Takeover performance of older drivers in automated driving: A review

IntroductionThe introduction of automated vehicles to the road environment brings new challenges for older drivers. Level 3 of conditional automation requires drivers to take over control of their vehicle whenever the automated system reaches its limits. Even though autonomous vehicles may be of great benefit to older drivers in terms of safely maintaining their mobility, a better understanding of their takeover performance remains crucial. The objective of this review of the literature is to shed more light on the effects that aging has on takeover performance during automated driving.MethodsThree database searches were conducted: PsychINFO, Web Of Sciences, and TRID. Studies from the last decade which included groups of older drivers were reviewed.ResultsAfter checking through abstracts and texts of articles, 9 articles, 4 proceedings papers, and 1 technical report were included in this review. All studies included a driving simulator that refers to level 3 of automation (which requires supervision by the driver). Five out of fourteen studies showed that older adults had poorer takeover performance (in terms of takeover time and takeover quality) than younger adults. However, several factors, such as the type of non-driving related task (NDRT), were seen to influence takeover performance in older adults. Speed, type and duration of notification interval, distribution and duration of driving modes, and number of takeovers were all also factors of influence.ConclusionThis review synthesizes the results of 14 articles which investigate the effects of age-related changes on takeover performance. Various external factors as NDRTs, speed, type and duration of notification to take over, duration of the automated phase, distribution of the automated/manual phases may affect takeover performance in older adults. Even if the majority of articles showed that older adults are globally slower at taking over a vehicle than younger adults, findings concerning take over quality yield divergent results. It's probably due to age related cognitive changes, particularly in executive functions or to a great heterogeneity in this population. This literature review highlights the need to develop new research on the impact of aging on takeover performance.     

Human machine interface design for continuous support of mode awareness during automated driving: An online simulation

In the transition towards higher levels of vehicle automation, one of the key concerns with regards to human factors is to avoid mode confusion, when drivers misinterpret the driving mode and therewith misjudge their own tasks and responsibility. To enhance mode awareness, a clear human centered Human Machine Interface (HMI) is essential. The HMI should support the driver tasks of both supervising the driving environment when needed and self-regulating their non-driving related activities (NDRAs). Such support may be provided by either presenting continuous information on automation reliability, from which the driver needs to infer what task is required, or by presenting continuous information on the currently required driving task and allowed NDRA directly. Additionally, it can be valuable to provide continuous information to support anticipation of upcoming changes in the automation mode and its associated reliability or required and allowed driver task(s). Information that could support anticipation includes the available time until a change in mode (i.e. time budget), information on the upcoming mode, and reasons for changing to the upcoming mode. The current work investigates the effects of communicating this potentially valuable information through HMI design. Participants received information from an HMI during simulated drives in a simulated car presented online (using Microsoft Teams) with an experimenter virtually accompanying and guiding each session. The HMI either communicated on automation reliability or on the driver task, and either included information supporting anticipation or did not include such information. Participants were thinking aloud during the simulated drives and reported on their experience and preferences afterwards. Anticipatory information supported understanding about upcoming changes without causing information overload or overreliance. Moreover, anticipatory information and information on automation reliability, and especially a combination of the two, best supported understandability and usability. Recommendations are provided for future work on facilitating supervision and NDRA self-regulation during automated driving through HMI design.     

Public acceptance of connected vehicles: An extension of the technology acceptance model

To examine the public acceptance of connected vehicles (CVs), this study developed a novel connected vehicle acceptance model (CVAM) extending the technology acceptance model (TAM). The model was built based on a questionnaire survey of 2400 US adults. Perceived data privacy and security associated with the technology was found to shape the trust, attitude, and behavioral intention to use CVs, in addition to the predictors of original TAM: perceived usefulness and ease of use. Results revealed that trust mediates the effect of perceived data privacy and security on CV acceptance, though its directional relationship with perceived usefulness and perceived ease of use is unclear. Socio-demographic and other characteristics of respondents associated with CV acceptance and its predictors were explored. A number of theoretical and practical implications of the study findings are discussed.     

