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Designing Autonomy in Cars
Published in Neville A. Stanton, Kirsten M. A. Revell, Patrick Langdon, Designing Interaction and Interfaces for Automated Vehicles, 2021
Ioannis Politis, Patrick Langdon, Michael Bradley, Lee Skrypchuk, Alexandros Mouzakitis, P. John Clarkson, Neville A. Stanton
A survey comprising questions on demographics, driving habits, and a self-reported assessment of capabilities was administered, using social networks, online mailing lists, and paper advertisements distributed in the city of Cambridge. After asking whether participants had a driving licence, they reported their most regular forms of transport (car, public transport, bicycle etc.), as well as the type of journeys most frequently made with a car (rural, suburban, or urban). The frequency with which respondents drove (daily, weekly, monthly etc.), and their estimation of annual mileage were then asked. The survey continued by asking participants to self-categorise into one of the traveller profiles identified in the Traveller Needs and UK Capability study by Transport Systems Catapult (Wockatz and Schartau 2015). An effort was made to reflect the characteristics of the profiles in Wockatz and Schartau (2015) into a set a set of items that would be easy for the survey participants to respond to. The description of profiles in Wockatz and Schartau (2015) and the respective questions in the present survey can be found in Table 3.1. The survey continued with questions about how much the respondents enjoyed driving, and how much they liked the idea of autonomous cars. Both questions used 5-point Likert scale items and were used as simple measures of user acceptance for both manual and autonomous driving. Since autonomous cars are not prevalent on the roads yet, the appeal of the idea of these cars was asked instead of current enjoyment. The survey continued with a set of questions on self-reported capabilities with vision, hearing, managing tasks of daily life (assessing thinking and communication), and mobility or physical movement (assessing reach and stretch), and with tasks requiring precise hand movements (assessing dexterity). The questions were used as a short self-assessment of capabilities and were modified from Clarkson et al. (2012), using information from the Inclusive Design Toolkit (University of Cambridge 2017). All questions used a 4-point Likert scale, in line with Clarkson et al. (2012), and participants could provide optional comments on any difficulties. Finally, the respondents’ age, gender, and country of residence were asked, as well as their intention to participate in the following focus group.
Examining the relationship between impaired driving and past crash involvement in Europe: Insights from the ESRA study
Published in International Journal of Injury Control and Safety Promotion, 2021
Apostolos Ziakopoulos, Athanasios Theofilatos, Alexandra Laiou, Eva Michelaraki, George Yannis, Tova Rosenbloom
The ESRA2015 survey provides a unique data set of European road users’ opinions, attitudes, and behaviour in relation to road safety. The total sample size consisted of 17,767 adult road users from 17 European countries (Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Poland, Portugal, Slovenia, Spain, Sweden, Switzerland, the Netherlands, United Kingdom), including 11,179 regular car drivers. The considered population was the adult population in each country. Initially, in each country, the minimum targeted number of respondents was 1,000. At least 600 of them were regular car drivers. A regular car driver was defined as a person having a car driving licence and having driven at least 1,500 km with a car or a van within the last 6 months before the survey (Torfs et al., 2016).
Learning rate and subjective mental workload in five truck driving tasks
Published in Ergonomics, 2019
Chia-Fen Chi, Chih-Chan Cheng, Yuh-Chuan Shih, I-Sheng Sun, Tin-Chang Chang
Schneider (1985) stated that training programmes must also be designed to prevent producing drivers but who can perform an individual component task well but cannot handle high workload situations. A complete training programme must also be designed based on the hierarchy of tasks for the driving activity. Michon (1989) described the driving activity at three levels. The first level is strategic and constitutes the decision-making, which focuses on the purpose of the trip and the driver’s goals. The second level is tactical and includes reactions or manoeuvres faced throughout the situation, e.g. reactions to the other drivers’ behaviour and manoeuvres to follow the road. The third level is operational and concerns the two-dimensional tracking and vehicle control, e.g. maintaining lane position and speed (Michon 1989). The current training programme of practicing 10 repetitive driving tasks was designed to aim for a legitimate truck driving licence and had not included the challenging decision making and difficult manoeuvres. This could be one of the reasons why accidents happened for military trucks making a U-turn between two curbs. The difficulty of left turns at intersections, in particular for large vehicles, is also stated in Wei et al. (2014). Thus, special training is required for developing higher level manoeuvre skills or strategic decision making to handle high workload situations (Schneider 1985). In our study, the significant reduction in NASA-TLX found after practice supports the idea that behaviour becomes automatic and requires less attentional demands after training (Sanders and McCormick 1992), which thereby can benefit the driver in handling new or unexpected traffic situations (Patten et al. 2006). Starting from May 2017, a road test was enacted for the passenger vehicle licence to ensure that all drivers who pass the licence test can handle a real driving situation. The road test included the following (1) pre-drive cheques and actions before starting to drive, (2) intersection, (3) zebra crossing, (4) temporary parking at roadside, (5) lane driving, changing lane, turning at intersection, and turning round, and (6) compliance with traffic regulations.