What happens when drivers of automated vehicles take over control in critical lane change situations?

According to legislation, take-overs initiated by the driver must always be possible during automated driving. For example, when drivers mistrust the automation to handle a critical and hazardous lane change, they might intervene and take over control while the automation is performing the maneuver. In these situations, drivers may have little time to avoid an accident and can be exposed to high lateral forces. Due to lacking research, it is yet unknown if they recognize the criticality of the situation and how they behave and perform to manage it. In a driving simulator study, participants (N = 60) accomplished eight double lane changes to evade obstacles in their lane. Time-to-collision and traction usage were varied to establish different degrees of objective criticality. To manipulate these parameters as required, participants were triggered to take over control by an acoustic cue. This setting shows what might happen if drivers disable the automation and complete the maneuver themselves. The results of the experiment demonstrate that drivers rated objectively more critical driving situations as more critical and responded to the hazard very fast over all experimental conditions. However, their behavior was more extreme with respect to decelerating and steering than necessary. This impaired driving performance and increased the risk of lane departures and collisions. The results of the experiment can be used to develop an assistance system that supports driver-initiated take-overs.     

Factors that influence the acceptance of future shared automated vehicles – A focus group study with United Kingdom drivers

The development of Shared Automated Vehicles (SAVs) is well underway to provide mobility as a service (MaaS) and bring benefits such as reduced traffic congestion, reduced reliance on privately owned vehicles and increased independence to non-drivers. To realise the benefits of SAVs, adoption by private vehicle users is crucial. Previous research has shown this subset of users as the least likely to adopt SAVs, and it is not well understood what factors are important to achieve such adoption. The purpose of this study is to obtain an in-depth understanding of attitudes, perceptions and preferences that influence the acceptance of future SAVs for drivers. This paper presents the results from an online asynchronous focus group study with 21 British drivers as participants. From the analysis, Service Quality, Trust and Price Value emerged as the three most prominent factors to understand user acceptance of SAVs. These three main factors may be of prime importance for convincing naïve private car owners to accept high-speed SAVs. Productive use of travel time has been frequently mentioned in previous research as a benefit of vehicle automation but was scarcely mentioned by participants in this study. Shared Space Quality in introduced as an indicator for Service Quality, together with Security and Trusting Co-passengers as two indicators of Trust. Based on the findings, this paper concludes with a conceptual SAV technology acceptance model is introduced, with the results added as extended model predictors to the Unified Theory of Acceptance and Use of Technology (UTAUT2).     

Should older people be considered a homogeneous group when interacting with level 3 automated vehicles?

Exploring the future mobility of older people is imperative for maintaining wellbeing and quality of life in an ageing society. The forthcoming level 3 automated vehicle may potentially benefit older people. In a level 3 automated vehicle, the driver can be completely disengaged from driving while, under some circumstances, being expected to take over the control occasionally. Existing research into older people and level 3 automated vehicles considers older people to be a homogeneous group, but it is not clear if different sub-groups of old people have different performance and perceptions when interacting with automated vehicles. To fill this research gap, a driving simulator investigation was conducted. We adopted a between-subjects experimental design with subgroup of old age as the independent variable. The differences in performance, behaviour, and perception towards level 3 automated vehicles between the younger old group (60–69 years old) and older old group (70 years old and over) was investigated. 15 subjects from the younger old group (mean age = 64.87 years, SD = 3.46 years) and 24 from the older old group (mean age = 75.13 years, SD = 3.35 years) participated in the study. The findings indicate that older people should not be regarded as a homogeneous group when interacting with automated vehicle. Compared to the younger old people, the older old people took over the control of the vehicle more slowly, and their takeover was less stable and more critical. However, both groups exhibited positive perceptions towards level 3 automation, and the of older old people’s perceptions were significantly more positive. This study demonstrated the importance of recognising older people as a heterogeneous group in terms of their performance, capabilities, needs and requirements when interacting with automated vehicles. This may have implications in the design of such systems and also understanding the market for autonomous mobility.     

