Capturing cultural differences between UK and Malaysian drivers to inform the design of in-vehicle navigation systems

Attending to cultural diversity is important for products and technology intended for global placement, such as automobiles, yet many products (and associated interfaces) lack genuine cultural differentiation. For example, in-vehicle navigation systems are typically identical in form and function across world markets, differing only in the local language and map database. To capture and explore culturally-salient design factors, we utilised a scenario-based design methodology, involving 6 experienced drivers from the UK and Malaysia. Participants were asked to portray their ideal navigation system interface designs – by drawing pictograms and devising accompanying spoken messages – to direct drivers along 3 prescribed routes in the UK, Malaysia and Japan. Routes were presented using video and paper maps, with the order of presentation counterbalanced between groups; participants were not told in advance from which country each route was derived. Proposed designs highlight differences at a country level, which are consequently interpreted from a cultural perspective. For example, Malaysian drivers included a higher density of navigational elements in their designs, particularly in their home environment, compared to UK drivers. Malaysian drivers also created more incremental designs, particularly on the approach to a manoeuvre, suggesting a desire for greater navigational support at this point in the journey. Landmarks were consistently incorporated in designs, but differences were noted in cultural salience. Additionally, the phrasing of instructions (e.g. “go straight on”), nomenclature for road elements (e.g. ‘roundabout’) and distance declaration conventions (e.g. units) differed at a country level. The findings can be used to inform the design of culturally-attuned in-vehicle navigation systems

Evaluation of diffusive gradients in thin-films using a Diphonix® resin for monitoring dissolved uranium in natural waters

Commercially available Diphonix® resin (TrisKem International) was evaluated as a receiving phase for use with the diffusive gradients in thin-films (DGT) passive sampler for measuring uranium. This resin has a high partition coefficient for actinides and is used in the nuclear industry. Other resins used as receiving phases with DGT for measuring uranium have been prone to saturation and significant chemical interferences. The performance of the device was evaluated in the laboratory and in field trials. In laboratory experiments uptake of uranium (all 100% efficiency) by the resin was unaffected by varying pH (4–9), ionic strength (0.01–1.00 M, as NaNO3) and varying aqueous concentrations of Ca2+ (100–500 mg L−1) and HCO3− (100–500 mg L−1). Due to the high partition coefficient of Diphonex®, several elution techniques for uranium were evaluated. The optimal eluent mixture was 1 M NaOH/1 M H2O2, eluting 90% of the uranium from the resin. Uptake of uranium was linear (R2 = 0.99) over time (5 days) in laboratory experiments using artificial freshwater showing no saturation effects of the resin. In field deployments (River Lambourn, UK) the devices quantitatively accumulated uranium for up to 7 days. In both studies uptake of uranium matched that theoretically predicted for the DGT. Similar experiments in seawater did not follow the DGT theoretical uptake and the Diphonix® appeared to be capacity limited and also affected by matrix interferences. Isotopes of uranium (U235/U238) were measured in both environments with a precision and accuracy of 1.6–2.2% and 1.2–1.4%, respectively. This initial study shows the potential of using Diphonix®-DGT for monitoring of uranium in the aquatic environment

Driven to discussion: engaging drivers in conversation with a digital assistant as a countermeasure to passive task-related fatigue

Using a Wizard-of-Oz approach, we explored the effectiveness of engaging drivers in conversation with a digital assistant as an operational strategy to combat the symptoms of passive task-related fatigue. Twenty participants undertook two 30-minute drives in a medium-fidelity driving simulator between 13:00 and 16:30, when circadian and homeostatic influences naturally reduce alertness. Participants were asked to follow a lead-car travelling at a constant speed of 68mph, in a sparsely-populated UK motorway scenario. During one of the counterbalanced drives, participants were engaged in conversation by a digital assistant (‘Vid’). Results show that interacting with Vid had a positive effect on driving performance and arousal, evidenced by better lane-keeping, earlier response to a potential hazard situation, larger pupil diameter, and an increased spread of attention to the road-scene (i.e. fewer fixations concentrated on the road-centre indicating a lower incidence of ‘cognitive tunnelling’). Drivers also reported higher levels of alertness and lower sleepiness following the Vid drive. Subjective workload ratings suggest that drivers exerted less effort to ‘stay awake’ when engaged with Vid. The findings support the development and application of in-vehicle natural language interfaces, and can be used to inform the design of novel countermeasures for driver fatigue

