On-road trust and perceived risk in Level 2 automation

To encourage appropriate use of driving automation, we need to understand and monitor driver’s trust and risk perception. We examined (1) how trust and perceived risk are affected by automation, driving conditions and experience and (2) how well perceived risk can be inferred from behaviour and physiology at three levels: over traffic conditions, aggregated risk events, and individual risk events.30 users with and without automation experience drove a Toyota Corolla with driving support. Safety attitude, subjective ratings, behaviour and physiology were examined.Driving support encouraged a positive safety attitude and active driver involvement. It reduced latent hazards while maintaining saliently perceived risks. Drivers frequently overruled lane centring (3.1 times/minute) and kept their feet on or above the pedals using ACC (65.8% of time). They comfortably used support on curvy motorways and monotonic and congested highways but less in unstable traffic and on roundabouts. They trusted the automation 65.4%, perceived 36.0% risk, acknowledged the need to monitor and would not engage in more secondary tasks than during manual driving.Trust-in situation reduced 2.0% when using automation. It was 8.2% higher than trust-in-automation, presumably due to driver self-confidence. Driving conditions or conflicts between driver and automation did not affect trust-in-automation.At the traffic condition level, physiology showed weak and partially counter-intuitive effects. For aggregated risk events, skin conductance had the clearest response but was discernible from baseline in  < 50%. Pupil dilation and heart rate only increased with strong braking and active lane departure assist. For individual risk events, a CNN classifier could not identify risk events from physiology. We conclude that GSR, heart rate and pupil dilation respond to perceived risk, but lack specificity to monitor it on individual events.     

Australian parents’ willingness to use a rideshare vehicle to transport their unaccompanied children

This study aimed to identify the key factors associated with Australian parents' willingness to use a rideshare vehicle to transport their unaccompanied child(ren). Six hundred and thirty-one participants completed an online survey (M = 39.2 years, SD = 10.5, Range = 18.0–70.0 years; Female: 63.4%). Most participants (62.1%) reported that they would 'never' use a rideshare vehicle to transport their unaccompanied child(ren). The results of a logistic regression model showed that participants': previous use of a rideshare vehicle with their child, annual mileage, propensity for technology adoption, aberrant driving behaviours, as well their requirements for vehicle features were significantly associated with their willingness to use a rideshare vehicle to transport their unaccompanied child, χ2(7) = 159.59, p < 0.001. Overall, the findings suggest that Australian parents are mostly ‘unwilling’ to use a rideshare vehicle to transport their unaccompanied children. Understanding the views of parents towards emerging transportation modes for their children is crucial for urban planning, traffic engineering, economic and social mobility and ultimately, on supporting safe modes of transportation.     

The role of values in road safety culture: Examining the valuation of freedom to take risk,risk taking and accident involvement in three countries

National focus on individual freedom versus paternalistic values is a fundamental theme, which defines the status of traffic safety in different countries. The present study examines the role of such values in road safety culture based on survey data from car and bus drivers from three countries with distinctly different road safety records: Norway (N = 596), Israel (N = 129) and Greece (N = 386). While Norway has the highest road safety level in Europe, and Israel also performs better than the EU average, the road safety level in Greece was far below the EU average. As these positions reflect differences in policies and national regulations in drivers’ freedom to take risk, we hypothesize a higher focus on individual freedom to take risk and lower focus on paternalism among the Greek drivers. Results indicate, in accordance with our hypothesis, that the Greek drivers value freedom to take risk in traffic higher than drivers from Norway and Israel. Greek drivers also expect higher levels of risk taking from other drivers in their country, they report higher levels of risky driving themselves, and are more often involved in accidents. Thus, it seems that values have an important role in Road Safety Culture (RSC), legitimizing and motivating risky driving, which are related to accidents. We found, however, contrary to our hypotheses, that the Greek drivers also had the most paternalistic attitudes among the drivers in the three countries. In the present paper, we try to solve this Greek paradox.     