Does repeated reading predict reading development over time? A study of children from Grade 3 to 4

The purpose of this study was to investigate whether immediate gains in reading fluency achieved during repeated reading of text can predict long‐term reading development over and above traditional predictors of reading development. Eighty‐one Grade 3 children read texts three times consecutively and were instructed either to read as quickly as possible (speed‐focused repeated reading), or to retell the text afterwards (meaning‐focused repeated reading). Measures of text reading fluency, sentence reading fluency, and text comprehension were administered to the children in Grades 3 and 4 to assess their reading development over time. The results indicate that children's immediate response to repeated reading can contribute to the prediction of their development of reading fluency over time. Even after controlling for individual differences in general cognitive ability, word reading fluency, rapid automatized naming, and vocabulary, the experimental measure with meaning‐focused repeated reading remained a significant predictor.     

Manual drivers’ experience and driving behavior in repeated interactions with automated Level 3 vehicles in mixed traffic on the highway

In the near future, conditionally automated vehicles (CAVs; SAE Level 3) will travel alongside manual drivers (≤ SAE level 2) in mixed traffic on the highway. It is yet unclear how manual drivers will react to these vehicles beyond first contact when they interact repeatedly with multiple CAVs on longer highway sections or even during entire highway trips. In a driving simulator study, we investigated the subjective experience and behavioral reactions of N = 51 manual drivers aged 22 to 74 years (M = 41.5 years, SD = 18.1, 22 female) to driving in mixed traffic in repeated interactions with first-generation Level 3 vehicles on four highway sections (each 35 km long), each of which included three typical speed limits (80 km/h, 100 km/h, 130 km/h) on German highways. Moreover, the highway sections differed regarding the penetration rate of CAVs in mixed traffic (within-subjects factor; 0%, 25%, 50%, 75%). The drivers were assigned to one of three experimental groups, in which the CAVs differed regarding their external marking, (1) status eHMI, (2) no eHMI, and (3) a control group without information about the mixed traffic. After each highway section, drivers rated perceived safety, comfort, and perceived efficiency. Drivers were also asked to estimate the penetration rate of CAVs on the previous highway section. In addition, we analyzed drivers’ average speed and their minimum time headways to lead vehicles for each speed zone (80 km/h, 100 km/h, 130 km/h) as well as the percentage of safety critical interactions with lead vehicles (< 1 s time headway). Results showed that manual drivers experienced driving in mixed traffic, on average, as more uncomfortable, less safe and less efficient than driving in manual traffic, but not as dangerous. A status eHMI helps manual drivers identify CAVs in mixed traffic, but the eHMI had no effect on manual drivers’ subjective ratings or driving behavior. Starting at a level of 25% Level 3 vehicles in mixed traffic, participants' average speed decreased significantly. At the same time, the percentage of safety critical interactions with lead vehicles increased with an increasing penetration rate of CAVs. Accordingly, additional measures may be necessary in order to at least keep the existing safety level of driving on the highway.     

Are novice drivers overconfident? A comparison of self-assessed and examiner-assessed driver competences in a Finnish and Swedish sample

Studies of subjective driving skill have usually assessed perceived driving skill in relation to the skills of the average driver. In order to examine whether novice drivers are overconfident with respect to their actual skills, a different method was used in the present study, where specific aspects of perceived driver competence were compared with assessments made by a driver examiner. A Finnish (n = 2847) and a Swedish (n = 805) sample of driving test candidates completed self-assessments and took a practical driving test; the instruments differed between the countries. The results indicated that about 50 percent of the Finnish and between 25 and 35 percent of the Swedish candidates made realistic assessments of their competence in the areas Vehicle manoeuvring, Economical driving and Traffic safety. The proportion of those who overestimated their competence was greater among the Swedish candidates than the Finnish candidates. This might be explained by greater possibilities of practicing self-assessment in the Finnish driver education. Furthermore, the results indicate that males are not overconfident to a greater extent than females. In conclusion, when perceived competence is related to actual competence instead of the skills of the average driver, the majority of drivers are no longer found to overestimate their skills.     

