The effect of drivers’ eye contact on pedestrians’ perceived safety

Many fatal accidents that involve pedestrians occur at road crossings, and are attributed to a breakdown of communication between pedestrians and drivers. Thus, it is important to investigate how forms of communication in traffic, such as eye contact, influence crossing decisions. Thus far, there is little information about the effect of drivers’ eye contact on pedestrians’ perceived safety to cross the road. Existing studies treat eye contact as immutable, i.e., it is either present or absent in the whole interaction, an approach that overlooks the effect of the timing of eye contact. We present an online crowdsourced study that addresses this research gap. 1835 participants viewed 13 videos of an approaching car twice, in random order, and held a key whenever they felt safe to cross. The videos differed in terms of whether the car yielded or not, whether the car driver made eye contact or not, and the times when the driver made eye contact. Participants also answered questions about their perceived intuitiveness of the driver’s eye contact behavior. The results showed that eye contact made people feel considerably safer to cross compared to no eye contact (an increase in keypress percentage from 31% to 50% was observed). In addition, the initiation and termination of eye contact affected perceived safety to cross more strongly than continuous eye contact and a lack of it, respectively. The car’s motion, however, was a more dominant factor. Additionally, the driver’s eye contact when the car braked was considered intuitive, and when it drove off, counterintuitive. In summary, this study demonstrates for the first time how drivers’ eye contact affects pedestrians’ perceived safety as a function of time in a dynamic scenario and questions the notion in recent literature that eye contact in road interactions is dispensable. These findings may be of interest in the development of automated vehicles (AVs), where the driver of the AV might not always be paying attention to the environment.     

What’s left? An eye movement study of the influence of interword spaces to the left of fixation during reading

In English and other alphabetic systems read from left to right, the useful information acquired during each fixational pause is generally reported to extend 14–15 character spaces to the right of each fixation, but only 3–4 character spaces to the left, and certainly no farther than the beginning of the fixated word. However, this leftward extent is remarkably small and seems inconsistent with the general bilateral symmetry of vision. Accordingly, in the present study we investigated the influence of a fundamental component of text to the left of fixation—interword spaces—using a well-established eyetracking paradigm in which invisible boundaries were set up along individual sentence displays that were then read. Each boundary corresponded to the leftmost edge of a word in a sentence, so that as the eyes crossed a boundary, interword spaces in the text to the left of that word were obscured (by inserting a letter x). The proximity of the obscured text during each fixational pause was maintained at one, two, three, or four interword spaces from the left boundary of each fixated word. Normal fixations, regressions, and progressive saccades were disrupted when the obscured text was up to three interword spaces (an average of over 12 character spaces) away from the fixated word, while four interword spaces away produced no disruption. These findings suggest that influential information from text is acquired during each fixational pause from much farther leftward than is generally realized and that this information contributes to normal reading performance. Implications of these findings for reading are discussed.     

Exploring the ability to identify visual search differences when observing drivers’ eye movements

How can we improve learner drivers’ visual skills? Much research has demonstrated that learner drivers have an impoverished spread of search during driving and that this is partly due to lack of knowledge of where and when to look, rather than simply an issue of cognitive load. Several training interventions have tried to improve scanning in these drivers with limited success. We propose that exposing drivers to examples of good and bad scanning behaviour may prove to be a useful tool in training visual search. The success of this approach, however, requires drivers to be able to distinguish between examples of good and bad scanning. To this end, two studies were undertaken where video clips of simulated driving with an overlaid eye movement trace were presented to participants who had to judge whether the eye movements were that of a learner driver or a driving instructor. Overall, participants found this discrimination task very difficult. However, the findings suggested that novice and learner drivers were able to correctly classify those eye movement traces of other learner drivers better than chance. It was also demonstrated that the ability to distinguish between the eye movements of learner drivers and driving instructors improved as the number of objective differences between the two groups increased across specific scenarios (as determined by frame-by-frame analysis using a priori categories). The results suggest that, under certain situations, drivers can extract information about the appropriateness of a particular scanning strategy just by watching a video of the eye movement trace. The implications for training interventions are discussed.     