Understanding the effects of peripheral vision and muscle memory on in-vehicle touchscreen interactions

It is important to gain a better understanding of how drivers interact with in-vehicle touchscreens to help design interfaces to minimise “eyes off road” time. The study aimed to investigate the relative effects of two interaction mechanisms (peripheral vision - PV and muscle memory - MM) shown to be relevant to visual behaviour when driving, on the time to press different sized buttons (small 6x6cm, medium 10x10cm, large 14x14cm) on an in-vehicle touchscreen. Twenty-five participants took part in a driving simulator study. They were presented with a single, white, square button on the touchscreen on 24 successive trials. For MM conditions, participants wore a pair of glasses that blocked their peripheral vision and for PV conditions they were asked to keep their focus on the vehicle in front throughout. Results showed that task time gradually decreased for the trials when participants could only use MM. However, overall task time for MM conditions were significantly higher than for those in which PV was utilised, and participants rated the use of MM to be more difficult than PV. In contrast, results suggest that for interfaces that utilise peripheral visual processing the learning effect is not evident and operation times are constant over time. These findings indicate that in-vehicle touch screens should be designed to utilise peripheral vision for making simple button selections with reduced visual demand

Understanding the effects of peripheral vision and muscle memory on in-vehicle touchscreen interactions

It is important to gain a better understanding of how drivers interact with in-vehicle touchscreens to help design interfaces to minimise “eyes off road” time. The study aimed to investigate the relative effects of two interaction mechanisms (peripheral vision - PV and muscle memory - MM) shown to be relevant to visual behaviour when driving, on the time to press different sized buttons (small 6x6cm, medium 10x10cm, large 14x14cm) on an in-vehicle touchscreen. Twenty-five participants took part in a driving simulator study. They were presented with a single, white, square button on the touchscreen on 24 successive trials. For MM conditions, participants wore a pair of glasses that blocked their peripheral vision and for PV conditions they were asked to keep their focus on the vehicle in front throughout. Results showed that task time gradually decreased for the trials when participants could only use MM. However, overall task time for MM conditions were significantly higher than for those in which PV was utilised, and participants rated the use of MM to be more difficult than PV. In contrast, results suggest that for interfaces that utilise peripheral visual processing the learning effect is not evident and operation times are constant over time. These findings indicate that in-vehicle touch screens should be designed to utilise peripheral vision for making simple button selections with reduced visual demand

Steering the conversation: a linguistic exploration of natural language interactions with a digital assistant during simulated driving

Given the proliferation of ‘intelligent’ and ‘socially-aware’ digital assistants embodying everyday mobile technology – and the undeniable logic that utilising voice-activated controls and interfaces in cars reduces the visual and manual distraction of interacting with in-vehicle devices – it appears inevitable that next generation vehicles will be embodied by digital assistants and utilise spoken language as a method of interaction. From a design perspective, defining the language and interaction style that a digital driving assistant should adopt is contingent on the role that they play within the social fabric and context in which they are situated. We therefore conducted a qualitative, Wizard-of-Oz study to explore how drivers might interact linguistically with a natural language digital driving assistant. Twenty-five participants drove for 10 min in a medium-fidelity driving simulator while interacting with a state-of-the-art, high-functioning, conversational digital driving assistant. All exchanges were transcribed and analysed using recognised linguistic techniques, such as discourse and conversation analysis, normally reserved for interpersonal investigation. Language usage patterns demonstrate that interactions with the digital assistant were fundamentally social in nature, with participants affording the assistant equal social status and high-level cognitive processing capability. For example, participants were polite, actively controlled turn-taking during the conversation, and used back-channelling, fillers and hesitation, as they might in human communication. Furthermore, participants expected the digital assistant to understand and process complex requests mitigated with hedging words and expressions, and peppered with vague language and deictic references requiring shared contextual information and mutual understanding. Findings are presented in six themes which emerged during the analysis – formulating responses; turn-taking; back-channelling, fillers and hesitation; vague language; mitigating requests and politeness and praise. The results can be used to inform the design of future in-vehicle natural language systems, in particular to help manage the tension between designing for an engaging dialogue (important for technology acceptance) and designing for an effective dialogue (important to minimise distraction in a driving context)