Driving next to automated vehicle platoons: How do short time headways influence non-platoon drivers’ longitudinal control?

Advanced driver assistance systems (ADAS) are taking over an increasing part of the driving task and are supporting the introduction of semi- and fully automated vehicles. As a consequence, a mixed traffic situation is developing where vehicles equipped with automated systems taking over the lateral and longitudinal control of the vehicle will interact with unequipped vehicles (UV) that are not fitted with such automated systems. Different forms of automation are emerging and it appears that regardless of which form is going to become popular on our roads, there is a consensus developing that it will be accompanied by a reduction in time headway (THW). The present simulator study examined whether a ‘contagion’ effect from the short THW held in platoons on the UV drivers would occur. Thirty participants were asked to follow a lead vehicle (LV) on a simulated motorway in three different traffic conditions: surrounding traffic including (1) platoons with short following distance (THW = 0.3 s), (2) large following distance (THW = 1.4 s) or (3) no platoons at all. Participants adapted their driving behaviour by displaying a significant shorter average and minimum THW while driving next to a platoon holding short THWs as when THW was large. They also spent more time keeping a THW below a safety threshold of 1 s. There was no carryover effect from one platoon condition to the other, which can be interpreted as an effect that is not lasting in time. The results of this study point out the importance of examining possibly negative behavioural effects of mixed traffic on UV drivers.     

Are sensation seeking and emotion processing related to or distinct from cognitive control in children with ADHD?

This study evaluated the relationship of (a) reactive inhibition and right-lateralized emotion processing to each other and (b) to executive control of response suppression, and (c) with regard to ADHD in 134 children ages 7-12 years. Reactive inhibition was indexed by child ratings of sensation seeking on the Sensation Seeking Scales, executive control by the Stop Signal Task, emotion processing by performance on the Chimeric Faces Test, and ADHD by parent- and teacher-reported symptoms. The results were consistent with a two-process model in which executive control, conceived as a right-hemisphere lateralized function, was distinct from sensation seeking and lateralized emotion processing. Supporting this distinction, ADHD was associated with executive control, but not with sensation seeking/reactive inhibition or lateralized emotion processing. The findings suggest that ADHD cannot be understood as a global right-lateralized neuropsychological weakness, but rather that it involves only particular functions that may be right lateralized. Findings further suggest that risk for comorbid disorders in ADHD (e.g., conduct disorder or mood disorders) may increase as a function of independent factors such as temperament. Mechanisms underlying executive inhibition and emotional processing could be functionally independent yet interact to multiply psychopathological risk in some children (leading, for example, to comorbid disorders).     

Effect of external HMI for automated vehicles (AVs) on drivers’ ability to infer the AV motion intention: A field experiment

A field experiment was conducted aiming to shed light on how drivers negotiate an ambiguous traffic situation when encountering an autonomous vehicle (AV) in the presence of a yielding intention signal (AV with eHMI) or not (AV without eHMI). A traffic conflict scenario was created with two opposing vehicles instructed to perform a left turn at a four-way junction, at the same point in time. Forty participants were assigned to two groups encountering either an AV with eHMI or an AV without eHMI. To check for equivalence across the two groups, both groups also encountered a conventional vehicle (CV). Results showed that the two groups performed similarly during encounters with a CV. During encounters with AV, however, participants provided with the eHMI maintained higher speed before the AV and finished their maneuver quicker than when they were not provided with eHMI. Additionally participants provided with eHMI rated higher their ability to infer the AV intention before coming to a full-stop than those provided without eHMI. The above findings indicate that the presence of eHMI on AV can accelerate drivers’ inferences about yielding intention of an AV, and have the potential to optimize AV-driver interaction in ambiguous traffic situations.     

