In this study, control methods of motion platform to reduce the discomfort related to virtual reality （VR） sickness were investigated experimentally targeted at torsional visual motion stimulus. Motion platform is a device for moving the entire body to add a vestibular sensation and is often used to reduce VR sickness. Torsional visual motion stimulus is generally thought to induce motion sickness easily. In this experiment, the participants were asked to observe the VR torsional visual motion stimulus under three conditions with different control of motion platform, then a questionnaire survey of emotion was conducted using Self-Assessment Manikin. In addition, their torsional eye movement during the experiments was observed. The participants were 20 university students. As a result, it was found that tilting motion platform in the direction of rotation or vice versa of the stimulus was effective in reduction of discomfort. Furthermore, it was suggested that the mechanism of reduction of discomfort was different depending on the control methods of motion platform.

The air traffic control （ATC） tasks are widely known as multiple and complicated tasks with high cognitive demand. For improving task performances while reducing controller’s workloads, this research aims to develop screen design policy of ATC consoles based on the experimental analyses of the effects of color salience on task performances, situation awareness （SA） and workloads of participants. We carried out an experiment with six skilled air traffic controllers as participants focusing on color salience which is one of the user interface elements that has a significant impact on visual attention in ATC. The experimental task consisted of multiple tasks, which are the issue of necessary instructions to aircraft as the main task, and hand-in and hand-off operations from/to neighboring ATC sectors as the sub task. Experimental conditions provided three patterns of screen designs with （a） no, （b） small, and （c） large gap of color salience between aircraft needing the swift issue of ATC instructions and the others. The result suggested that the performances of the main task and the cognitive workload were relatively improved in the small salience gap condition.

Since January 2020, risk management against the novel coronavirus disease （COVID-19） has become an urgent social issue. Ergonomics can contribute to reducing social anxiety under the chemical, biological, radiological, nuclear and explosive （CBRNE） disasters through risk communication. This paper discusses ergonomic research issues for crisis and emergency risk communication （CERC） among stakeholders to promote appropriate understanding and behavioral change against social anxiety caused by the COVID-19 outbreak. Finally we summarized ergonomic research issues from following four perspectives: 1） CERC factors in CBRNE disasters, 2） action-oriented communication mitigating social anxiety, 3） ergonomic theory and practice against the public health crisis of COVID-19, and 4） academic role of human factors and ergonomics communities.

In Safety-1, safety is defined as having as few as possible negative outcomes, and in Safety-2, safety is defined as having as many success outcomes as possible. In this study, we aimed to experimentally verify the effectiveness of using Safety-1 mode and Safety-2 mode properly according to the situational variability, and to derive a quantitative indicator of the situational variability that should switch between both modes. The following was clarified from the result of the simulation experiment which assumed fire extinguishing activity. 1） The larger the situational variability, the more cases will be switched from Safety-1 mode to Safety-2 mode, but switching to the Safety-2 mode is a minority, as long as the situation does not change by more than 15 times the steady state. 2） The larger the situational variability, the more successful outcomes will be in the Safety-2 mode than in the Safety-1 mode, and an indication of better switching timing to achieve a successful outcome is that the magnitude of the situational variability 4-6 times relative to steady state.

Generally, non-contact gaze input devices require calibration before using. However, it is difficult for people with severe multiple disabilities who is mentally challenged and have difficulty in moving their bodies as they wish, to move their eyes according to the instructions. It takes time and effort to use a dedicated device, which makes them difficult to express intentions by looking. In this study, we constructed a real-time gaze area estimation system that does not require calibration while maintaining the resolution required for challenged people. Using a usual web camera, gaze area estimation was realized by learning eye and facial appearance with Convolutional Neural Network （CNN）. Next, 36 gazing points were set on the screen, and the evaluation experiments were performed by changing the relative distance between the camera and the face, and the posture angle of the face. In conclusion, it was confirmed that practical accuracy of the basic posture was maintained up to 1,200 mm for the distance, 100 mm downward in terms of position. The results for the posture angle were obtained for one subject only, but it was shown that the accuracy was maintained up to 10 degrees for the yaw, 15 degrees for the pitch, and 15 degrees for the roll angle, respectively.

In focusing on the manner in which drivers recognize extraordinary events occurring in front of them, visual searching is crucial. The purpose of this study is to investigate effective visual searching in recognizing extraordinary events based on the eye movements of drivers. One hundred twenty one drivers of a railway company participated in our study. An experiment was conducted using a railway driving simulator with eye tracker. The given driving scenario was a multi-task scenario in which the main task was to stop the simulated train before a ground device malfunction. The important sub-task was to recognize an extraordinary event, which was a subsidence of railway track on their right. Participants who stopped the simulated train before passing the subsidence were identified as part of the Recognizing Group; participants who passed the subsidence were identified as part of the Non-recognizing Group. Visual behaviors of both groups were analyzed. The findings revealed that total of gaze duration in ahead area by the Recognizing Group was longer than that by the Non-recognizing Group. Each gaze duration in ahead area by the Recognizing Group was also longer than that by the Non-recognizing Group.