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41.
Traffic congestion and crash rates can be reduced by introducing variable speed limits (VSLs) and automatic incident detection (AID) systems. Previous findings based on loop detector measurements have revealed that drivers reduce their speeds while approaching traffic congestion when the AID system is active. Notwithstanding these behavioural effects, most microscopic traffic flow models assessing the impact of VSLs do not describe driver response accurately.This study analyses the main factors that influence driver deceleration behaviour while approaching traffic congestion with and without VSLs. The Dutch VSL database was linked to the driver behaviour data collected in the UDRIVE naturalistic driving study. Driver engagement in secondary tasks and glance behaviour were extracted from the video data. Linear mixed-effects models predicting the characteristics of deceleration events were estimated.The results show that the maximum deceleration is high when approaching a slower leader, when driving at high speeds and short distance headways, and close to the beginning of traffic congestion. The minimum time headway is short when driving at high speeds and changing lanes. Certain drivers showed higher decelerations and shorter time headways than others. Controlled for these main factors, smaller maximum decelerations were found when the VSLs were present and visible, and when the gantries were within close proximity. These factors could be incorporated into microscopic traffic simulations to evaluate the impact of AID systems on traffic congestion more realistically. Further research is needed to clarify the link between engagement in secondary tasks, glance behaviour and deceleration behaviour. 相似文献
42.
This research implemented both qualitative and quantitative methods to 1) explore young drivers’ (aged between 17 and 25 years) awareness and perceptions of legal sanctions associated with phone use while driving and 2) identify whether the accuracy of their knowledge influences deterrence-related perceptions. In the qualitative phase, 60 Queensland motorists participated in focus groups. The findings of the focus groups highlighted that greater awareness of the penalty for phone use while driving would enable this punishment to act as a more salient deterrent. More specifically, the penalty for hands-free phone use was considered too high, whereas when the penalty was applied to hand-held phone use it was considered reasonable, with some commenting that increasing the fine could be a greater deterrent. However, the penalty also appeared to be linked to the perceived legitimacy of the rule. The quantitative phase utilised a cross-sectioanl survey design and consisted of 503 drivers. Overall, more participants appear to be underestimating (63% underestimated the fine and 37% underestimated the demerit points) as opposed to overestimating (14% overestimated the fine and 22% overestimated the demerit points) the penalty for phone use while driving. As expected, compared to those who accurately estimated the extent of the punishment (both the monetary sanction and the number of demerit points) associated with phone use while driving, drivers who underestimated the phone punishment (points and fine) had significantly lower perceptions of the severity of punishment. These findings suggest that some young drivers do not have sufficient knowledge of mobile phone sanctions, which has significant implications for ongoing attempts to maximise deterrent mechanisms. 相似文献
43.
Models for describing the microscopic driving behavior rarely consider the “social effects” on drivers’ driving decisions. However, social effect can be generated due to interactions with surrounding vehicles and affect drivers’ driving behavior, e.g., the interactions result in imitating the behavior of peer drivers. Therefore, social environment and peer influence can impact the drivers’ instantaneous behavior and shift the individuals’ driving state. This study aims to explore empirical evidence for existence of a social effect, i.e., when a fast-moving vehicle passes a subject vehicle, does the driver mimic the behavior of passing vehicle? High-resolution Basic Safety Message data set (N = 151,380,578) from the Safety Pilot Model Deployment program in Ann Arbor, Michigan, is used to explore the issue. The data relates to positions, speeds, and accelerations of 63 host vehicles traveling in connected vehicles with detailed information on surrounding environment at a frequency of 10 Hz. Rigorous random parameter logit models are estimated to capture the heterogeneity among the observations and to explore if the correlates of social effect can vary both positively and negatively. Results show that subject drivers do mimic the behavior of passing vehicles –in 16 percent of passing events (N = 18,099 total passings occurred in freeways), subject vehicle drivers are observed to follow the passing vehicles accelerating. We found that only 1.2 percent of drivers normally sped up (10 km/hr in 10 s) during their trips, when they were not passed by other vehicles. However, if passed by a high speed vehicle the percentage of drivers who sped up is 16.0 percent. The speed change of at least 10 km/hr within 10 s duration is considered as accelerating threshold. Furthermore, the acceleration of subject vehicle is more likely if the speed of subject driver is higher and more surrounding vehicles are present. Interestingly, if the difference with passing vehicle speed is high, the likelihood of subject driver’s acceleration is lower, consistent with expectation that if such differences are too high, the subject driver may be minimally affected. The study provides new evidence that drivers’ social interactions can change traffic flow and implications of the study results are discussed. 相似文献
44.