How is emotion associated with driving speed? A study on taxi drivers in Japan

Drivers’ emotions significantly affect their driving performance and thus are related to driving safety issues. The objective of this study is to examine how taxi drivers’ on-duty emotional states are associated with their driving speed in real driving situations. An experiment was conducted among 15 taxi drivers in Hiroshima, Japan for 15 consecutive days in 2019. A biometric device was used to track drivers’ emotional states while on duty; the five examined states included happy, angry, relaxed, sad, and neutral. Random effects panel regression results revealed that negative emotions of taxi drivers (angry and sad) have significant impacts on increasing driving speed. In contrast, a neutral emotional state is related with decreased speed, while happy and relaxed emotional states show no significant impact. Moreover, we found that factors such as driving with customers, driving long hours, and number of break hours are significantly associated with driving speed. This study contributes to the literature by providing empirical evidence on the roles that emotional states play in explaining driving speed in real-life driving situations, in contrast to studies that use simulated driving or mood induction procedures.     

Coping strategies: Evidence for cross-cultural differences? A preliminary study with the Italian version of coping orientations to problems experienced (COPE)

The internal structure of the COPE inventory (Carver, Scheier & Weintraub, 1989), a questionnaire which measures 15 different coping strategies, was studied. The Italian version of COPE was administered to 521 undergraduate students. Alpha and test-retest reliabilities were very similar to those obtained in the above American study. A rotated factor analysis resulted in 13 factors, which came out in a different order with respect to those obtained in the original study. A second-order factor analysis yielded five factors similar to those obtained by Carver etal., except for ‘Turning to religion’, which was present in the Italian study only. It is concluded that the Italian version of COPE has good construct validity and that the traditional taxonomy of coping strategies should also be studied in the light of transcultural differences.     

Are Names Difficult to Recall because They Are Unique? A Case Study of a Patient with Anomia

According to Burton and Bruce (1992), names are more difficult to recall than biographical information about people, such as their occupation, because names are unique or highly distinctive. It follows from this that anomic patients who have great difficulty in recalling names should also find it difficult to recall other information that is unique to a particular individual. This paper attempts to evaluate this claim by examining the case of NP, a patient who has severe anomic word-finding difficulties following the rupture and repair of a posterior cerebral artery aneurysm. NP's ability to recall biographical information about people that she cannot name was investigated in a series of experiments. These revealed that she can answer specific questions about the occupations and appearance of well-known people and can recall distinctive meaningful information about them such as the identity of their spouse, even though she is unable to recall their name. It is argued that these results support the view that names are represented in a store separate from that for semantic information about people that we know. The findings are therefore consistent with the sequential stage model of face identification put forward by Bruce and Young (1986) and are explained in terms of the theory of speech production put forward by Levelt (1989).     

Are mother–child similarities in value orientations related to mothers' parenting? A comparative study of American and Romanian mothers and their adolescent children

The current study investigated similarities between mothers' and their adolescent children's individualistic and collectivistic values by analysing data from 337 American mother–adolescent dyads and 100 Romanian mother–adolescent dyads. The two countries differ in the degree of socioeconomic and political changes as well as quality of intergenerational relationships, therefore differences in the extent of shared values between mothers and adolescents were expected. Similarities in value orientations between mothers and adolescents may be a result of actual transmission processes, but it may also be due to influences from the general value context in their society, an aspect often called Zeitgeist influence or cultural stereotype. Adolescents' perception of maternal parenting behaviours was hypothesized to moderate the similarities between mothers and adolescents. Hierarchical regression analyses revealed that collectivistic values were transmitted more than individualistic values and that stronger value similarities were found within biological dyads compared to randomly assigned dyads or within the peer group. Additionally, maternal acceptance and control moderated the similarities between mothers and adolescents, and associations between perceived maternal parenting and adolescents' values were revealed.     

