-changing distribution, and judgement or quickly fluctuating psychophysiological variables. METHODS: We propose a method of mental load estimation devised to take into account both objective traffic variables and the additional load imposed by subjective effects, including the seriousness of conflicts and the time-pressure for their resolution. First, we developed a traffic load index (TLI) to identify time boundaries during which additional load may occur. Then we quantified the additional load according to the air traffic situation. RESULTS: TLI was developed from analysis of 25 h of recordings of radar control sessions involving 25 professional air traffic controllers at a major airport. Results were then compared with a simple objective index (number of aircraft) and subjective workload ratings (NASA-TLX test). The whole population (intersubjects analysis) showed a better correlation between the TLI and the self-rated workload than for the number of aircraft alone. Among the controllers who rated more than one level of workload through the TLX-test, 77.8% showed better correlation between TLI and TLX than between N and TLX (intrasubjects analysis). CONCLUSION: Workload estimation should integrate both objective task variables and subjective evaluations associated with them.
BACKGROUND: Mental workload assessment is a recurrent issue in air traffic control (ATC). Studies of ATC have used either objective aspects, i.e., numbers and distribution of aircraft, or subjective factors, such as self-imposed performance and stress levels, with mixed results. This is partly due to the difficulty in bringing together comparable data pertaining to both air traffic, with its ever-changing distribution, and judgement or quickly fluctuating psychophysiological variables. METHODS: We propose a method of mental load estimation devised to take into account both objective traffic variables and the additional load imposed by subjective effects, including the seriousness of conflicts and the time-pressure for their resolution. First, we developed a traffic load index (TLI) to identify time boundaries during which additional load may occur. Then we quantified the additional load according to the air traffic situation. RESULTS: TLI was developed from analysis of 25 h of recordings of radar control sessions involving 25 professional air traffic controllers at a major airport. Results were then compared with a simple objective index (number of aircraft) and subjective workload ratings (NASA-TLX test). The whole population (intersubjects analysis) showed a better correlation between the TLI and the self-rated workload than for the number of aircraft alone. Among the controllers who rated more than one level of workload through the TLX-test, 77.8% showed better correlation between TLI and TLX than between N and TLX (intrasubjects analysis). CONCLUSION: Workload estimation should integrate both objective task variables and subjective evaluations associated with them.
Authors: Khaled J Saleh; James Campbell Quick; Wesley E Sime; Wendy M Novicoff; Thomas A Einhorn Journal: Clin Orthop Relat Res Date: 2008-11-22 Impact factor: 4.176
Authors: K L Obstein; R S Estépar; J Jayender; V D Patil; I S Spofford; M B Ryan; B I Lengyel; R Shams; K G Vosburgh; C C Thompson Journal: Endoscopy Date: 2011-03-21 Impact factor: 10.093
Authors: Jason J Saleem; Emily S Patterson; Laura Militello; Shilo Anders; Mercedes Falciglia; Jennifer A Wissman; Emilie M Roth; Steven M Asch Journal: J Am Med Inform Assoc Date: 2007-06-28 Impact factor: 4.497