Effect prediction of time-gaps for adaptive cruise control (ACC) and in-vehicle tasks on bus driver performance

Researchers have devoted a great deal of attention to the effects of driver assist systems on driver performance. This article describes a modeling approach to simulate the effects of time-gaps for adaptive cruise control (ACC) and manual in-vehicle tasks on bus-driver performance. A concept model was built with the knowledge of modularization, parameterization, and parallel processing. By running the model, the predictions for the effects of five levels of time-gaps and two types of in-vehicle tasks were collected in three measures: (1) mean gap, (2) minimum gap, and (3) collision rate. The model performed well in prediction, especially when driving with in-vehicle tasks. Predictions from the model were validated by the experiment with a verified fixed-base bus-driving simulator, used in the authors’ previous studies. Throughout the modeling approach, this research provides a theoretical and accurate way to assess effects of time-gaps and vehicle-equipped interfaces. In follow-up research, the authors will apply this approach to evaluate other driving assist systems (e.g. collision warning systems and navigation systems) to create a customized software kit.     

Exploring differences between self-report and electrophysiological indices of drowsy driving: A usability examination of a personal brain-computer interface device

IntroductionImpaired driving has resulted in numerous accidents, fatalities, and costly damage. One particularly concerning type of impairment is driver drowsiness. Despite advancements, modern vehicle safety systems remain ineffective at keeping drowsy drivers alert and aware of their state, even temporarily. Until recently the use of user-centric brain-computer interface (BCI) devices to capture electrophysiological data relating to driver drowsiness has been limited. Method: In this study, 25 participants drove on a simulated roadway under drowsy conditions. Results: Neither subjective nor electrophysiological measures differed between individuals who showed overt signs of drowsiness (prolonged eye closure) during the drive. However, the directionality and effect size estimates provided by the BCI device suggested the practicality and feasibility of its future implementation in vehicle safety systems. Practical applications: This research highlights opportunities for future BCI device research for use to assess the state of drowsy drivers in a real-world context.     

To speed or not to speed: Thematic analysis of American driving narratives

IntroductionSpeeding is a major cause of unintentional roadway death in the United States. Existing data show that U.S. drivers tend to speed less as they age, but reasons for this change remain largely unknown. Limited research has examined why U.S. drivers decide to speed or why U.S. drivers decide not to speed, and none to date has determined why speeding behaviors change over the life course. Research into these issues can provide insight that may be harnessed for more effective anti-speeding interventions that catalyze decisions not to speed. Methods: The current study asked a national sample of U.S. drivers (N = 309) about their driving behaviors and how they have changed over time using an open-ended prompt in an online survey. The authors qualitatively coded responses using a narrative analysis lens to identify common themes. Results: Results show U.S. drivers often make deliberate choices to speed and some do not consider speeding to be dangerous after achieving perceived mastery of driving skills. Participants tended to report speeding less over time, citing increased concern for family and other roadway users, which may help explain national speeding data trends. Several other themes emerged identifying individual cognitive factors, environmental contexts, and key persons impacting speeding decisions. Practical Applications: Findings show that the most effective means of encouraging U.S. drivers to decide not to speed may be multi-pronged intervention approaches highlighting how speeding reduces roadway driver control, connecting speeding with safety, and encompassing road design and law enforcement strategies.     

Safety and associated parameters influencing performance of rail road grade crossings: A critical review of state of the art

Introduction: Railroad grade crossings (RRGCs) have emerged as critical transportation infrastructures from the point of safety and operational aspects because two modes of transportation intermingle at the intersecting zone; the understanding of safety and traffic operation at RRGC is of prime concern while planning and designing this transportation facility. Method: In this context, this work tries to comprehend RRGC performance-related parameters from published literature and figure out critical gaps. An international synthesis on the identified potential parameters influencing the RRGC performance (i.e., safety, driver behavior, and operational impact) was carried out by critically reviewing the articles published worldwide. Furthermore, key findings, used variables, analysis methods, research gaps, and recommendations were studied. Results: The review revealed that many researchers had explored the driver behavior and safety aspect based on past crash data and violations prevailing at RRGC. However, little research has been done to evaluate the effect of highways' operational characteristics on the performance of RRGC. Moreover, limited investigation has been carried out to understand the dilemma of drivers and the proactive safety evaluation of pedestrians and non-motorized vehicles at RRGC. A total of seven critical research gaps concerning parameters are recognized, facilitating a clear agenda for further research pertaining to RRGC performance.     

