Adaptations in driver deceleration behaviour with automatic incident detection: A naturalistic driving study

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.     

Evaluating pedestrian interaction preferences with a game theoretic autonomous vehicle in virtual reality

Localisation and navigation of autonomous vehicles (AVs) in static environments are now solved problems, but how to control their interactions with other road users in mixed traffic environments, especially with pedestrians, remains an open question. Recent work has begun to apply game theory to model and control AV-pedestrian interactions as they compete for space on the road whilst trying to avoid collisions. But this game theory model has been developed only in unrealistic lab environments. To improve their realism, this study empirically examines pedestrian behaviour during road crossing in the presence of approaching autonomous vehicles in more realistic virtual reality (VR) environments. The autonomous vehicles are controlled using game theory, and this study seeks to find the best parameters for these controls to produce comfortable interactions for the pedestrians. In a first experiment, participants’ trajectories reveal a more cautious crossing behaviour in VR than in previous laboratory experiments. In two further experiments, a gradient descent approach is used to investigate participants’ preference for AV driving style. The results show that the majority of participants were not expecting the AV to stop in some scenarios, and there was no change in their crossing behaviour in two environments and with different car models suggestive of car and last-mile style vehicles. These results provide some initial estimates for game theoretic parameters needed by future AVs in their pedestrian interactions and more generally show how such parameters can be inferred from virtual reality experiments.     

On-road study investigating the mode of feedback delivery on young drivers’ speed management

Feedback has been shown to be instrumental in learning. Refining how it is delivered in driver training has the potential to reduce crash risk. Therefore, the aim of the present study was to examine the effect of the medium in which feedback is delivered (verbal, written, graphical) on young drivers’ speed management behaviour. Sixty young drivers, randomly allocated to one of four feedback groups (i.e., Control, Verbal feedback, Written feedback, and Graphical feedback) completed one training and two test drives using an instrumented vehicle on-road. After the first (baseline) drive, participants were provided feedback about the number of times they exceeded the speed limit, their maximum speed, as well as the financial penalties associated with such driving behaviour, and safety implications. The content of feedback remained the same for all training groups, except for the manner in which the feedback was presented. Verbal feedback was provided verbally by the researcher; written feedback on paper; and graphical feedback using a series of graphs on a computer screen. Control received no such intervention. Two test drives followed, one immediate post-training, and the second one week post-training. Feedback, irrespective of medium improved young drivers’ speed management. Verbal and graphical feedback yielded the greatest reduction in speeding behaviour, with graphical feedback having the most impact in the two speed zones under examination (50 km/h & 80 km/h). Control showed the poorest speed management behaviour in all drives. These findings have important implications for the development of a new approach to improve young drivers’ speed management behaviour.     

Driver conflict response during supervised automation: Do hands on wheel matter?

Securing appropriate driver responses to conflicts is essential in automation that is not perfect (because the driver is needed as a fall-back for system limitations and failures). However, this is recognized as a major challenge in the human factors literature. Moreover, in-depth knowledge is lacking regarding mechanisms affecting the driver response process. The first aim of this study was to investigate how driver conflict response while using highly reliable (but not perfect) supervised automation differ for drivers that (a) crash or avoid a conflict object and (b) report high trust or low trust in automation to avoid the conflict object. The second aim was to understand the influence on the driver conflict response of two specific factors: a hands-on-wheel requirement (with vs. without), and the conflict object type (garbage bag vs. stationary vehicle). Seventy-six participants drove with highly reliable but supervised automation for 30 min on a test track. Thereafter they needed to avoid a static object that was revealed by a lead-vehicle cut-out. The driver conflict response was assessed through the response process: timepoints for driver surprise reaction, hands-on-wheel, driver steering, and driver braking. Crashers generally responded later in all actions of the response process compared to non-crashers. In fact, some crashers collided with the conflict object without even putting their hands on the wheel. Driver conflict response was independent of the hands-on-wheel requirement. High-trust drivers generally responded later than the low-trust drivers or not at all, and only high trust drivers crashed. The larger stationary vehicle triggered an earlier surprise reaction compared to the garbage bag, while hands-on-wheel and steering response were similar for the two conflict object types. To conclude, crashing is associated with a delay in all actions of the response process. In addition, driver conflict response does not change with a hands-on-wheel requirement but changes with trust-level and conflict object type. Simply holding the hands on the wheel is not sufficient to prevent collisions or elicit earlier responses. High trust in automation is associated with late response and crashing, whereas low trust is associated with appropriate driver response. A larger conflict object trigger earlier surprise reactions.     

Sexual activity while driving: A content analysis of media reports

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.     