Are teachers’ personal values related to their attitudes toward inclusive education? A correlational study

Social Psychology of Education - Inclusive education is a major challenge for educational systems. In order to better understand the background to teachers’ attitudes toward inclusive...     

Are parenting practices associated with the development of narcissism? Findings from a longitudinal study of Mexican-origin youth

Narcissism is an important and consequential aspect of personality, yet we know little about its developmental origins. Using data from a longitudinal study of 674 Mexican-origin families, we examined cross-lagged relations between parenting behaviors (warmth, hostility, monitoring) and narcissism (superiority, exploitativeness). Parental hostility at age 12 was associated with higher levels of exploitativeness at age 14, whereas parental monitoring at age 12 was associated with lower levels of exploitativeness at age 14. These effects replicated across three different parenting measures: child reports, spouse reports, and behavioral coding of parent-child interactions. None of the parenting dimensions was related to superiority, suggesting that parenting practices are more strongly related to the maladaptive than the adaptive component of narcissism.     

Is spousal support always helpful to patients with asthma or diabetes? A prospective study

The current study examined effects of three ways of providing spousal support (active engagement, protective buffering, and overprotection) on self-efficacy and physical and mental health in patients with diseases imposing a high demand on self-management routines (36 asthma patients and 21 diabetic patients). Employing a nine-month prospective design, we hypothesized that active engagement would be positively related to health and self-efficacy, that overprotection would have a negative impact, and that the impact of protective buffering would depend on symptom level at baseline. Results confirmed the latter hypothesis while either positive or negative effects of active engagement and overprotection were absent. These findings are discussed with respect to the role of spousal support in diseases requiring self-management behaviour.     

Are fear-avoidance beliefs related to the inception of an episode of back pain? A prospective study

Abstract Fear-avoidance beliefs and catastrophizing have been implicated in chronic pain and theoretical models have been developed that feature these factor in the transition from acute to chronic pain. However, little has been done to determine whether these factors occur in the general population or whether they arc associated with the inception of an episode of neck or back pain. The aim of this study was to evaluate prospectively the effects of fear-avoidance beliefs and catastrophizing on the development of an episode of self-reported pain and associated physical functioning. To achieve this, we selected a sample of 415 people from the general population who reported no spinal pain during the past year. At the pretest a battery of questionnaires was administered to assess beliefs about pain and activity and it featured the Pain Catastrophizing Scale and a modified version of the Fear-Avoidance Beliefs Questionnaire. One year later outcome was evaluated by self-reports of the occurrence of a pain episode as well as a self-administered physical function test. The results showed that scores on both fear-avoidme and cabstrophizing were quite low. During the one year follow-up, 19% of the sample suffered an episode of back pain. Those with scores above the median on fear-avoidance beliefs at the pretest had twice the risk of suffering an episode of back pain and a 1.7 times higher risk of lowered physical function at the follow-up. Catastrophizing was somewhat less salient, increasing the risk of pain or lowered function by 1.5. but with confidence intervals falling below unity. These data indicate that fear-avoidance beliefs may be involved at a very early pint in the development of pain and associated activity problems in people with back pain. Theoretically. our results support the idea that fear-avoidance beliefs may develop in an interaction with the experience of pain. Clinically, the results suggest that catastrophizing and particularly fear-avoidance beliefs are important in the development of a pain problem and might be of use in screening procedures.     

Are fear-avoidance beliefs related to the inception of an episode of back pain? A prospective study

