Evaluating the effects of bilingual traffic signs on driver performance and safety

Variable Message Signs (VMS) can provide immediate and relevant information to road users and bilingual VMS can provide great flexibility in countries where a significant proportion of the population speak an alternative language to the majority. The study reported here evaluates the effect of various bilingual VMS configurations on driver behaviour and safety. The aim of the study was to determine whether or not the visual distraction associated with bilingual VMS signs of different configurations (length, complexity) impacted on driving performance. A driving simulator was used to allow full control over the scenarios, road environment and sign configuration and both longitudinal and lateral driver performance was assessed. Drivers were able to read one and two-line monolingual signs and two-line bilingual signs without disruption to their driving behaviour. However, drivers significantly reduced their speed in order to read four-line monolingual and four-line bilingual signs, accompanied by an increase in headway to the vehicle in front. This implies that drivers are possibly reading the irrelevant text on the bilingual sign and various methods for reducing this effect are discussed

The activation of eco-driving mental models: can text messages prime drivers to use their existing knowledge and skills?

Eco-driving campaigns have traditionally assumed that drivers lack the necessary knowledge and skills and that this is something that needs rectifying. Therefore, many support systems have been designed to closely guide drivers and fine-tune their proficiency. However, research suggests that drivers already possess a substantial amount of the necessary knowledge and skills regarding eco-driving. In previous studies, participants used these effectively when they were explicitly asked to drive fuel-efficiently. In contrast, they used their safe driving skills when they were instructed to drive as they would normally. Hence, it is assumed that many drivers choose not to engage purposefully in eco-driving in their everyday lives. The aim of the current study was to investigate the effect of simple, periodic text messages (nine messages in 2 weeks) on drivers’ eco- and safe driving performance. It was hypothesised that provision of eco-driving primes and advice would encourage the activation of their eco-driving mental models and that comparable safety primes increase driving safety. For this purpose, a driving simulator experiment was conducted. All participants performed a pre-test drive and were then randomly divided into four groups, which received different interventions. For a period of 2 weeks, one group received text messages with eco-driving primes and another group received safety primes. A third group received advice messages on how to eco-drive. The fourth group were instructed by the experimenter to drive fuel-efficiently, immediately before driving, with no text message intervention. A post-test drive measured behavioural changes in scenarios deemed relevant to eco- and safe driving. The results suggest that the eco-driving prime and advice text messages did not have the desired effect. In comparison, asking drivers to drive fuel-efficiently led to eco-driving behaviours. These outcomes demonstrate the difficulty in changing ingrained habits. Future research is needed to strengthen such messages or activate existing knowledge and skills in other ways, so driver behaviour can be changed in cost-efficient ways

The potential mental health effects of remote control in an autonomous maritime world

Many maritime activities, such as loading, unloading and transporting cargoes, consist primarily of long periods of low-stress, with some moments of high stress during complex manoeuvres or unanticipated, dangerous, incidences. The increase in autonomy provided by machines and AI is beginning to take over certain tasks in the maritime sector, to reduce costs and mitigate human error. However, with the current levels of autonomous technology available, legislation, and public trust in the technology, such solutions are only able to remove majority of tasks associated with low-stress periods. In fact, many current remote control solutions still suggest relying on human operators to deal with the complex situations AI struggle with. Such a human–automation relationship could endanger the human element. The concern is that, if the human user is spending a disproportionate part of their time dealing with multiple, unconnected, high-stress tasks, without periods to de-stress, this could increasingly put workers at risk. This paper seeks to highlight potential technical, social, and mental, issues that may arise as the sector begins implementing semi-autonomous and fully autonomous maritime operations

Human factors and ergonomics design principles and guidelines : helping designers to be more creative

This is a pre-copyedited version of a contribution published in: Proceedings of the 20th Congress of the International Ergonomics Association (IEA 2018). IEA 2018. Advances in Intelligent Systems and Computing, vol 824, edited by Bagnara S., Tartaglia R., Albolino S., Alexander T., Fujita Y., published by Springer, Cham. The definitive authenticated version is available online via https://doi.org/10.1007/978-3-319-96071-5_17.The knowledge and application of Human Factors/Ergonomics (HFE) principles and guidelines can help designers to develop better products and services. However, they may also include design constraints that may affect designers’ creativity. Although both HFE principles and guidelines and creativity are considered essential in the design of products and services, the link between them is little researched. In this article a discussion is presented on the influence that HFE principles and guidelines can exert on the creativity of designers. It also presents case studies of HFE principles and guidelines and discusses how they can influence designers’ creativity. In addition, a set of recommendations is suggested to help designers apply ergonomic design principles and guidelines to stimulate creativity. It is concluded that HFE principles and guidelines can assist designers in creating safer and more efficient products and services and can also broaden their creative process and therefore the originality and appropriateness of products and services

Variability in clinicians' opinions regarding fitness to drive in patients with obstructive sleep apnoea syndrome (OSAS)

We evaluated clinicians' current practice for giving advice to patients with obstructive sleep apnoea syndrome. Clinicians were invited to complete a web-based survey and indicate the advice they would give to patients in a number of scenarios about driving; they were also asked what they considered to be residual drowsiness and adequate compliance following CPAP treatment. In the least contentious scenario, 94% of clinicians would allow driving; in the most contentious a patient had a 50% chance of being allowed to drive. Following treatment with CPAP, clinicians' interpretation of what constituted residual drowsiness was inconsistent. In each vignette the same clinician was more likely to say 'yes' to 'excessive' than to 'irresistible' (71%±12% vs 42% ±10%, p=0.0045). There was also a lack of consensus regarding 'adequate CPAP compliance'; 'yes' responses ranged from 13% to 64%. There is a need for clearer guidance; a recent update to the Driver and Vehicle Licensing Agency guidance, and a statement from the British Thoracic Society, making it clear that sleepiness while driving is the key issue, may help

HMI and Safety-Related Driver Performance

The aim of HASTE is to develop methodologies and guidelines for the assessment of In-Vehicle Information Systems (IVIS). The intention is to devise an assessment regime that is independent of the design of an IVIS and that is based on an evaluation of driving performance while using the system as compared with driving performance when not using the system (baseline driving). The ambition is to provide an assessment regime which: Is technology-independent; Has safety-related criteria; Is cost effective; Is appropriate for any system design; and Is validated through real-world testing. The objective of the experiments in this Workpackage (WP2) was to investigate the impact of IVIS task load on driving performance and safety. To achieve this, two surrogate IVISs (SIVISs) were created, one representing cognitive load and the other visual load. Using these SIVISs, it was possible to vary secondary task load systematically. Separate assessments of the effects on driving of the different types of task load were carried out, with as clean a distinction as possible between visual and cognitive load. The objective was also to identify the advantages and disadvantages of the different assessment methods (laboratory, simulator, field), and finally to identify which road types and scenarios are the most productive for testing IVIS. Different groups of drivers were used and scenarios varied in accordance with the protocol and procedure for safety assessment of IVIS as outlined in Deliverable 1 (Roskam et al., 2002). A very large set of experiments was conducted. But in one sense this was one very large multi-national unified and integrated experiment with a common goal, a common experimental protocol and common indicators. The effect of IVIS use in three distinct road categories urban, rural, and motorway was investigated. To do this, a total of 14 separate driving simulator experiments were conducted, with each participant experiencing only one type of S-IVIS. All seven driving simulators were used to investigate driving with both S-IVISs on a common rural road. For the most part, each simulator road type had three levels of difficultly with the most difficult being driving when some critical event was triggered (the motorway had only two levels of difficulty: without and with events)