An eye movement analysis of “mental rotation” of simple scenes

Participants saw a standard scene of three objects on a desktop and then judged whether a comparison scene was either thesame, except for the viewpoint of the scene, ordifferent, when one or more of the objects either exchanged places or were rotated around their center. As in Nakatani, Pollatsek, and Johnson (2002), judgment times were longer when the rotation angles of the comparison scene increased, and the size of the rotation effect varied for different axes and was larger forsame judgments than fordifferent judgments. A second experiment, which included trials without the desktop, indicated that removing the desktop frame of reference mainly affected they-axis rotation conditions (the axis going vertically through the desktop plane). In addition, eye movement analyses indicated that the process was far more than a simple analogue rotation of the standard scene. The total response latency was divided into three components: theinitial eye movement latency, the first-pass time, and thesecond-pass time. The only indication of arotation effect in the time to execute the first two components was forz-axis (plane of sight) rotations. Thus, forx- andy-axis rotations, rotation effects occurred only in the probability of there being a second pass and the time to execute it. The data are inconsistent either with an initial rotation of the memory representation of the standard scene to the orientation of the comparison scene or with a holistic alignment of the comparison scene prior to comparing it with the memory representation of the standard scene. Indeed, the eye movement analysis suggests that little of the increased response time for rotated comparison scenes is due to something like a time-consuming analogue process but is, instead, due to more comparisons on individual objects being made (possibly moredouble checking).     

Improving college students’ evaluation of text learning using idea-unit standards

When recalling key definitions from class materials, college students are often overconfident in the quality of their responses. Even with commission errors, they often judge that their response is entirely or partially correct. To further understand this overconfidence, we investigated whether idea-unit judgements would reduce overconfidence (Experiments 1 and 2) and whether students inflated their scores because they believed that they knew answers but just responded incorrectly (Experiment 2). College students studied key-term definitions and later attempted to recall each definition when given the key term (e.g., What is the availability heuristic?). All students judged the quality of their recall, but some were given a full-definition standard to use, whereas other students first judged whether their response included each of the individual ideas within the corresponding correct answer. In Experiment 1, making these idea-unit judgements reduced overconfidence for commission errors. In Experiment 2, some students were given the correct definitions and graded other students’ responses, and some students generated idea units themselves before judging their responses. Students were overconfident even when they graded other students’ responses, and, as important, self-generated idea units for each definition also reduced overconfidence in commission errors. Thus, overconfidence appears to result from difficulties in evaluating the quality of recall responses, and such overconfidence can be reduced by using idea-unit judgements.     

Is attention necessary for object identification? Evidence from eye movements during the inspection of real-world scenes

Eye movements were recorded during the display of two images of a real-world scene that were inspected to determine whether they were the same or not (a comparative visual search task). In the displays where the pictures were different, one object had been changed, and this object was sometimes taken from another scene and was incongruent with the gist. The experiment established that incongruous objects attract eye fixations earlier than the congruous counterparts, but that this effect is not apparent until the picture has been displayed for several seconds. By controlling the visual saliency of the objects the experiment eliminates the possibility that the incongruency effect is dependent upon the conspicuity of the changed objects. A model of scene perception is suggested whereby attention is unnecessary for the partial recognition of an object that delivers sufficient information about its visual characteristics for the viewer to know that the object is improbable in that particular scene, and in which full identification requires foveal inspection.     

Analysis of the factors affecting drivers’ queue-jumping behaviors in China

In China, drivers’ queue-jumping behaviors are very common. To explore the factors affecting drivers’ queue-jumping, first, a driving attitude scale, a risk perception scale and a queue-jumping behavior scale were designed, and an existing Type A behavior pattern scale and a driver skill scale were also introduced. Second, these scales were used to collect empirical data, and 202 valid samples were obtained. Third, the reliability and validity of the developed scales were verified, and a structural equation model of drivers’ queue-jumping behaviors was established to explore the interrelationships among the Type A personality trait, cognitions (including attitudes and risk perception), driver skills (including driving skill and safety motivation) and queue-jumping behaviors. The results showed that drivers’ cognitions significantly affected their queue-jumping behaviors; specifically, drivers’ attitudes toward queue-jumping and traffic violations positively correlated with their queue-jumping behaviors (β = 0.323, t = 3.470; β = 0.277, t = 3.072), while drivers’ risk perception toward queue-jumping negatively correlated with their queue-jumping behaviors (β = −0.297, t = −3.889). Drivers’ driving skill and safety motivation also significantly affected their queue-jumping behaviors (β = 0.198, t = 2.385; β = −0.355, t = −4.101). Although Type A personality trait had no significant effects on drivers’ queue-jumping behaviors, it had significant effects on drivers’ attitudes toward queue-jumping and traffic violations (β = 0.336, t = 4.720; β = 0.215, t = 2.873) and their risk perceptions toward queue-jumping (β = −0.232, t = −3.279). In other words, the Type A personality trait can indirectly affect drivers’ queue-jumping behaviors through drivers’ attitudes and risk perceptions toward queue-jumping. The results provided offer traffic administration departments a theoretical foundation for governing this behavior.     