Driving while carrying out another (secondary) task interferes with performance, though the degree of interference may vary between tasks and individual drivers. In this study, we focused on two potentially interrelated individual difference variables that may play a role in determining dual-task interference: working memory capacity and the driver’s experience with the relevant secondary task. We used a driving simulator to measure interference, comparing single-task performance (driving alone) with driving performance during three secondary tasks: conversing on a handsfree cellphone, texting, and selecting a song on a touchscreen Mp3 player. Drivers also rated the difficulty of driving while carrying out each secondary task. For the individual difference variables, working memory was measured using the Operation Span test (OSPAN), and experience was assessed in terms of self-reported daily driving exposure and exposure to the relevant secondary tasks (frequency, duration). Overall, we found evidence of dual-task interference, though interference varied between tasks; the texting and Mp3 tasks produced significantly more interference than handsfree cellphone conversation. For the texting and Mp3 song selection tasks, interference was apparent in terms of increased steering variability, but for the Mp3 task there was also compensatory slowing, with drivers slowing down while carrying out the task. OSPAN performance and daily driving exposure were both covariates in predicting the amount of dual-task interference. However, our results suggest that in all but two cases, both involving the texting task, the effects of the OSPAN and the driving and secondary task exposure variables were independent rather than interrelated. 相似文献
45.
Sexual activity while driving fits the definition of distracted driving because it involves the diversion of attention away from the driving task. However, this risky driving behaviour has received little attention compared to other distracted driving activities. To address the lack of research on sexual activity while driving, the internet was searched from April to June 2020 for media reports in which sexual activities occurred within the cabin of a moving vehicle, taking specific note of: gender, the presence of others, time of day, use of substances, the nature of the circumstances surrounding the incident, and whether crashes had occurred. A total of 106 unique and verified cases were identified from 2004 to 2020. The reports involved 76 male (71.7%) and 30 female drivers (28.3%), and there were 43 (40.5%) serious incidents that involved a crash and 23 fatalities (21.7%). In 17 (16.0%) incidents their vehicle hit another car, and a pedestrian or cyclist was hit in 3 (2.8%) incidents. The risk of a serious incident was higher during oral sex or intercourse than solitary activities (i.e. masturbation). A total of 63 (59.5%) mild incidents (without crashes or fatalities) were identified, in which reports included accounts by witnesses or police regarding sexual activity while driving. Given the potential seriousness of incidents, this topic deserves further research to better understand the prevalence and safety implications of sexual activity while driving. 相似文献
46.
The increase in the number of older adult drivers in developed countries has raised safety concerns due to the decline in their sensory, motor, perceptual, and cognitive abilities which can limit their driving capabilities. Their driving safety could be enhanced by the use of modern Automated Driver Assistance Systems (ADASs) and might totally resolved by full driving automation. However, the acceptance of these technologies by older adult drivers is not yet well understood. Thus, this study investigated older adult drivers’ intention to use six ADASs and full driving automation through two questionnaires with 115 and 132 participants respectively in Rhode Island, USA. A four-dimensional model referred to as the USEA model was used for exploring older adult drivers’ technology acceptance. The USEA model included perceived usefulness, perceived safety, perceived ease of use, and perceived anxiety. Path Analysis was applied to evaluate the proposed model. The results of this study identified the important factors in older adult drivers’ intention to use ADASs and full driving automation, which could assist stakeholders in improving technologies for use by older drivers. 相似文献
47.