Abstract

Fear-avoidance beliefs and catastrophizing have been implicated in chronic pain and theoretical models have been developed that feature these factor in the transition from acute to chronic pain. However, little has been done to determine whether these factors occur in the general population or whether they arc associated with the inception of an episode of neck or back pain. The aim of this study was to evaluate prospectively the effects of fear-avoidance beliefs and catastrophizing on the development of an episode of self-reported pain and associated physical functioning. To achieve this, we selected a sample of 415 people from the general population who reported no spinal pain during the past year. At the pretest a battery of questionnaires was administered to assess beliefs about pain and activity and it featured the Pain Catastrophizing Scale and a modified version of the Fear-Avoidance Beliefs Questionnaire. One year later outcome was evaluated by self-reports of the occurrence of a pain episode as well as a self-administered physical function test. The results showed that scores on both fear-avoidme and cabstrophizing were quite low. During the one year follow-up, 19% of the sample suffered an episode of back pain. Those with scores above the median on fear-avoidance beliefs at the pretest had twice the risk of suffering an episode of back pain and a 1.7 times higher risk of lowered physical function at the follow-up. Catastrophizing was somewhat less salient, increasing the risk of pain or lowered function by 1.5. but with confidence intervals falling below unity. These data indicate that fear-avoidance beliefs may be involved at a very early pint in the development of pain and associated activity problems in people with back pain. Theoretically. our results support the idea that fear-avoidance beliefs may develop in an interaction with the experience of pain. Clinically, the results suggest that catastrophizing and particularly fear-avoidance beliefs are important in the development of a pain problem and might be of use in screening procedures.     

Are Sensation Seeking and Emotion Processing Related to or Distinct from Cognitive Control in Children with ADHD?

This study evaluated the relationship of (a) reactive inhibition and right-lateralized emotion processing to each other and (b) to executive control of response suppression, and (c) with regard to ADHD in 134 children ages 7–12 years. Reactive inhibition was indexed by child ratings of sensation seeking on the Sensation Seeking Scales, executive control by the Stop Signal Task, emotion processing by performance on the Chimeric Faces Test, and ADHD by parent- and teacher-reported symptoms. The results were consistent with a two-process model in which executive control, conceived as a right-hemisphere lateralized function, was distinct from sensation seeking and lateralized emotion processing. Supporting this distinction, ADHD was associated with executive control, but not with sensation seeking/reactive inhibition or lateralized emotion processing. The findings suggest that ADHD cannot be understood as a global right-lateralized neuropsychological weakness, but rather that it involves only particular functions that may be right lateralized. Findings further suggest that risk for comorbid disorders in ADHD (e.g., conduct disorder or mood disorders) may increase as a function of independent factors such as temperament. Mechanisms underlying executive inhibition and emotional processing could be functionally independent yet interact to multiply psychopathological risk in some children (leading, for example, to comorbid disorders).     

Safety at first sight? – Manual drivers’ experience and driving behavior at first contact with Level 3 vehicles in mixed traffic on the highway

Soon, manual drivers will interact with conditionally automated vehicles (CAVs; SAE Level 3) in a mixed traffic on highways. As of yet, it is largely unclear how manual drivers will perceive and react to this new type of vehicle. In a driving simulator study with N = 51 participants aged 20 to 71 years (22 female), we examined the experience and driving behavior of manual drivers at first contact with Level 3 vehicles in four realistic driving scenarios (highway entry, overtaking, merging, introduction of a speed limit) that Level 3 vehicles may handle alone once their operational domain extends beyond driving in congested traffic. We also investigated the effect of an external marking via a visual external human–machine interface (eHMI), with participants being randomly assigned to one of three experimental groups (none, correct, incorrect marking). Participants experienced each driving scenario four times, twice with a human-driven vehicle (HDV), and twice with a CAV. After each interaction, participants rated perceived driving mode of the target vehicle as well as perceived safety and comfort. Minimum time headways between participants and target vehicles served as an indicator of safety criticality in the interactions. Results showed manual driver can distinguish CAVs from HDVs based on behavioral differences. In all driving scenarios, participants rated interactions with CAVs at least as safe as interactions with HDVs. The driving data analysis showed that manual driver interactions with CAVs were largely uncritical. However, the CAVs’ strict rule-compliance led to short time headways of following manual drivers in some cases. The eHMI used in this study neither affected the subjective ratings of the manual drivers nor their driving behavior in mixed traffic. Thus, the results do not support the use of eHMIs on the highway, at least not for the eHMI design used in this study.