729 research outputs found
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Linking GPS Data to GIS Databases in Naturalistic Studies: Examples from Drivers with Obstructive Sleep Apnea
No full textIn naturalistic studies, it is vital to give appropriate context when analyzing driving behaviors. Such contextualization can help address the hypotheses that explore a) how drivers perform within specific types of environment (e.g., road types, speed limits, etc.), and b) how often drivers are exposed to such specific environments. In order to perform this contextualization in an automated fashion, we are using Global Positioning System (GPS) data obtained at 1 Hz and merging this with Geographic Information Systems (GIS) databases maintained by the Iowa Department of Transportation (DOT). In this paper, we demonstrate our methods of doing this based on data from 43 drivers with obstructive sleep apnea (OSA). We also use maps from GIS software to illustrate how information can be displayed at the individual drive or day level, and we provide examples of some of the challenges that still need to be addressed
Analysis of Drivers' Head and Eye Movement Correspondence: Predicting Drivers' Glance Location Using Head Rotation Data
No full textThe relationship between a driver’s glance pattern and corresponding head rotation is not clearly defined. Head rotation and eye glance data drawn from a study conducted by the Virginia Tech Transportation Institute in support of methods development for the Strategic Highway Research Program (SHRP 2) naturalistic driving study were assessed. The data were utilized as input to classifiers that predicted glance allocation to the road and the center stack. A predictive accuracy of 83% was achieved with Hidden Markov Models. Results suggest that although there are individual differences in head-eye correspondence while driving, head-rotation data may be a useful predictor of glance location. Future work needs to investigate the correspondence across a wider range of individuals, traffic conditions, secondary tasks, and areas of interest
Effects of Take-Over Requests and Cultural Background on Automation Trust in Highly Automated Driving
No full textAppropriate automation trust is a prerequisite for safe, comfortable andefficient use of highly automated driving systems (HADS). Earlier researchindicates that a drivers’ nationality and Take-Over Requests (TOR) due toimperfect system reliability might affect trust, but this has never been investigatedin the context of highly automated driving. A driving simulator study (N = 80)showed that TORs only temporarily lowered trust in HADSs, and revealedsimilarities in trust formation between German and Chinese drivers. Trust wassignificantly higher after experiencing the system than before, both for German andChinese participants. However, Chinese drivers reported significantly higherautomation mistrust than German drivers. Self-report measures of automation trustwere not connected to behavioral measures. The results support a distinctionbetween automation trust and mistrust as separate constructs, short- and long-termeffects of TORs on automation trust, and cultural differences in automation trust
Towards the Validation of a Driving Simulator-Based Hazard Response Test for Novice Drivers
No full textUnderdeveloped hazard perception skills are associated with the higher crash risk of young novice drivers. Some driver licensing authorities use hazard perception tests (HPTs) that measure reaction times or multiple-choice responses to brief driving scenes videotaped from a vehicle traveling at legal speeds. To date, evaluations of the association between HPT scores and novice driver crash rates have been mixed. Several possible explanations for this are: high-risk novice drivers may offset good HP skills by exceeding the speed limit; current HPTs do not capture behavioral responses to hazards from candidates whose attention is engaged in the driving task; there is no established typology of driving hazards that might produce a finer-grained analysis of test results, and; current measures of HP ability may lack sensitivity. To address these potential flaws, we developed a driving simulatorbased Hazard Response Test (HRT) in which drivers respond to sixteen programmed hazard events derived from a proposed typology that combines visible or hidden, real or potential conflicts, while driving over three continuous routes. The study results indicate no statistically significant difference in crash rates between young novice and experienced drivers. However, a novel, composite measure called the Continuous Time to Collision (C-TTC) did discriminate between young novice and older experienced drivers. Additional research on the validation of this measure and further refinement of the hazard typology could contribute to the creation of a standardized, driving simulator-based HRT for use in the evaluation of novice, professional and aging drivers
Naturalistic Driving Events: No Harm, No Foul, No Validity
No full textThis paper challenges the validity of vehicle-based Naturalistic Driving (ND) Safety Critical Events (SCEs) in relation to injury and fatal crashes. It asserts that mixed SCE datasets have no known or likely representativeness in relation to serious crashes and are likely invalid in regard to their causal factors. This argument is made in the context of ND attempts to associate truck driver Hours-of-Service parameters and safety. But the argument generally applies to other mixed SCE datasets. In part, the challenge is to a monolithic “Heinrich Triangle.” Crashes are heterogeneous, both “horizontally” within any severity strata and “vertically” across strata. Serious crashes account for the vast majority of human harm, and are very different from minor crashes. Yet all crashes have, and are defined by, tangible external consequences. In contrast, SCEs are defined by driver maneuvers. Their datasets contain almost no crashes, let alone harm. As such, they are not properly part of the “triangle.” Mixed SCE datasets are collections of multiple, disparate driver maneuvers chosen and defined by researchers. They are thus contrived, not analytically derived from the phenomenon of importance, serious crashes. No valid quantitative inferences about the genesis of crash harm can be made from such datasets. This deficiency does not invalidate all ND applications, however. And SCE and real crash datasets could be linked by systematic sampling and case weighting based on objective crash characteristics