Aggressive behaviour on the road is one of the most studied topics in human factors, given it has been related to both risky behaviour and traffic crashes. While previous research has proposed trait driving anger as one of the better predictors, mediation variables which could explain this relationship have not deserved attention. The current research aimed to explore the mediation effect of emotion regulation in this relationship. The sample consisted of 472 Spanish drivers, who completed a set of self-reports regarding trait driving anger, frequency of aggressive behaviours at the wheel, and difficulties in emotion regulation. The results showed significant relationship among the variables in almost all the cases. Furthermore, a SEM analysis showed that difficulties in emotion regulation significantly mediated the relationship between trait driving anger and each way of the aggressive behaviours (verbal, physical, using own vehicle, and displaced). These results have important implications in the design of strategies focused on the improvement of emotion regulation to reduce aggressive behaviours in drivers. Finally, the limitations of the study are commented. 相似文献
48.
Supplying training to drivers that teaches them about automated driving and requests to intervene may help them to build and maintain a mental representation of how automation works and thereby improve takeover performance. We aimed to investigate the effect of different types of training programmes about the functioning of automated driving on drivers’ takeover performance during real driving. Fifty-two participants were split into three groups for training sessions: paper (short notice), video (3-minute tutorial) and practice (short drive). After the training, participants experienced automated driving and both urgent and non-urgent requests to intervene in a Wizard-of-Oz vehicle on public roads. Participants’ takeover time, visual behaviour, mental workload, and flow levels during the requests to intervene were assessed. Our results indicated that in urgent circumstances, participants’ takeover response times were faster in the practice training condition compared to the other training conditions. Nevertheless, the practice training session did not present any other positive effect on drivers’ visual behaviour. This could indicate that prior training, particularly when reinforcing drivers' motor skills, improved their takeover response time at the latest motor stages rather than in the early sensory states. In addition, the analysis of in-vehicle videos revealed that participants’ attention was captured in the first place by the in-vehicle human-machine interface during the urgent request to intervene. This highlights the importance for designers to display information on the HMI in an appropriate way to optimise drivers’ situation awareness in critical situations. 相似文献
49.
50.
Aggressive driving has been shown to be related to increased crash risk for car driving. However, less is known about aggressive behaviour and motorcycle riding and whether there are differences in on-road aggression as a function of vehicle type. If such differences exist, these could relate to differences in perceptions of relative vulnerability associated with characteristics of the type of vehicle such as level of protection and performance. Specifically, the relative lack of protection offered by motorcycles may cause riders to feel more vulnerable and therefore to be less aggressive when they are riding compared to when they are driving. This study examined differences in self-reported aggression as a function of two vehicle types: passenger cars and motorcycles. Respondents (n = 247) were all motorcyclists who also drove a car. Results were that scores for the composite driving aggression scale were significantly higher than on the composite riding aggression scale. Regression analyses identified different patterns of predictors for driving aggression from those for riding aggression. Safety attitudes followed by thrill seeking tendencies were the strongest predictors for driving aggression, with more positive safety attitudes being protective whilst greater thrill seeking was associated with greater self-reported aggressive driving behaviour. For riding aggression, thrill seeking was the strongest predictor (positive relationship), followed by self-rated skill, such that higher self-rated skill was protective against riding aggression. Participants who scored at the 85th percentile or above for the aggressive driving and aggressive riding indices had significantly higher scores on thrill seeking, greater intentions to engage in future risk taking, and lower safety attitude scores than other participants. In addition participants with the highest aggressive driving scores also had higher levels of self-reported past traffic offences than other participants. Collectively, these findings suggest that people are less likely to act aggressively when riding a motorcycle than when driving a car, and that those who are the most aggressive drivers are different from those who are the most aggressive riders. However, aggressive riders and drivers appear to present a risk to themselves and others on road. Importantly, the underlying influences for aggressive riding or driving that were identified in this study may be amenable to education and training interventions. 相似文献