Does it deliver what it promises? Evaluation of cognitive distraction caused by speech-based interfaces with detection response and box task

Speech is considered a promising modality for human-machine interaction while driving, especially in reducing visual and manual distraction. However, speech-based user interfaces themselves have shown to increase cognitive distraction. There remains a lack of standardized and unambiguous methods for measuring the impact of speech-based assistants on cognitive distraction while driving. This work aims to investigate whether the combination of the box task and the detection response task (DRT) is a suitable method for assessing the cognitive distraction caused by speech-based assistants. For this purpose, participants (N = 39) engaged in artificial (n-back tasks) and natural speech-based secondary tasks (interaction with Android’s Google Assistant and Apple's Siri) differing in predefined levels of cognitive workload while performing the box task and the DRT. The results showed that DRT performance differed between the 0-back and 1-back task but not between the different cognitive workload levels of the speech-based assistants. No clear effects emerged for the box task parameters. Thus, the combination of the box task and DRT is well-suited for measuring cognitive distraction caused by artificial secondary tasks but not by natural interactions with speech-based assistants.     

How does glance behavior influence crash and injury risk? A ‘what-if’ counterfactual simulation using crashes and near-crashes from SHRP2

As naturalistic driving data become increasingly available, new analyses are revealing the significance of drivers’ glance behavior in traffic crashes. Due to the rarity of crashes, even in the largest naturalistic datasets, near-crashes are often included in the analyses and used as surrogates for crashes. However, to date we lack a method to assess the extent to which driver glance behavior influences crash and injury risk across both crashes and near-crashes. This paper presents a novel method for estimating crash and injury risk from off-road glance behavior for crashes and near-crashes alike; this method can also be used to evaluate the safety impact of secondary tasks (such as tuning the radio). We apply a ‘what-if’ (counterfactual) simulation to 37 lead-vehicle crashes and 186 lead-vehicle near-crashes from lead-vehicle scenarios identified in the SHRP2 naturalistic driving data. The simulation combines the kinematics of the two conflicting vehicles with a model of driver glance behavior to estimate two probabilities: (1) that each event becomes a crash, and (2) that each event causes a specific level of injury. The usefulness of the method is demonstrated by comparing the crash and injury risk of normal driving with the risks of driving while performing one of three secondary tasks: the Rockwell radio-tuning task and two hypothetical tasks. Alternative applications of the method and its metrics are also discussed. The method presented in this paper can guide the design of safer driver–vehicle interfaces by showing the best tradeoff between the percent of glances that are on-road, the distribution of off-road glances, and the total task time for different tasks.     

Driver perception hypothesis: Driving simulator study

According the driver perception hypothesis, horizontal curves appear sharper or flatter when overlapping with crest or sag vertical curves, respectively. Confirmations of this hypothesis are provided by studies carried out using non-interactive techniques that do not allow the analysis of the driver’s reactions to the visual perception of the road.This study was aimed to add to the body of knowledge concerning driver’s speed behavior on combined curves, as well as to test the perception hypothesis based on the speed data collected during tests in the interactive CRISS driving simulator.Speeds on the tangent-curve transition of crest and sag combinations were compared to those on the tangent-curve transition of horizontal curves with the same radii but on a flat grade (reference curves).For the crest combinations the results of the statistical analyses were fully consistent with the perception hypothesis. On the sag combinations, on the contrary, the driver’s speed behavior did not differ in any statistically significant way from that on the reference curves. Therefore this finding did not support the perception hypothesis on the sag combinations. The effects of the combined curves on the driver’s speed behavior did not change in function of the level of the radius. Some implications of these findings have been highlighted.     

Direct and indirect effects of parenting practices on socio‐moral approval of aggression in Polish young adults. Do all practices matter?

The purpose of this article was to determine the socialisation antecedents of socio‐moral approval of aggression (SMAA). In Study 1, we assessed factorial structure and reliability of the SMAA with a sample of 355 students who reported on the extent to which they approved of six forms of aggressive behaviour and six justifications of aggression. Two‐factor solutions were obtained with regard to forms and justifications of aggressive acts. Thus, approval of extreme and minor aggression was distinguished as well as legitimate and illegitimate justifications of aggression. In Study 2, we tested the path models of the socialisation antecedents that contributed to the high approval of minor and extreme aggressive acts as well as legitimate and illegitimate justifications of aggression. Data were collected from 173 undergraduate students. Path analyses showed that high levels of approval of extremely aggressive acts and of illegitimate justifications of aggression were preceded by a sequence of negative life events, beginning with frequent misbehaviour in childhood, corporal punishment used by parents and ending with delinquency in adolescence. The approval of minor aggression had little relation to socialisation factors apart from a detrimental effect of psychological aggression while approval of legitimate justifications of aggression had no socialisation antecedents.     

