RESPONSE TIME TO HAZARD: THE ROLE OF ATTENTION, DECISION MAKING AND EMOTIONS ON EXPECTATIONS IN REAL-LIFE AND VIRTUAL DRIVING

Lo scopo della presente ricerca è studiare il peso del fattore umano nei tempi di reazione alla guida. I tempi di reazione son stati studiati sin dalle origini della Psicologia sperimentale, tuttavia se applicati alla guida risulta obsoleto a causa delle specifiche condizioni in cui la reazione si svolge, ai cambiamenti del traffico moderno e ai nuovi dispositivi di supporto intelligente. In letteratura emerge chiaramente l’influenza sul tempo di reazione delle aspettative, della salienza della risposta, della percezione del rischio, dei carichi cognitivi e delle condizioni di rilevazione. La presente ricerca si prefigge di affrontare l’impatto e le modalità di influenza di questi aspetti psicologici sui tempi di reazione alla guida. In particolare i dati registrati in condizioni di guida ecologica reale saranno usati per a) studiare l’influenza delle aspettative sui processi attentivi, emozionali e di presa di decisione alla guida in risposta al pericolo, e b) per valutare l’influenza di diversi livelli di realismo di simulazioni e simulatori virtuali sui processi psicologici che determinano l’IPTR. I risultati mostrano differenze significative nelle diverse fasi che compongono l’IPTR nelle diverse condizioni. I simulatori di guida si sono rivelati avere una validità relativa, ma non assoluta rispetto ai processi attivati nelle condizioni ecologiche, dimostrandosi però in grado di ricreare e modificare coerentemente i processi di avvistamento del pericolo in funzione della prevedibilità dello stesso; rendendoli strumenti utili per l’apprendimento. La ricerca fornisce informazioni sul funzionamento dei processi cognitivi ed emotivi alla guida utili per la ricostruzione degli incidenti, la sicurezza e la prevenzione stradale.The aim of the present research is to study the role of human factor in a salient driving ability for road accident prevention, that is reaction time to danger. Reaction times (RTs) have been investigated since the origin of experimental Psychology, however when applied to driving, the values became obsolete due to modern driving conditions and interaction with advance driving automatic systems and devices. The influence of expectation, urgency, risk perception, cognitive load and driving conditions on the process that determine RTs have been steadily proven in literature. The present research aims to tackle the influence of these factors on RTs while driving. In particular data measured in real-life driving are used to a) study the influence of expectation on attention, emotions and decision making process, and b) assess the influence of virtual settings with different levels of realism, on the psychological process that determine RTs. A specific task that manipulate driver’s expectations was created to assess the influence of attention and decision making process in the different context on RTs. Results show significant differences in the RTs phases, for different situation. Driving simulators with different levels of realism proved to not have absolute validity, but rather relative on the meanings and learning process in detecting danger and deciding what response foster; giving us interesting information for drivers education, road safety and accident reconstruction

Analysis of autonomic indexes on drivers' workload to assess the effect of visual ADAS on user experience and driving performance in different driving conditions

Advanced driver assistance systems (ADASs) allow information provision through visual, auditory, and haptic signals to achieve multidimensional goals of mobility. However, processing information from ADAS requires operating expenses of mental workload that drivers incur from their limited attentional resources. The change in driving condition can modulate drivers' workload and potentially impair drivers' interaction with ADAS. This paper shows how the measure of cardiac activity (heart rate and the indexes of autonomic nervous system (ANS)) could discriminate the influence of different driving conditions on drivers' workload associated with attentional resources engaged while driving with ADAS. Fourteen drivers performed a car-following task with visual ADAS in a simulated driving. Drivers' workload was manipulated in two driving conditions: one in monotonous condition (constant speed) and another in more active condition (variable speed). Results showed that drivers' workload was similarly affected, but the amount of attentional resources allocation was slightly distinct between both conditions. The analysis of main effect of time demonstrated that drivers' workload increased over time without the alterations in autonomic indexes regardless of driving condition. However, the main effect of driving condition produced a higher level of sympathetic activation on variable speed driving compared to driving with constant speed. Variable speed driving requires more adjustment of steering wheel movement (SWM) to maintain lane-keeping performance, which led to higher level of task involvement and increased task engagement. The proposed measures appear promising to help designing new adaptive working modalities for ADAS on the account of variation in driving condition

Comparison of Novice and Experienced Drivers Using the SEEV Model to Predict Attention Allocation at Intersections During Simulated Driving