Professional drivers’ fatigue as a problem of the modern era

ObjectiveAll around the world numerous studies have been carried out and indicated that 20–50% of commercial vehicle accidents occur because of fatigue. Professional drivers represent an important category of drivers who are present in traffic on a daily basis transporting passengers or goods and their responsibility is at a very high level. These drivers are most exposed to the impact of fatigue. The review of the literature has provided three main factors which can influence the onset of fatigue: sleep factors, work factors, health factors. The main aim of this study was to determine the influence of the three main factors of fatigue between bus and truck drivers in the Republic of Serbia.MethodsThe survey has been conducted among bus and truck drivers who are employed in transportation companies across the Republic of Serbia. The research consists of collecting and analyzing bus and truck drivers’ answers according to the above mentioned factors which influence the occurrence of fatigue.ResultsIn this study we have found that circadian rhythm, sleep and work factors have an impact on drivers’ fatigue. On the other side, time of going to sleep has no impact on the quality of sleep and on fatigue. The results show that if the drivers work over the legal limit, they are 3 times more likely to sleep less than 6 h in 24 h and if they sleep less than 6 h, it is likely that the poor quality of their sleep will be 8 times higher. The poor quality of sleep reduces driver performance, and therefore increases the risk of accidents.Conclusions2 of 3 investigated factors have an impact on the occurrence of fatigue. The third factor, health factor, should be examined in more detail, and other elements should be analysed in order to determine their influence on the fatigue.     

Characterization of visual scanning while driving for the identification of drivers’ profiles

Assessing the driving skills of people with cognitive or visual impairments is often complex. The analysis of visual exploration strategies can be a good solution to identify the implementation or not of good strategies of information search in the visual scene (adaptation and compensation). In this study, we compared the visual exploration behaviours of 26 healthy, 19 glaucoma and 21 elderly participants. For this purpose, we used a driving simulator for which a visual field measurement test had been adapted to obtain measurements in static and dynamic conditions. The dynamics of the gaze was also measured. Our results showed that each of the three groups of participants had specific characteristics of visual exploration. Using a classification algorithm, we were able to show that it was possible to identify the group which a participant belonged to on the basis of the visual exploration’s characteristics. This finding opens the door to many applications in the context of driving assistance and training.     

Analysing the influence of visible roadwork activity on drivers’ speed choice at work zones using a video-based experiment

The present study used a video-based experimental design to investigate the influence of visible roadwork activity on speed preferences at work zones. Four videos from real work zones in Norway were used. Two roadwork areas were filmed at two moments – with and without visible roadwork activity. A total of 815 drivers watched two videos and answered a questionnaire online. Participants stated speed preferences for both videos and then evaluated the influence of 17 common work zone elements on their speed choice. The results showed lower preferred speeds for the videos with visible roadwork activity. The elements considered by drivers to influence their speed included speed regulation (e.g. speed limit signs), transient motives (e.g. time pressure), flow pressure (e.g. speed of the rear driver) and situational conditions (e.g. road situation). Results from the regression analysis showed that visible roadwork activity was the strongest predictor of lower preferred speeds. Speed regulation and transient motives were also significant predictors of preferred speeds. Those who considered speed regulation more important to influence their speed choice at work zones were likely to state lower preferred speeds, while those who considered transient motives as more important were likely to state higher preferred speeds. These findings support the hypothesis that visible roadwork activity is an important factor for lower speed preferences at work zones. The main practical implication is that road authorities should consider various countermeasures to achieve safe driving speeds at work zones, not only roadworks warning signs.     