A randomized clinical study to evaluate the effect of denture adhesive application technique on food particle accumulation under dentures

ACKNOWLEDGEMENTS Editorial assistance was provided by Julie Adkins of Anthemis Consulting Ltd and Eleanor Roberts of Beeline Science Communications Ltd, both funded by GSK Consumer Healthcare, Weybridge, UK, in accordance with Good Publication Practice (GPP3) guidelines.Peer reviewedPublisher PD

A randomised bite force study assessing two currently marketed denture adhesive products compared with no‐adhesive control

Unlike other oral care products, there are limited technologies in the denture adhesive category with the majority based on polymethyl vinyl ether/maleic anhydride (PVM/MA) polymer. Carbomer‐based denture adhesives are less well studied, and there are few clinical studies directly comparing performance of denture adhesives based on different technologies. This single‐centre, randomised, three‐treatment, three‐period, examiner‐blind, crossover study compared a carbomer‐based denture adhesive (Test adhesive) with a PVM/MA‐based adhesive (Reference adhesive) and no adhesive using incisal bite force measurements (area over baseline over 12 hr; AOB0–12) in participants with a well‐made and at least moderately well‐fitting complete maxillary denture. Eligible participants were randomised to a treatment sequence and bit on a force transducer with increasing force until their maxillary denture dislodged. This procedure was performed prior to treatment application (baseline) and at 0.5, 1, 3, 6, 9, and 12 hr following application. Forty‐four participants were included in the modified intent‐to‐treat population. AOB0–12 favoured both Test adhesive to No adhesive (difference: 2.12 lbs; 95% CI [1.25, 3.00]; p < 0.0001) and Reference adhesive to No adhesive (difference: 2.76 lbs; 95% CI [1.89, 3.63]; p < 0.0001). There was a numerical difference in AOB0–12 for Test versus Reference adhesive (−0.63 lbs; [−1.51, 0.25]); however, this was not statistically significant (p = 0.1555). Treatments were generally well tolerated. Both PVM/MA and carbomer‐based denture adhesives demonstrated statistically significantly superior denture retention compared with no adhesive over 12 hr, with no statistically significant difference between adhesives

Crowdsourcing good landmarks for in-vehicle navigation systems

Augmenting navigation systems with landmarks has been posited as a method of improving the effectiveness of the technology and enhancing drivers’ engagement with the environment. However, good navigational landmarks are both laborious to collect and difficult to define. This research aimed to devise a game concept, which could be played by passengers in cars, and would collect useful landmark data as a by-product. The paper describes how a virtual graffiti tagging game concept was created and tested during on-road trials with 38 participants. The data collected in the road trials were then validated using a survey, in which 100 respondents assessed the quality of the landmarks collected and their potential for reuse in navigation applications. Players of the game displayed a consensus in choosing where to place their graffiti tags with over 30% of players selecting the same object to tag in 10 of the 12 locations. Furthermore, significant correlation was found between how highly landmarks were rated in the survey and how frequently they were tagged during the game. The research provides evidence that using crowdsourcing games to collect landmarks does not require large numbers of people, or extensive coverage of an area, to produce suitable candidate landmarks for navigation