A scoping review of predictors of driving under the influence of cannabis (DUIC) in young drivers

BackgroundRecreational and medical legalization of cannabis or marijuana use in countries and states continues to increase. Young adults aged 16–24 years have the highest prevalence rates of cannabis use. Young driver cannabis use is an incompletely understood traffic safety issue.ObjectivesThe purposes of this scoping review were to characterize the predictors of driving under the influence of cannabis (DUIC) among healthy young drivers and to identify research gaps.Inclusion criteriaA self-reported measure of DUIC and a correlation (r, odds ratio, risk ratio) to demographic or behavioral variables such as age, gender and frequency of use was required for inclusionSources of evidenceAPA PsycInfo, SPORTDiscus, Academic Search Complete, Google Scholar, MEDLINE Complete, Scopus, Embase, ERIC, TRID and POPLINE databases were searched using an a priori protocol.MethodsThe PRISMA-ScR methods and checklist were used to conduct the scoping review. After the removal of duplicates, abstract screening (N = 999), and full-text review (N = 173), 19 primary studies met inclusion criteria. Predictors were coded and mapped into four primary thematic categories: social, individual, driving and substance use.ResultsOf the included studies, a total of 52,197 respondents were surveyed in-person or online and 51.8 percent were males. The predominant predictors of DUIC included being a male, high school senior, with lower grades, having a younger ‘age of first cannabis use’, a higher frequency of consumption, a reduced perception of danger, repeatedly binge drinking, a history of driving under the influence of alcohol and living with fewer parents.Research gapsIdentified research gaps include methods used to study young drivers, cannabis edibles, chronic user tolerance, driver adaptation, passengers of drivers who consumed cannabis, combined use with other legal and illicit drugs, and combined smartphone and cannabis use.ConclusionThe results of this scoping review can be used to develop and target general and specific predictors of DUIC in novice, teen and young drivers. Additional research designs will be required to gain a more complete evidence-based understanding of the effects of cannabis on young drivers.     

Key challenges in tram/streetcar driving from the tram driver’s perspective – A qualitative study

Tram drivers have a difficult task in controlling one of the heaviest vehicles on the road whilst negotiating a complex road environment with multiple road users. Like all public transport drivers, tram drivers need to ensure passenger safety and to run on time. However, very little research has been conducted evaluating tram driving tasks and even less on evaluating tram drivers opinion on how other road users are affecting tram road safety. Therefore, the aim of this study is to investigate the key tram driving challenges, to identify the key road user factors affecting tram road safety as well as to explore the potential safety improvement initiatives on tram routes from the tram drivers’ viewpoint. The study incorporated five focus groups involving thirty tram drivers in Melbourne. The key themes emerged inductively from focus groups were identified through a data coding process. Outcomes of the focus groups revealed seven major challenges in tram driving: ensuring safety for all people in and around the tram, pressure for running on-time, maintaining constant concentration on roads, predicting other road users’ behavior in advance to avoid any crash incident, preventing passenger falls on board, accepting the operational constraints of trams and managing fatigue workloads. Tram drivers identified that other road users are unaware of safety issues around trams, have a poor understanding of road rules about driving with trams and often violate road rules around trams, and they mentioned this road user behaviors as the key challenges for safe tram driving. Tram drivers proposed rendering greater law enforcement on the tram network to penalize road users who are violating road rules around trams, introducing more safety campaigns and safety education to increase awareness among road users to improve tram road safety. Findings of this research enhance understanding of tram driving challenges, provide an in-depth knowledge of road user factors affecting tram road safety and suggest effective planning strategies for transit agencies to improve road safety.     