Exploration of older drivers’ speeding behaviour

Speeding increases crash risk and resulting injury severity. Older drivers are at increased risk of injury due to frailty, at increased risk of crashing due to slower reaction times, and have less agility judging time and distance compared to younger drivers. However, there is little objective evidence about older drivers’ speeding behaviour. Cross-sectional data from older drivers living in the suburban outskirts of Sydney, Australia, were used to determine the proportion of drivers involved in speed events, and examine factors that may influence this behaviour. Driving speed was estimated in approximately one-second intervals using Global Positioning System (GPS) location. Speed events were defined as driving 1 km/h or more, with 3% tolerance, above a single speed limit, averaged over 30-s of travel. Driving data from one-week were recorded for 344 participants aged 75–94 years (median 80). The majority of participants (78%) were involved in a speed event. Speed events per participant ranged from zero to 186 (median 8). Younger participants, those living in rural areas, and those driving on familiar roads closer to home were more likely to be involved in speed events adjusted for distance driven. In addition, rural residents were more likely to be involved in speed events when they had not been a driver involved in a crash during the previous year compared to those involved in a crash. Measures of visual and cognitive function did not predict involvement with speed events per distance (p > 0.2). These findings are important for policy-makers and researchers addressing older drivers’ speeding to reduce the incidence of crashes and resulting fatalities and injuries. As no evidence was found for speeding being associated with functional decline, countermeasures to address speeding for other drivers seem likely to be relevant to older drivers.     

The effects of driving environment complexity and dual tasking on drivers’ mental workload and eye blink behavior

The goal of the present study was to assess the effectiveness of eye blink behavior in measuring drivers’ mental workload. Previous research has shown that when mental workload increases with the primary task difficulty, blink frequency drops. On the opposite, the number of blinks increases when a cognitive secondary task has to be performed concurrently. However, the combined effects of the primary task difficulty and dual-tasking on blink rate have not been investigated. The present study was thus designed to vary systematically both the primary driving task and the cognitive secondary task demand to examine their combined effects on blink rate. The driving task was manipulated by varying the complexity of a simulated driving environment. The cognitive load was manipulated using a concurrent simple reaction time task or a complex calculation task. The results confirmed that eye blink frequency was a sensitive measure to elicit increased mental workload level coming from the driving environment. They also confirmed that blink rate increased with the introduction of a cognitive secondary task while blink duration was not affected. However, eye blink behavior did not provide a clear mental workload signature when driving task demands and dual-task conditions were varied simultaneously. The overall picture goes against the suitability of eye blink behavior to monitor drivers’ states at least when external and internal demands interact.     

Improving young drivers’ speed management behaviour through feedback: A cognitive training intervention

The aim of the present study was to examine which aspect of content-based feedback about drivers’ speed management behaviour (performance, financial infringements and safety implications for speeding) yielded positive changes in compliance with the speed limit. One hundred young drivers were randomly allocated to one of five groups (Control, Performance Feedback, Performance and Finance Feedback, Performance and Safety Feedback, Combined Feedback). Depending on group randomly allocated to, participants completed a baseline drive and received feedback about their speed management (except control). Immediately after, all groups completed a post-training drive, followed by a second drive one week later. A reduced sample (25 per cent dropout) completed a third test drive six month post-training. All drives were completed in a computer-based driving simulator. Feedback pertaining to their speed management behaviour was provided verbally immediately after the baseline drive by the researcher. Performance Feedback group received feedback about own speed-related performance (e.g., mean speed, time violated during the drive); Performance and Finance Feedback group received feedback about own performance and potential fines that could be received for exceeding the speed limit; Performance and Safety Feedback group received feedback about own performance and potential safety outcomes for them and other passengers; the Combined Feedback group received feedback about own performance, financial infringements and safety implications for speeding; and the Control group received no feedback. The results showed that all types of feedback are effective in modifying young drivers’ speed management behaviour, and these effects were present up to six months post-training in both low and high-speed zones. These findings have valuable implications in the development of a new training approach to improve young drivers’ speed management behaviour.     

