Cultural predictors of future intention to drive under the influence of cannabis (DUIC)

This study examines the influence that traffic safety culture has on the intention to drive under the influence of cannabis (DUIC) in the next six months. Here, traffic safety culture is defined as “the values and beliefs shared among groups of road users and stakeholders that influence their decisions to behave in ways that improve traffic safety.” To operationalize this definition, a 14-item survey was developed with a binary response format (yes, no) based on a behavioral model predicting intentional DUIC. The sampling plan collected data from drivers at the roadside with the goal of obtaining a Friday daytime and weekend nighttime sample representative of drivers across Washington State (n = 416).The results showed only a small percentage of randomly surveyed drivers in Washington State reported future intention to DUIC (45/416 = 11%). The intention of this small group could be reliably predicted based on certain aspects of their shared culture. Notably, drivers who shared the attitude that DUIC is enjoyable were 3.5 times more likely to report the intention to DUIC in the next six months. Conversely, drivers who shared the belief that cannabis impairs performance and the injunctive norm that people important to them would be disappointed were more than twice as likely not to report future intention to DUIC. Interestingly, the possession of a medical card for cannabis treatment influenced the effects of culture on DUIC intention. The results of this study suggest that strategies that can change DUIC culture amongst at-risk drivers may be effective in reducing such behaviors.     

Using spatial vibrotactile cues to direct visual attention in driving scenes

We report two experiments designed to investigate the potential use of vibrotactile warning signals to present spatial information to car drivers. Participants performed an attention-demanding rapid serial visual presentation (RSVP) monitoring task. Meanwhile, whenever they felt a vibrotactile stimulus presented on either their front or back, they had to check the front and the rearview mirror for the rapid approach of a car, and brake or accelerate accordingly. We investigated whether speeded responses to potential emergency driving situations could be facilitated by the presentation of spatially-predictive (80% valid; Experiment 1) or spatially-nonpredictive (50% valid; Experiment 2) vibrotactile cues. Participants responded significantly more rapidly following both spatially-predictive and spatially-nonpredictive vibrotactile cues from the same rather than the opposite direction as the critical driving events. These results highlight the potential utility of vibrotactile warning signals in automobile interface design for directing a driver’s visual attention to time-critical events or information.     

The influence of auditory feedback on speed choice, violations and comfort in a driving simulation game

Two experiments are reported which explore the relationships between auditory feedback (engine noise), speed choice, driving violations and driver comfort. Participants played a driving simulation game with different levels of auditory feedback in the form of engine noise. In Experiment 1, a between-subjects design revealed that no noise and low levels of engine noise (65 dB(A)) resulted in participants driving at faster speeds than in the medium (75 dB(A)) and high (85 dB(A)) levels of engine noise conditions. The low noise feedback conditions were also associated with decreases in driver comfort. Experiment 2 also demonstrated that low levels of engine noise feedback (no feedback and 70 dB(A)) were associated with increases in driving speed, and driving violations relative to higher levels of feedback (75 dB(A) and 80 dB(A)). Implications exist for current car manufacturing trends which emphasise a growing increase in noise insulation for the driver.     

Increasing following headway with prompts, goal setting, and feedback in a driving simulator

We evaluated the effects of prompting, goal setting, and feedback on following headway of young drivers in a simulated driving environment and assessed whether changes produced in following headway were associated with reductions in hard braking when drivers were and were not using cell phones. Participants were 4 university students. During baseline, drivers spent half of the time talking on cell phones while driving. At the start of the intervention, drivers were prompted to increase following headway while on the cell phones and were provided a specific target for following headway. Drivers were given feedback on increasing following headway when on cell phones at the end of each session. The intervention package was associated with an increase in following headway and a decrease in hard braking when participants were on and off the cell phones. Cell phone use did not affect any of the measures.     

Are you a “bad driver” all the time? Insights from a weekly diary study on personality and dangerous driving behavior

Research concerning dangerous driving behavior has often favored studying inter-individual differences at the expense of intra-individual ones (especially when verifying its associations with personality factors). Using a 7 weeks diary approach, we aimed at exploring the intra-individual variation of dangerous driving behavior (Errors, Violations and Aggressive driving). Also, we verified if our outcomes could be predicted by both situational variables (weekly km, felt traffic pressure and traffic mood) and dispositional ones (Big-Five personality factors, age and gender). Our findings revealed that Violations, Verbal & Physical aggression and Vehicle aggression had similar intra- to inter-individual variation ratios, with approximately 45% of variance at the intra-individual level. In contrast, Errors had only about 30% of variance at the intra-individual level. Traffic mood was the only significant intra-individual predictor, negatively correlating with all outcomes. Excepting Agreeableness, all personality factors were related to at least one dangerous driving behavior (especially consistent for the association between Extraversion and Aggressive driving). Also, women reported lower levels than men on all outcomes but Errors. Overall, this study raises some questions about the assumed stability of driving behavior, while at the same time confirming several relational patterns between personality factors and dangerous driving.     