Determining the risk of driver-at-fault events associated with common distraction types using naturalistic driving data

Introduction: Studies thus far have focused on automobile accidents that involve driver distraction. However, it is hard to discern whether distraction played a role if fault designation is missing because an accident could be caused by an unexpected external event over which the driver has no control. This study seeks to determine the effect of distraction in driver-at-fault events. Method: Two generalized linear mixed models, one with at-fault safety critical events (SCE) and the other with all-cause SCEs as the outcomes, were developed to compare the odds associated with common distraction types using data from the SHRP2 naturalistic driving study. Results: Adjusting for environment and driver variation, 6 of 10 common distraction types significantly increased the risk of at-fault SCEs by 20-1330%. The three most hazardous sources of distraction were handling in-cabin objects (OR = 14.3), mobile device use (OR = 2.4), and external distraction (OR = 1.8). Mobile device use and external distraction were also among the most commonly occurring distraction types (10.1% and 11.0%, respectively). Conclusions: Focusing on at-fault events improves our understanding of the role of distraction in potentially avoidable automobile accidents. The in-cabin distraction that requires eye-hand coordination presents the most danger to drivers’ ability in maintaining fault-free, safe driving. Practical Applications: The high risk of at-fault SCEs associated with in-cabin distraction should motivate the smart design of the interior and in-vehicle information system that requires less visual attention and manual effort.     

Post-trip safety interventions: State-of-the-art,challenges, and practical implications

Introduction: Currently, risky driving behaviour is a major contributor to road crashes and as a result, wide array of tools have been developed in order to record and improve driving behaviour. Within that group of tools, interventions have been indicated to significantly enhance driving behaviour and road safety. This study critically reviews monitoring technologies that provide post-trip interventions, such as retrospective visual feedback, gamification, rewards or penalties, in order to inform an appropriate driver mentoring strategy delivered after each trip. Method: The work presented here is part of the European Commission H2020 i-DREAMS project. The reviewed platform characteristics were obtained through commercially available solutions as well as a comprehensive literature search in popular scientific databases, such as Scopus and Google Scholar. Focus was given on state-of-the-art-technologies for post-trip interventions utilized in four different transport modes (i.e. car, truck, bus and rail) associated with risk prevention and mitigation. Results: The synthesized results revealed that smartphone applications and web-based platforms are the most accepted, frequently and easiest to use tools in cars, buses and trucks across all papers considered, while limited evidence of post-trip interventions in -rail was found. The majority of smartphone applications detected mobile phone use and harsh events and provided individual performance scores, while in-vehicle systems provided delayed visual reports through a web-based platform. Conclusions: Gamification and appropriate rewards appeared to be effective solutions, as it was found that they keep drivers motivated in improving their driving skills, but it was clear that these cannot be performed in isolation and a combination with other strategies (i.e. driver coaching and support) might be beneficial. Nevertheless, as there is no holistic and cross-modal post-trip intervention solution developed in real-world environments, challenges associated with post-trip feedback provision and suggestions on practical implementation are also provided.     

Identification of aggressive driving from naturalistic data in car-following situations

Introduction: Aggressive driving has been associated as one of the causes for crashes, sometimes with very serious consequences. The objective of this study is to investigate the possibility of identifying aggressive driving in car-following situations on motorways by simple jerk metrics derived from naturalistic data. Method: We investigate two jerk metrics, one for large positive jerk and the other for large negative jerk, when drivers are operating the gas and brake pedal, respectively. Results: The results obtained from naturalistic data from five countries in Europe show that the drivers from different countries have a significantly different number of large positive and large negative jerks. Male drivers operate the vehicle with significantly larger number of negative jerks compared to female drivers. The validation of the jerk metrics in identifying aggressive driving is performed by tailgating (following a leading vehicle in a close proximity) and by a violator/non-violator categorization derived from self-reported questionnaires. Our study shows that the identification of aggressive driving could be reinforced by the number of large negative jerks, given that the drivers are tailgating, or by the number of large positive jerks, given that the drivers are categorized as violators. Practical applications: The possibility of understanding, classifying, and quantifying aggressive driving behavior and driving styles with higher risk for accidents can be used for the development of driver support and coaching programs that promote driver safety and are enabled by the vast collection of driving data from modern in-vehicle monitoring and smartphone technology.     