Sleep loss and change detection in driving scenes

Driver sleepiness is a significant road safety problem. Sleep-related crashes occur on both urban and rural roads, yet to date driver-sleepiness research has focused on understanding impairment in rural and motorway driving. The ability to detect changes is an attention and awareness skill vital for everyday safe driving. Previous research has demonstrated that person states, such as age or motivation, influence susceptibility to change blindness (i.e., failure or delay in detecting changes). The current work considers whether sleepiness increases the likelihood of change blindness within urban and rural driving contexts. Twenty fully-licenced drivers completed a change detection ‘flicker’ task twice in a counterbalanced design: once following a normal night of sleep (7–8 h) and once following sleep restriction (5 h). Change detection accuracy and response time were recorded while eye movements were continuously tracked. Accuracy was not significantly affected by sleep loss; however, following sleep loss there was some evidence of slowed change detection responses to urban images, but faster responses for rural images. Visual scanning across the images remained consistent between sleep conditions, resulting in no difference in the probability of fixating on the change target. Overall, the results suggest that sleep loss has minimal impact on change detection accuracy and visual scanning for changes in driving scenes. However, a subtle difference in response time to change detection between urban and rural images indicates that change blindness may have implications for sleep-related crashes in more visually complex urban environments. Further research is needed to confirm this finding.     

The perceived criticality of different time headways is depending on velocity

Time headway (THW) presumably represents a velocity-independent measure of safe following distances during car-following. However, studies using on-road data show that drivers decrease their THWs as velocity increases (e.g., Brackstone, Waterson, & McDonald, 2009). This contradicts recent findings of simulator-based studies suggesting independence of velocity and chosen THW (Siebert, Oehl, & Pfister, 2014; Siebert, Oehl, Bersch, & Pfister, 2017). This study aimed at investigating the relationship between velocity and subjective risk of different THWs using an experimental setup with a motion-based driving simulator. N = 29 participants followed a preceding vehicle with five different velocities ranging from 30 km/h to 140 km/h in urban, rural and highway environments. At each velocity level, drivers were instructed to follow with three different THWs (0.7 s, 1.1 s and 1.5 s). Subjective criticality ratings were analysed for the different combinations of these independent variables (IV1: velocity, IV2: THW). Drivers rated situations with short THWs as more critical when following with slower velocities compared to higher velocities. These results show that the criticality of theoretically velocity-independent THWs is indeed depending on velocity. These findings have both theoretical implications, such as a better understanding of drivers’ car following behavior and risk acceptance, and practical implications as they may be used in the design of automated driving functions.     

Instruction-prompted objective behaviors as proxy for subjective measures in a driving simulator

Interactions with other road users and interpretations of traffic situations are important aspects of driving safety. Self-reports are often used to study drivers’ perceptions and attitudes but self-reports can be inaccurate and biased because of socially desirable responding. Driving simulators offer objective measures of driver behaviors but have limited ability to elicit natural behaviors. To address this issue, we tested a driving simulator-based approach that combined realistic driving scenarios including potentially frustrating forward obstacles and delays in travel time with two different types of instructions. Participants' vehicle control behaviors and subjective perception of traffic delays were compared. Results demonstrated that behaviors collected following instructions to drive safely did not have significant associations with participants’ perceptions of the traffic delays while participants following instructions to drive quickly demonstrated behaviors that were predictive of their subjective perceptions of the traffic delays. The findings suggest that vehicle control behaviors can be used as a proxy for subjective perceptions of traffic delays. We conclude that driving simulator methodology combining instructions, realistic traffic scenarios, and adaptive analytical methods is appropriate for studying drivers’ behaviors and interactions with other road users and can minimize the need to rely on subjective self-reports.     

Religiousness on mental health in older adults: the mediating role of social support and healthy behaviours

The positive association between religiousness and mental health among the faithful is well-established; here, social support (SS) and healthy behaviours (HB) are investigated as mechanisms underlying the benefits of faith on depression and anxiety in a survey sample of 97 religious older adults aged 62–96 (M_age?=?79). Initial regression models revealed a significant direct effect (higher religiousness?=?less depression and less anxiety). For depressive symptoms, both individual mediators rendered the effect of religiousness non-significant, with HB explaining more variance (36% vs. 27%); in the combined model, both demonstrated independent, additive effects (SS?=??.18, p?=?.006; HB?=??.34, p?p?=?.005). The results help inform those working with religious older adults facing depression and anxiety by highlighting key aspect(s) of the person’s faith experience that will be most effective in helping to improve his or her mental health.