From sport to eco: A case study of driver inputs on electric vehicle efficiency

This study focuses on driver-induced changes to vehicle energy and emissions performance by altering drivetrain configurations. It defines and examines the motivations for the use of drive modes in plug-in hybrid electric vehicles (PHEVs). Drive modes are defined as user-selectable drivetrain configurations that allow drivers to change vehicle performance aspects such as altering its propulsion status from electric to gas, changing the steering responsiveness, suspension stiffness, and regenerative braking strength. Despite the direct impact they have on the vehicle’s energy usage, greenhouse gas emissions, and local air emissions, the impact of drive modes are not traditionally measured as part of the vehicle’s performance and certification tests. The impact of drive mode choice can explain a portion of the discrepancy between PHEVs expected and on road performance as a recent study by the authors found that the use of certain modes can result in a 15–30% increase in total energy usage in a vehicle traveling at freeway speeds.This is the first study to examine the motivations for the use of these drive modes and provides an overview of PHEV drive modes, classifying them into two main mode categories (propulsion adjustment and driver experience) and eight different mode types based on their intended purpose. This is followed by a logistic regression of 11 indicators for mode usage taken from a survey of over 4,500 PHEV owning households, showing that gender and the number of long-distance trips were the most commonly associated with usage across mode types.     

The effects of an authentic coaching intervention on athlete outcomes: A pilot randomised controlled trial

ObjectivesAuthentic leadership has been found to be related to promising outcomes in sport. However, no intervention designed to increase coaches' authentic leadership exists. The aim of this study was to develop and evaluate such an intervention.DesignThe study was a pilot randomised controlled trial. We used a mixed design with Group (Intervention, Control) as between- and Time (pre, post) as within-participants factors.MethodA total of 18 coaches (M_age = 37.89; 83% males) and their athletes (N = 153; M_age = 20.48; 50.3% females) were randomly allocated, via block randomisation, into either an intervention (coaches n = 9, athletes n = 90) or a control group (coaches n = 9, athletes n = 63). The coaches in the intervention group received a 2-h-long workshop and completed weekly coaching logs. Data were collected via questionnaires, which were administered to both the coaches and their athletes prior to the workshop and two months after the workshop.ResultsThe results revealed that the intervention group reported higher authentic leadership compared to the control group. A mixed-design analysis of variance indicated that athletes in the intervention group reported significantly higher enjoyment and prosocial behaviour from pre- to post-intervention compared to the control group.ConclusionsThe findings suggest that an authentic coaching intervention can be effective in improving coaches' authentic behaviours and promoting positive athlete outcomes.     

Regression II. Development through regression

As shown in our previous paper (‘Regression I. Experimental approaches to regression’, JAP, 65, 2, 345-65), the common mechanism of regression can be described as reversible dedifferentiation, which is understood as a relative increase of the proportion of low-differentiated (older) systems in actualized experience. Experimental data show that regression following disease (chronic tension headache) is followed by adaptation and an increase in system differentiation in that experience domain which contains systems responsible for that adaptation. The results of mathematical modelling support the idea that reversible dedifferentiation can be one of the mechanisms for increasing the effectiveness of adaptation through learning. Reversible dedifferentiation, which is phenomenologically described as regression, is a general mechanism for restructuring the organism-environment interactions in situations where behaviours that were effective in the past become ineffective. Reversible dedifferentiation has evolved as a component of adaptation when new behaviours are formed and large-scale modifications in the existing behaviours are required in the face of changes in the external and/or internal environment. Thus, the authors believe that this article provides evidence for Jung’s view that regression is not only a ‘return’ to past forms of thinking, affects and behaviour, but that regressive processes provide a significant impetus for psychological growth and development.     

‘Personality in Its Natural Habitat’ Revisited: A Pooled,Multi-sample Examination of the Relationships Between the Big Five Personality Traits and Daily Behaviour and Language Use

Past research using the Electronically Activated Recorder (EAR), an observational ambulatory assessment method for the real-world measurement of daily behaviour, has identified several behavioural manifestations of the Big Five domains in a small college sample (N = 96). With the use of a larger and more diverse sample of pooled data from N = 462 participants from a total of four community samples who wore the EAR from 2 to 6 days, the primary purpose of the present study was to obtain more precise and generalizable effect estimates of the Big Five–behaviour relationships and to re-examine the degree to which these relationships are gender specific. In an extension of the original article, the secondary purpose of the present study was to examine if the Big Five–behaviour relationships differed across two facets of each Big Five domain. Overall, while several of the behavioural manifestations of the Big Five were generally consistent with the trait definitions (replicating some findings from the original article), we found little evidence of gender differences (not replicating a basic finding from the original article). Unique to the present study, the Big Five–behaviour relationships were not always comparable across the two facets of each Big Five domain. © 2020 European Association of Personality Psychology