Perceptual training to increase drivers’ ability to spot motorcycles at T-junctions

Motorcyclists too often collide with other road users who pull out of side roads in front of them. These other road users typically report making all the necessary visual checks, despite failing to see the approaching motorcycle. These Look But Fail To See errors appear to be attenuated in road users who themselves have motorcycling experience, suggesting that motorcycle exposure may lower thresholds for spotting these vulnerable road users through natural perceptual learning. This raises the possibility that perceptual training could improve car drivers’ abilities to spot motorcycles. Two experiments are reported. The first experiment demonstrated that a T-junction task, requiring participants to detect an approaching vehicle in briefly displayed images, was sensitive to participants’ motorcycle experience, with dual drivers (who both ride motorcycles and drive cars) performing better than average car drivers. Following this, a second experiment split the car drivers into 2 groups. One group undertook a Pelmanism task requiring participants to match pairs of motorcycles, while the control group had to match pairs of fruit. When the two groups were re-tested on the T-junction task, the group who had undergone perceptual training for motorcycles via the Pelmanism task, were better able to identify approaching motorcycles, but not approaching cars. The results suggest that gamification of perceptual training for motorcycle detection provides a novel opportunity to improve driver safety.     

Effects of pedestrian prompts on motorist yielding at crosswalks

Pedestrian safety is a serious concern at busy intersections and pedestrian campuses across the nation. Although crosswalks and signs inform pedestrians where to cross, there is no standard protocol for pedestrians to signal drivers that they wish to use the crosswalks, except to stand in or at the crosswalk. We examined the effects of two pedestrian prompts, a raised hand and extended arm, on motorist yielding at uncontrolled crosswalks. The two prompts were effective at increasing yielding.     

Why are there sex differences in risky driving? the relationship between sex and gender‐role on aggressive driving,traffic offences,and accident involvement among young turkish drivers

The aim of this study was to investigate how sex (male and female) and gender‐role (masculinity and femininity) and their interaction were associated with risky driving behaviors, traffic offences, and accident involvement among young Turkish drivers. Three‐hundred and fifty‐four young drivers (221 males and 133 females) filled in a form including the short form of Bem Sex‐Role Inventory (BSRI), the Driver Behaviour Questionnaire (DBQ), questions about a driver's accident history, and background information. The effects were tested on outcome variables by using hierarchical regression analysis. It was found that sex (being male) predicted only the ordinary violations. While masculinity score predicted positively the number of offences, and aggressive and ordinary (highway code) violations, femininity score predicted negatively the number of accidents and offences, aggressive and ordinary violations, and errors. The effect of interaction between masculinity and femininity was only found on the number of accidents and aggressive violations among young drivers. There was no significant interaction effect between sex and gender roles on criterion variables. Aggr. Behav. 00:1–12, 2005. © 2005 Wiley‐Liss, Inc.     

WHITHER INTERNALISM? HOW INTERNALISTS SHOULD RESPOND TO THE EXTENDED MIND HYPOTHESIS

Abstract: A new position in the philosophy of mind has recently appeared: the extended mind hypothesis (EMH). Some of its proponents think the EMH, which says that a subject's mental states can extend into the local environment, shows that internalism is false. I argue that this is wrong. The EMH does not refute internalism; in fact, it necessarily does not do so. The popular assumption that the EMH spells trouble for internalists is premised on a bad characterization of the internalist thesis—albeit one that most internalists have adhered to. I show that internalism is entirely compatible with the EMH. This view should prompt us to reconsider the characterization of internalism, and in conclusion I make some brief remarks about how that project might proceed.     

Evaluation of Two New Scales Assessing Driving Anger: The Driving Anger Expression Inventory and the Driver's Angry Thoughts Questionnaire

This study assessed the validity of the Driving Anger Expression Inventory (DAX) and Driver's Angry Thoughts Questionnaire (DATQ). Scales within the DAX and DATQ appeared to assess separate, correlated constructs. Aggressive forms of thinking and anger expression correlated positively with each other, trait driving anger, aggressive and risky behavior, some crash-related conditions, general trait anger, and general forms of anger expression. Positive, constructive forms of thinking and anger expression correlated positively with each other, but minimally or negatively with other variables. Specific aggressive forms of thinking and anger expression formed stronger links with each other than other forms of expression, supporting the discriminant validity of the DATQ and DAX. Hierarchical regressions with DATQ and DAX scales entered after other variables showed that they added explained variance above and beyond other measures, supporting the discriminant and incremental validity of these scales. It was concluded that the DAX and DATQ have utility for researchers and clinicians interested in angry drivers.