We compared the eye movements of novice drivers and experienced drivers while they drove a simulated driving scenario that included a number of intersections interspersed with stretches of straight road. The intersections included non-hazard events. Cassavaugh, Bos, McDonald, Gunaratne, & Backs (2013) attempted to model attention allocation of experienced drivers using the SEEV model. Here we compared two SEEV model fits between those experienced drivers and a sample of novice drivers. The first was a simplified model and the second was a more complex intersection model. The observed eye movement data was found to be a good fit to the simplified model for both experienced (R2 = 0.88) and novice drivers (R2 = 0.30). Like the previous results of the intersection model for the experienced drivers, the fit of the observed eye movement data to the intersection model for novice drivers was poor, and was no better than fitting the data to a randomized SEEV model. We concluded based on the simplified SEEV model, fixation count and fixation variance that experienced drivers were found to be more efficient at distributing their visual search compared to novice drivers

Comparison of Novice and Experienced Drivers Using the SEEV Model to Predict Attention Allocation at Intersections During Simulated Driving

We compared the eye movements of novice drivers and experienced drivers while they drove a simulated driving scenario that included a number of intersections interspersed with stretches of straight road. The intersections included non-hazard events. Cassavaugh, Bos, McDonald, Gunaratne, & Backs (2013) attempted to model attention allocation of experienced drivers using the SEEV model. Here we compared two SEEV model fits between those experienced drivers and a sample of novice drivers. The first was a simplified model and the second was a more complex intersection model. The observed eye movement data was found to be a good fit to the simplified model for both experienced (R2 = 0.88) and novice drivers (R2 = 0.30). Like the previous results of the intersection model for the experienced drivers, the fit of the observed eye movement data to the intersection model for novice drivers was poor, and was no better than fitting the data to a randomized SEEV model. We concluded based on the simplified SEEV model, fixation count and fixation variance that experienced drivers were found to be more efficient at distributing their visual search compared to novice drivers

Charting the edges of human performance

In the Horizon 2020 funded Future Sky Safety programme, the Human Performance Envelope project pushed airline pilots to the edges of their performance in real-time cockpit simulations, by increasing stress and workload, and decreasing situation awareness. The aim was to find out how such factors interact, and to detect the edges of human performance where some form of automation support should be employed to ensure safe continued flight. A battery of measures was used, from behavioural to physiological (e.g. heart rate, eye tracking and pupil dilation), to monitoring pilot performance in real time. Several measures – e.g. heart rate, heart rate variability, eye tracking, cognitive walkthrough, and Human Machine Interface (HMI) usability analysis – proved to be useful and relatively robust in detecting performance degradation, and determining where changes in information presentation are required to better support pilot performance in challenging situations. These results led to proposed changes in a prototype future cockpit human-machine interface, which were subsequently validated in a final simulation. The results also informed the development of a ‘Smart-Vest’ that can be worn by pilots to monitor a range of signals linked to performance

Report on first inflight data of bepicolombo’s mercury orbiter radio-science experiment

BepiColombo’s Mercury Orbiter Radio-science Experiment (MORE) was conceived to enable extremely accurate radio tracking measurements of the Mercury Planetary Orbiter to precisely determine the gravity field and rotational state of Mercury, and to test theories of gravitation (e. g. Einstein’s Theory of General Relativity). The design accuracy of the radio tracking data was 0.004 mm/sec (at 1000 s integration time) for range-rate measurements and 20 cm for range (at a few seconds of integration time). These accuracies are attained due to a combination of simultaneous two-way microwave links at X (7.2-8.4 GHz) and Kaband (32-34 GHz) to calibrate the dispersive plasma noise component. In this letter, we present the first analysis of range and range-rate data collected by ESA’s deep space antenna (DSA) during the initial cruise phase of BepiColombo. The novel 24 Mcps pseudo-noise (PN) modulation of the Ka-band carrier, enabled by MORE’s Ka-band Transponder (KaT), built by Thales Alenia Space Italy, provided two-way range measurements to centimeterlevel accuracy, with an integration time of 4.2 s at 0.29 astronomical units. In tracking passes with favorable weather conditions, range-rate measurements attained an average accuracy of 0.01 mm/s at 60 s integration time. Data from 20 to 24 May 2019 were combined in a multi-pass analysis to test the link stability on a longer timescale. The results confirm the noise level observed with the single-pass analysis and provide a preliminary indication that the MORE PN ranging system at 24 Mcps is compatible with the realization of an absolute measurement, where the need to introduce range biases in the orbital fit is much more limited than in the past. We show that in the initial cruise test the BepiColombo radio link provided range measurements of unprecedented accuracy for a planetary mission, and that, in general, all target accuracies for radio-metric measurements were exceeded

Resilience management guidelines for critical infrastructures, translating resilience theory into practical and useful interventions