Affective reactivity to cry sounds predicts young women’s reactivity and behavior in a simulated caregiving task

Different populations of adults (experienced vs. inexperienced caregivers, men vs. women, abusive vs. nonabusive parents, etc.) have been reported to differ in their affective reactions to the sounds of infant crying. These differences are thought to impact caregiving behavior and, in some instances, to affect long-term outcomes for infants. There can be great intra-group variation, however, even when group differences are significant; modeling developmental process will require a finer grained approach. We have undertaken a pair of studies intended to validate the Negative Affect Scale (NA) from the PANAS as a measure of individuals’ affective reactivity to cry sounds. In Study 1, 306 young women who were not yet mothers listened either to infant crying or to birdsong. The results supported the NA as a measure of reactivity to crying. In Study 2, a new sample of 301 young women listened to crying in a screening task; a group of “high reactors” (n = 21) and a group of “low reactors” (n = 22) then participated in a simulated caregiving situation. Individuals’ affective reactivity to the caregiving simulation mirrored their affective reactivity in the screening task, and rates and overall organization of caregiving behavior differed between the groups. Changes in negative affect, then, appear to be both a result of infant crying and a determinant of some aspects of caregiving behavior. Further studies will extend these laboratory results to real infants and their caregivers, and further validate the NA as a measure of individual differences in reactivity to cry sounds.     

Visual load and variability of muscle activation: Effects on reactive driving of older adults

BackgroundThe functional significance of the increase in motor output variability with increased visual information processing in older adults remains unclear. Here, we test the hypothesis that increased visual information processing increases muscle activation variability in older adults and impairs their ability to react as fast and as precisely as young adults during a simulated reactive driving task.MethodsFourteen young and sixteen older adults performed a reactive driving simulation task that required responding to unexpected brake lights of the car ahead during a simple reaction time task (low visual information processing condition) and a choice reaction time task with “no go” trials condition (high visual information processing condition). We quantified the following: 1) reactive driving performance – combination of premotor response time, motor response time, and brake force error; 2) motor output variability – brake impulse variability; 3) muscle activation variability – variability in the tibialis anterior (TA) muscle activity.ResultsThe increase in information processing exacerbated the impaired reactive driving performance in older adults. The best predictor of this impairment was the increase in brake force error. The impaired reactive driving performance was related to brake impulse variability and variability in the TA activity.ConclusionsThis study provides novel evidence that increased information processing increases muscle activation variability in older adults with detrimental consequences to their ability to perform a simulated reactive driving task.     

Driving errors,estimated performance and individual characteristics under simulated and real road traffic conditions – A validation study

BackgroundThe suitability of driving simulators for the prediction of driving behaviour in road traffic has been able to be confirmed in respect of individual assessment parameters. However, there is a need for overarching approaches that take into account the interaction between various influencing factors in order to establish proof of validity. The aim of this study was to explore the validity of our driving simulator in respect of its ability to predict driving behaviour based on participants‘ observed driving errors and driver’s individual characteristics.Method41 healthy participants were assessed both in a Smart-Realo-Simulator and on the road. By means of linear modelling, the correlation between observed driving errors was investigated. In addition, the influence of self-reported and externally assessed driving behaviour as well as individual parameters (education and training; driving history) were analysed.ResultsBy including these factors, 58% of the variance could be explained. For observed driving errors, a relative validity was established. For self-reported and externally assessed driving behaviour, an absolute to relative validity emerged. The amount of time spent in education and training proved to have a significant influence on driving performance in the simulator, but not on the road.DiscussionIn general, our results confirmed the validity of our driving simulator with regard to observed and self-reported driving behaviour. It emerged that education and training as potential indicators of cognitive resources played a differential role regarding the study conditions. Since real road driving is considerably automated in experienced drivers, this result suggests that simulation-related behavioural regulation is challenged by additional cognitive demands as opposed to behavioural regulation extending to real road driving. However, the source of these additional cognitive demands remains currently elusive and may form the subject of future research.     

Disengagement from driving when using automation during a 4-week field trial

IntroductionA small body of research on the real-world use of commercially available partial driving automation suggests that drivers may struggle with or otherwise lapse in adequately monitoring the system and highway environment, and little is known about key issues such as how behavior associated with system use changes over time. The current study assessed how driver disengagement, defined as visual-manual interaction with electronics or removal of hands from the wheel, differed as drivers became more accustomed to partial automation over a 4-week trial.MethodsTen volunteers drove a Volvo S90 with adaptive cruise control (ACC), which automates speed and headway, and Pilot Assist, which combines ACC and continuous lane centering. Instrumentation captured automation use, secondary task activity, hands-on-wheel status, vehicle speed, and GPS location during all trips.ResultsThe longer drivers used the Pilot Assist partial automation system, the more likely they were to become disengaged, with a significant increase in the odds of observing participants with both hands off the steering wheel or manipulating a cell phone relative to manual control. Results associated with use of ACC found comparable or lower levels of disengagement compared to manual driving as the study progressed.DiscussionThis study highlights concerns about vehicle control and the degree to which drivers remain actively in the loop when using automation. Calls for implementing more robust driver monitoring with partial automation appear warranted—particularly those that track head or eye position.