Proactive listening to a training commentary improves hazard prediction

The aim of this work was to explore the effect of Proactive Listening to a Training Commentary, using the recently developed version of the Spanish Hazard Perception test. Firstly, 16 videos were used in the pre-test session in its short version, cut to black just before the hazard appearance. The What Happens Next Assessment (at the pre-test stage) generates expectations about the outcome of the traffic situation. Then, the training (8 minutes in length) uses the complete version of the same 16 videos, revealing the hazards unfolding. It involves listening to a voice with relevant information about where to allocate attention in the complex driving scene in order to recognise and anticipate the hazard successfully. A total of 121 participants were included in this study The sample consisted of learner, novice and experienced drivers, including re-offender and non-offender drivers. The participants were divided into 2 groups: a trained and an untrained group. Two assessment times were used: pre-test (16 videos) and post-test sessions (another 16 videos). The test presented a high internal consistency (Alpha = 0.875). This training shows significant positive effects for all types and groups of participants. No significant differences were found between the non-offender and the offender groups. Performance in gradual-onset hazard events can be improved after training but also by practice; however this training is essential and especially beneficial for training the ability to detect hazards that appear abruptly (which seems to be difficult to improve just by practice)

The influence of driver’s mood on car following and glance behaviour: Using cognitive load as an intervention

Driving safety relies on a driver’s ability to maintain their attentional focus and that mood is one of the factors which influences this ability. This driving simulator study used mind wandering theory to understand the changes in car following behaviour and driver glance patterns when affected by neutral, happy, sad and angry moods during car following. Two types of cognitive load were used to investigate ways of disengaging drivers from the mind wandering state. The moods were induced via music and mental imagery and assessed via self-reports and physiological measures. The results show that mood valence and arousal have different effects on driving safety, with negative moods resulting in the most dangerous driving, regardless of arousal. The cognitive load, in some cases, disengaged drivers from mood-related mind wandering. However, more detailed research is needed to understand the amount of load necessary for this disengagement in different moods. The importance of using driving-related measures together with glance patterns in mood research was highlighted to overcome ambiguities resulting from conclusions based on single measurements

Are happy drivers safer drivers? Evidence from hazard response times and eye tracking data

Previous research shows that negative emotions have a detrimental effect on cognitive processes in general and on driving safety in particular. However to date, there has been no empirical investigation of the impact that positive emotions might have on driving safety. This research examined the influence of mood on driving safety using hazard perception videos and an eye tracker. Participants’ mood was manipulated (Sad, Neutral, Happy) after which they observed videos containing a number of potential hazards. Hazard response times and eye fixations were measured. The Sad mood affected drivers the most, with the longest response times and fixation durations. The effects of the Happy mood were less clear, suggesting that apart from emotional valence, emotional arousal should be considered. In addition, hazard response times differed as a function of hazard onset (i.e. unexpected or developing hazard) and type of hazard (i.e. human, car). The results are interpreted in terms of theories of positive emotions and psychological arousal

Mental workload and driving

International audienceThe aim of this review is to identify the most representative measures of subjective and objective mental workload in driving, and to understand how the subjective and objective levels of mental workload influence the performance as a function of situation complexity and driving experience, i.e., to verify whether the increase of situation complexity and the lack of experience increase the subjective and physiological levels of mental workload and lead to driving performance impairments. This review will be useful to both researchers designing an experimental study of mental workload and to designers of drivers' training content. In the first part, we will broach the theoretical approach with two factors of mental workload and performance, i.e., situation complexity and driving experience. Indeed, a low complex situation (e.g., highways), or conversely a high complex situation (e.g., town) can provoke an overload. Additionally, performing the driving tasks implies producing a high effort for novice drivers who have not totally automated the driving activity. In the second part, we will focus on subjective measures of mental workload. A comparison of questionnaires usually used in driving will allow identifying the most appropriate ones as a function of different criteria. Moreover, we will review the empirical studies to verify if the subjective level of mental workload is high in simple and very complex situations, especially for novice drivers compared to the experienced ones. In the third part, we will focus on physiological measures. A comparison of physiological indicators will be realized in order to identify the most correlated to mental workload. An empirical review will also take the effect of situation complexity and experience on these physiological indicators into consideration. Finally, a more nuanced comparison between subjective and physiological measures will be established from the impact on situation complexity and experience

Effects of Time of Day and Sleep Deprivation on Motorcycle-Driving Performance

The aim of this study was to investigate whether motorcycle handling capabilities – measured by means of the efficiency of emergency manoeuvres – were dependent on prior sleep deprivation and time of day. Twelve male participants voluntarily took part in four test sessions, starting at 6 a.m., 10 a.m., 2 p.m., and 6 p.m., following a night either with or without sleep. Each test session comprised temperature and sleepiness measurements, before three different types of motorcycling tests were initiated: (1) stability in straight ahead riding at low speed (in “slow motion” mode and in “brakes and clutch” mode), (2) emergency braking and (3) crash avoidance tasks performed at 20 kph and 40 kph. The results indicate that motorcycle control at low speed depends on time of day, with an improvement in performance throughout the day. Emergency braking performance is affected at both speeds by time of day, with poorer performance (longer total stopping distance, reaction time and braking distance) in the morning, and also by sleep deprivation, from measurements obtained at 40 kph (incorrect initial speed). Except for a tendency observed after the sleepless night to deviate from the initial speed, it seems that crash avoidance capabilities are quite unaffected by the two disturbance factors. Consequently, some motorcycle handling capabilities (stability at low speed and emergency braking) change in the same way as the diurnal fluctuation observed in body temperature and sleepiness, whereas for others (crash avoidance) the participants were able to maintain their initial performance level despite the high levels of sleepiness recorded after a sleepless night. Motorcycle riders have to be aware that their handling capabilities are limited in the early morning and/or after sleep deprivation. Both these situations can increase the risk of falls and of being involved in a road accident

Driving without wings: the effect of different digital mirror locations on the visual behaviour, performance and opinions of drivers

Drivers' awareness of the rearward road scene is critical when contemplating or executing lane-change manoeuvres, such as overtaking. Preliminary investigations have speculated on the use of rear-facing cameras to relay images to displays mounted inside the car to create ‘digital mirrors'. These may overcome many of the limitations associated with traditional ‘wing’ and rear-view mirrors, yet will inevitably effect drivers' normal visual scanning behaviour, and may force them to consider the rearward road scene from an unfamiliar perspective that is incongruent with their mental model of the outside world. We describe a study conducted within a medium-fidelity simulator aiming to explore the visual behaviour, driving performance and opinions of drivers while using internally located digital mirrors during different overtaking manoeuvres. Using a generic UK motorway scenario, thirty-eight experienced drivers conducted overtaking manoeuvres using each of five different layouts of digital mirrors with varying degrees of ‘real-world’ mapping. The results showed reductions in decision time for lane changes and eyes-off road time while using the digital mirrors, when compared with baseline traditional reflective mirrors, suggesting that digital displays may enable drivers to more rapidly pick up the salient information from the rearward road scene. Subjectively, drivers preferred configurations that most closely matched existing mirror locations, where aspects of real-world mapping were largely preserved. The research highlights important human factors issues that require further investigation prior to further development/implementation of digital mirrors within vehicles. Future work should also aim to validate findings within real-world on-road environments whilst considering the effects of digital mirrors on other important visual behaviour characteristics, such as depth perception