Resilience goes beyond safety and risk management encompassing the ability of organisations to proactively adapt to expected and unexpected situations (crisis, opportunities and changes). The literature on resilience is overwhelming, our systematic literature survey identified 300 different definitions on resilience, diverse developments. Hence, there is a need to translate this fragmented body of knowledge into consolidated practical solutions. The purpose of this paper is to introduce the final version of resilience management guidelines produced in the H2020 DARWIN project. Through a multidisciplinary approach, involving experts in the field of resilience, crisis and risk management and service providers in the Air Traffic Management, healthcare domains as well as representatives from other domains, the DARWIN project has produced evolving resilience management guidelines (DRMG). These guidelines are not prescriptive. Instead they enable organizations to have a critical view on their own crisis management activities. The DRMG are available in different formats for easy usage and maintenance to avoid them being dust-collectors on a shelf. In this way, organizations can adapt, adopt and integrate the guidelines into their own existing management practices and procedures. Through an iterative development process involving academia and practitioners, the guidelines are constructed around Capability Cards (CCs). The evaluation in pilot exercises and other activities involved 247 practitioners from 22 countries explored the possibility to adapt the CCs to the Healthcare and Air Traffic Management domains. It also consider the feasibility of generalizing them to other Critical Infrastructure domains. Our achievement is the current version of guidelines proposing practical interventions that end-users find useful. This paper represents and invitation to explore the content of the guidelines, to encourage its use and further developments of the resilience management

Serum Albumin Is Inversely Associated With Portal Vein Thrombosis in Cirrhosis

We analyzed whether serum albumin is independently associated with portal vein thrombosis (PVT) in liver cirrhosis (LC) and if a biologic plausibility exists. This study was divided into three parts. In part 1 (retrospective analysis), 753 consecutive patients with LC with ultrasound-detected PVT were retrospectively analyzed. In part 2, 112 patients with LC and 56 matched controls were entered in the cross-sectional study. In part 3, 5 patients with cirrhosis were entered in the in vivo study and 4 healthy subjects (HSs) were entered in the in vitro study to explore if albumin may affect platelet activation by modulating oxidative stress. In the 753 patients with LC, the prevalence of PVT was 16.7%; logistic analysis showed that only age (odds ratio [OR], 1.024; P = 0.012) and serum albumin (OR, -0.422; P = 0.0001) significantly predicted patients with PVT. Analyzing the 112 patients with LC and controls, soluble clusters of differentiation (CD)40-ligand (P = 0.0238), soluble Nox2-derived peptide (sNox2-dp; P < 0.0001), and urinary excretion of isoprostanes (P = 0.0078) were higher in patients with LC. In LC, albumin was correlated with sCD4OL (Spearman's rank correlation coefficient [r(s)], -0.33; P < 0.001), sNox2-dp (r(s), -0.57; P < 0.0001), and urinary excretion of isoprostanes (r(s), -0.48; P < 0.0001) levels. The in vivo study showed a progressive decrease in platelet aggregation, sNox2-dp, and urinary 8-iso prostaglandin F2 alpha-III formation 2 hours and 3 days after albumin infusion. Finally, platelet aggregation, sNox2-dp, and isoprostane formation significantly decreased in platelets from HSs incubated with scalar concentrations of albumin. Conclusion: Low serum albumin in LC is associated with PVT, suggesting that albumin could be a modulator of the hemostatic system through interference with mechanisms regulating platelet activation

Simulating Real Danger? Validation of Driving Simulator Test and Psychological Factors in Brake Response Time to Danger

The aim of the present research is to study the role of human factor during the use of driving simulator for a specific driving ability: brake response time. In particular I intend to a) study the influence of interaction with virtual simulation on driving response to hazard, and b) validate a virtual driving test with external data from real life driving. I conducted a study on a real car, measuring the response time for this specific driving task and I want to compare the response to the same conditions on a driving simulator, in order to better understand the psychological factors that can influence the brake time response. Furthermore the data will give some specific information for developing validated virtual simulations that can be used for training and infrastructure design

In-sicurezza stradale Psicologia del traffico e sinergie interdisciplinari Atti del Convegno (Milano, 11 giugno 2011)

Oggetto di studio dell’intero convegno è il“sistema traffico”, di cui si considerano l’interazione uomo-macchina e le molteplici interazion itra gli utenti della strada (automobilisti, pedoni, ciclisti, ciclomotoristi, utilizzatori di mezzi pubblici) e il sistema della mobilità viaria. La riflessione sulla sicurezza stradale perseguita in modo interdisciplinare all'interno del convegno si propone di promuovere la ricerca nazionale e internazionale, mediante il potenziamento di strumenti psicotecnici per la ricerca sperimentale e sul campo(eye-tracker, bio-signal, software specifici per la ricostruzione di incidenti.) Si propone inoltre di fornire un'occasione di formazione al personale tecnico e di formazione finalizzata alla prevenzione, tramite la collaborazione tra agenzie educative e istituzioni e agenzie specifiche (autoscuole, scuole, scuole di guida sicura, Corpo di Polizia, Vigili Urbani, Enti Ospedalieri, Assicurazioni). Infine, si pone come punto di partenza per ideare e progettare strumenti specifici e qualificati per le esigenze che nascono all’interno dei diversi aspetti del sistema traffico (misurazione di abilità e competenze, valutazioni di idoneità, simulatori di procedure di guida)