Perceiving one’s own movements when using a tool

The present study examined what participants perceive of their hand movements when using a tool. In the experiments different gains for either the x-axis or the y-axis perturbed the relation between hand movements on a digitizer tablet and cursor movements on a display. As a consequence of the perturbation participants drew circles on the display while their covered hand movements followed either vertical or horizontal ellipses on the digitizer tablet. When asked to evaluate their hand movements, participants were extremely uncertain about their trajectories. By varying the amount of visual feedback, findings indicated that the low awareness of one’s own movements originated mainly from an insufficient quality of the humans’ tactile and proprioceptive system or from an insufficient spatial reconstruction of this information in memory.     

Perceptual comparisons through the mind’s eye

Memory & Cognition - Four experiments tested a theory of memory and cognition which assumes that verbal and nonverbal information are processed in functionally distinct LTM systems. Subjects...     

For the mind’s eye the world is two-dimensional

The nature of visual mental images is a topic that has puzzled neuroscientists, psychologists, and philosophers alike. On the one hand, mental images might preserve the 3-D properties of our perceptual world. On the other hand, they might be akin to 2-D pictures, such as photographs, paintings, or drawings. In the present study, 16 observers judged where real objects (Experiment 1) or photographs thereof (Experiment 2) were pointing. Both experiments contained a perception condition and an imagery condition. In Experiment 1, there was a significant difference between the pointing errors in the perception and the imagery conditions, whereas there was no such difference in Experiment 2. In imagined objects, actual photographs, and imagined photographs, the direction in which the objects pointed followed the observer, regardless of his or her vantage point. The results from this study extend the rotation effect, typically found in pictures, to the domain of mental imagery. We found the rotation effect in pictures and mental images alike, but not in direct perception of 3-D objects; thus, we provide evidence that mental images share main characteristics of 2-D pictures.     

Exploring the effects of EEG signals on collision cases happening in the process of young drivers’ braking

Detecting mental states in drivers offers an opportunity to reduce accidents by triggering alerts and signaling the need for rest or renewed focus. Here we used electroencephalography (EEG) to measure brain signals in young drivers operating a driving simulator to detect mental states and predict accidents. We measured reaction times to unexpected hazardous events and correlated them with EEG signals measured from the frontal, parietal, and temporal cortices as well as the central sulcus (corresponding to motor cortex). We found that EEG signals in the relative beta (power in beta (13–30 Hz) relative to total power of the EEG (0.5–30 Hz)), alpha/delta, alpha/theta, beta/delta, beta/theta frequency bands were higher for collisions than successful collision avoidance, and that the key decision-making period is the 2nd second before braking. Importantly, a decision tree classifier trained on these neural signals predicted collision avoidance outcomes. Then based on random forest model, we extracted three critical neural signals (beta/delta_frontal, relative beta_parietal and relative beta_central Sulcus) to classify collision avoidance outcomes. Our findings suggest measuring EEG during driving may provide useful signals for enhancing driver safety.     

Parasites of the mind. Why cultural theorists need the meme’s eye view

Are there any such things as mind parasites? By analogy with biological parasites, such cultural items are supposed to subvert or harm the interests of their host. The hypothesis of cultural parasitism has appeared in different guises in the burgeoning field of cultural evolution. To unpack the notion of mind parasites, we first clear some conceptual ground around the concept of cultural adaptation and its relation to human agency. We then formulate Millikan’s challenge: how can cultural items develop novel purposes of their own, cross-cutting or subverting our own personal purposes? If this central challenge is not met, talk of cultural ‘parasites’ or ‘selfish memes’ remains vacuous. First, we discuss why other attempts to answer Millikan’s challenge have failed. In particular, we put to rest the claims of panmemetics, a somewhat sinister worldview according to which human culture is nothing more than a swarm of selfish agents, plotting and scheming behind the scenes. Next, we reject a more reasonable, but still overly permissive approach to mind parasites, which equates them with biologically maladaptive culture. Finally, we present our own answer to Millikan’s challenge: certain systems of misbelief can be fruitfully treated as cultural parasites, designed by cultural evolution to subvert the interests of their human hosts. As a proof of concept, we discuss witchcraft beliefs in early modern Europe, and show how the meme’s eye view promises to shed new light on a mystery that historians and social scientists have been wrestling with for decades.     

Ahad Ha-'Am — in the eye of the storm

This essay is based on a larger work, The Emergence of the Jewish State, which I am co-authoring with Ben Halpern.