Personality and demographic differences in the perceived risks of potentially timid driving behaviours

Timid driving behaviours can be described as overly cautious and hesitant driving behaviours. Little research has examined behaviours that potentially resemble timid driving and how these behaviours are perceived by other drivers. This is despite the potential for these behaviours to be perceived in a way that leads to angry and aggressive retaliatory behaviours in some drivers (e.g., in anger-prone drivers). We conducted an online survey examining the perceived road safety risks of several behaviours that could potentially result from timid driving and their relationships with driver personality (trait anxiety, trait driving anger), behaviour (anxious driving, angry driving), and demographic (age, gender, annual mileage) background. Drivers (N = 439, M_age = 49.41 ± 5.59 years, aged 18–89) perceived excessively cautious and unpredictable braking behaviours as posing moderate levels of risk. Multiple linear regression analyses also indicated higher perceived risks of slow and excessively cautious behaviours in older, male, and anger prone drivers. No meaningful associations were found between driver characteristics and the risks of unpredictable braking behaviours. These results suggest that safety campaigns to reduce aggressive behaviour may benefit from targeting the perceptions of other drivers’ behaviours.     

Evaluating the influence of approaching vehicles on pedestrian’s visual patterns and crossing behaviors at an uncontrolled crosswalk

The visual behaviors and movement characteristics of pedestrians are related to their surrounding potential safety hazards, such as approaching vehicles. This study primarily aimed to investigate the visual patterns and walking behaviors of pedestrians interacting with approaching vehicles. Field experiments were conducted at two uncontrolled crosswalks located at the Cuihua and Yanta roads in Xi’an, China. The visual performance of pedestrians was assessed using the eye tracking system from SensoMotoric Instruments (SMI). Moreover, motion trajectories of the pedestrians and approaching vehicles were obtained using an unmanned aerial vehicle. Subsequently, the visual attributes and movement trajectories of pedestrians and motion trajectories of approaching vehicles were statistically analyzed. The results showed that approaching vehicles distracted the fixation of crossing pedestrians significantly, and occupied 29.5% of the total duration of fixation; that is, pedestrians always directed more fixation points to the approaching vehicles compared to other stimuli. As a vehicle approached, pedestrians’ fixation shifted from other areas of interest to the vehicle. Moreover, an increase in the velocity of the vehicle and a closer distance between pedestrian and the vehicle resulted in an increase in the pedestrians’ duration of fixation on the approaching vehicle, and they implemented more saccades. Furthermore, approaching vehicle’s velocity and distance between pedestrian and approaching vehicle are not significantly associated with pedestrian’s movement attributes. These findings provide insights into the crossing behavior of pedestrians during pedestrian-vehicle interactions, which could assist future researchers and policy makers.     

隆乳术的演变与进步

隆乳术不仅可以重塑女性的形体美,而且可以增强女性的自信心,在当前具有广阔的市场。纵观隆乳术的发展演变史,从最初的注射隆乳术到自体组织隆乳术,再到当前的假体隆乳术和自体脂肪移植隆乳术,经历了“实践、认识、再实践、再认识”的多次反复。各种隆乳方式各具特色,其间既有成功的经验,又有失败的教训。针对隆乳术安全性的改进推动了隆乳术的不断向前发展。寻找一种安全有效的隆乳方式和理想的隆乳材料成为当前隆乳术发展的关键和整形外科医师关注的重点。     

Changing dominance in mixed profession groups: putting theory into practice

An extended professional identity theory is proposed to enhance interprofessional collaboration. The purpose of this study is to investigate whether comparative feedback on interprofessional interaction can decrease the degree of profession-based dominance and general dominance in mixed profession groups. This observational study comprised a randomized double-blind pretest-posttest control group design with 19 mixed profession groups (10 intervention and nine control groups, each with three dental and three dental hygiene students). All groups received reflective feedback during two consecutive two hour team development meetings. Intervention groups also received comparative feedback. Profession-based dominance concerned the sum of three observation items (conversational turn-taking, dominance and contributing ideas) with a three-point scale: ?1 = dental dominance, 0 = no dominance, +1 = dental hygiene dominance. Polychoric correlations confirmed positive associations with the latent trait and an unidimensional underlying structure. Observation items were internally consistent (α > .70). General dominance concerned the sum of absolute values of observation items with a minimum value of zero (no dominance) and the maximum value of three (strong dominance). A two-way factorial ANOVA was performed. The results revealed a significant interaction effect with regard to general dominance, F(1,17) = 6.630, p = 0.020 and large effect size (partial eta squared = 0.28). Comparative feedback on interprofessional interaction decreases general dominance in mixed profession groups.