Novice Driver Simulation Training Potential for Improving Hazard Perception and Self-Confidence While Lowering Speeding Risk Attitudes for Young Males
No full textDespite the potential for improving hazard perception skills, novice driver training interventions run the risk of student overestimations in driving skills and increased risk-taking, e.g., speeding—particularly for young male drivers. Provided is the simulator performance and survey (driver self-confidence and speeding risk attitude) data of simulator trained and no-trained students from a high school driver education intervention, N = 316. Multivariate analysis of simulator performance measures and survey results at pre/post-test showed that simulator trained drivers had better hazard perception and higher driver self-confidence than no-trained drivers at semester end. While no strong sex differences were found for driving performance, males showed higher self-confidence and speed risk attitudes. Females lowered their speed risk attitudes regardless of training group. However, only simulator trained males lowered their speeding attitude while no-trained males showed no change. Driving simulation training that provides repeated collision events may help novice male drivers in particular by mediating the effects of over self-confidence from driving skill acquisition programs
Serialization of Behavior During Car Following in Older Drivers
No full textAge-related declines in cognitive functioning can push older adults to adopt strategies that may or may not improve their driving safety. Previous research suggests one strategy involves performing complex driving tasks (e.g., right turn negotiation) in discrete steps (“serialization”) rather than fluidly. The current study used simulator scenarios developed to test possible age-related serialization of behavior during complex car following. In all scenarios, participants closely monitored a lead vehicle using sustained attention. During multi-tasking scenarios, drivers performed an additional localization task designed to increase the demands on attention. The results demonstrate that older adults showed general impairments in multi-tasking and vehicle control during car following. Importantly, ageassociated changes in task execution were observed, demonstrating older adults also serialize car following behavior under certain conditions. As a result, older drivers withdrew attention from the lead vehicle for several seconds. This pattern of behavior identifies a remediable situation where age-associated impairments may increase crash risk
Association Between Cell Phone Restrictions and Teens' Self-Reported Cell Phone Use While Driving
No full textThe purpose of this study was to describe the association between a range of cell phone restrictions and self-reported cell phone use while driving among teen drivers. Methods: U.S. high school students (N=780) from 14 states completed questionnaires, including items on cell phone use while driving. Cell phone restrictions for each state were identified using the Public Health Law Research Distracted Driving Law database and divided into five categories. Associations between cell phone restrictions and self-reported cell phone use while driving were estimated as odds ratios, adjusting for driving exposure. Results: In states with cell phone restrictions, teens were less likely to report talking or texting while driving, relative to teens in states with no restrictions. Talking and texting while driving were significantly less likely in states with texting restrictions for all drivers. All driver texting restrictions combined with teen hand-held phone restrictions were significantly associated with lower texting but not talking while driving. Conclusions: The presence of restrictions appears to be better than no restrictions with respect to self-reported teen cell phone use. Further research is needed to determine whether restrictions applying exclusively to teen drivers or restrictions for all drivers provide the greatest safety benefit
Understanding Driver-Automated Vehicle Interactions Through Wizard of Oz Design Improvisation
No full textThis paper describes a Wizard of Oz study that was performed to gather insights on how automated vehicles (NHTSA’s Levels of Automation 2 and 3) should interact with human drivers. Twelve design improvisation sessions were conducted inside a driving simulator with interaction and interface design experts. The participants drove through a simulated course with various terrain and road conditions, while the two human operators (wizards) controlled the audio and driving behavior of the car. Through the feedback collected in these sessions, insights in five areas were discovered: drivers’ desire for shared control, transitions in driving mode, response latency, addressing requests, and drivers’ trust in the car. Additional examining yielded potential concepts and ideas that may be implemented and tested in future work
Teenage Drivers Portable Electronic Device Use While Driving
No full textYoung drivers’ crash risk increases when they engage in certain secondary tasks while driving. Using a sample of participants from the NEXT Generation Health Study who reported having an independent driving license and driving at least one day in the last 30 days (n = 1,243), the prevalence of portable electronic device use while driving was estimated. Two measures of prevalence were calculated: (1) engaging in the behavior at least once in the last 30 days; (2) percentage of days engaged in the behavior, relative to the number of days driven in the last 30 days. A total of 82.84% reported engaging in electronic device use while driving at least once in the last 30 days. Specifically, 71.13% made or answered a phone call, 64.84% read or sent a text message, 20.29% read or sent an email, 29.11% checked a website, 71.64% changed music, 12.80% used a tablet or computer, and 52.64% looked at directions or a map. Young drivers reported using electronic devices while driving on 19.06% of the days they drove. Males were more likely to use tablet or computer while driving, teens from moderate and high affluence households were more likely to check websites, and rural participants were less likely to look at directions or a map than urban participants. The number of days participants reported driving in the last 30 days, but not self-reported miles driven, was associated with a higher likelihood of using an electronic device while driving