Older driver training programs: A systematic review of evidence aimed at improving behind-the-wheel performance

IntroductionAge- and health-related changes, alongside declines in driving confidence and on-road exposure, have been implicated in crashes involving older drivers. Interventions aimed at improving behind-the-wheel behavior are diverse and their associated impact remains unclear. This systematic review examined evidence on older driver training with respect to (1) road safety knowledge; (2) self-perceived changes in driving abilities; and (3) behind-the-wheel performance. Method Nine databases were searched for English-language articles describing randomized controlled trials (RCTs) and non-RCTs of driver training interventions aimed at those aged 55+ who did not have medical or other impairments that precluded licensure. Quality appraisals were conducted using Cochrane’s Risk of Bias Tool (RoB) and Risk Of Bias In Non-randomized Studies – of Interventions tool (ROBINS – I). [PROSPERO; registration no. CRD42018087366]. Results Twenty-five RCTs and eight non-RCTs met the inclusion criteria. Interventions varied in their design and delivery where classroom-based education, or a combination of classroom-based education with on-road feedback, improved road safety knowledge. Training tailored to individual participants was found to improve self-perceived and behind-the-wheel outcomes, including crashes. Conclusions Interventions comprised of tailored training can improve knowledge of road safety, changes to self-perception of driving abilities, and improved behind-the-wheel performance of older drivers. Future research should compare modes of training delivery for this driver population to determine the optimal combinations of off- and/or on-road training. Practical applications Training programs aimed at older drivers should be supported by theory and research evidence. By conducting comparative trials with a sufficient sample size alongside well-defined outcomes that are designed in accordance with reporting guidelines, the most effective approaches for training older drivers will be identified.     

Detecting fatigue in car drivers and aircraft pilots by using non-invasive measures: The value of differentiation of sleepiness and mental fatigue

Introduction: Fatigue is one of the most crucial factors that contribute to a decrease of the operating performance of aircraft pilots and car drivers and, as such, plays a dangerous role in transport safety. To reduce fatigue-related tragedies and to increase the quality of a healthy life, many studies have focused on exploring effective methods and psychophysiological indicators for detecting and monitoring fatigue. However, those fatigue indicators rose many discrepancies among simulator and field studies, due to the vague conceptualism of fatigue, per se, which hinders the development of fatigue monitoring devices. Method: This paper aims to give psychological insight of the existing non-invasive measures for driver and pilot fatigue by differentiating sleepiness and mental fatigue. Such a study helps to improve research results for a wide range of researchers whose interests lie in the development of in-vehicle fatigue detection devices. First, the nature of fatigue for drivers/pilots is elucidated regarding fatigue types and fatigue responses, which reshapes our understanding of the fatigue issue in the transport industry. Secondly, the widely used objective neurophysiological methods, including electroencephalography (EEG), electrooculography (EOG), and electrocardiography (ECG), physical movement-based methods, vehicle-based methods, fitness-for-duty test as well as subjective methods (self-rating scales) are introduced. On the one hand, considering the difference between mental fatigue and sleepiness effects, the links between the objective and subjective indicators and fatigue are thoroughly investigated and reviewed. On the other hand, to better determine fatigue occurrence, a new combination of measures is recommended, as a single measure is not sufficient to yield a convincing benchmark of fatigue. Finally, since video-based techniques of measuring eye metrics offer a promising and practical method for monitoring operator fatigue, the relationship between fatigue and these eye metrics, that include blink-based, pupil-based, and saccade-based features, are also discussed. To realize a pragmatic fatigue detector for operators in the future, this paper concludes with a discussion on the future directions in terms of methodology of conducting operator fatigue research and fatigue analysis by using eye-related parameters.     

Comparison of self-report and objective measures of driving behavior and road safety: A systematic review

IntroductionThis research systematically reviewed the existing literature in regards to studies which have used both self-report and objective measures of driving behavior. The objective of the current review was to evaluate disparities or similarities between self-report and objective measures of driving behavior.MethodsSearches were undertaken in the following electronic databases, PsycINFO, PubMed, and Scopus, for peer-reviewed full-text articles that (1) focused on road safety, and (2) compared both subjective and objective measures of driving performance or driver safety. A total of 22,728 articles were identified, with 19 articles, comprising 20 studies, included as part of the review.ResultsThe research reported herein suggested that for some behaviors (e.g., driving in stressful situations) there were similarities between self-report and objective measures while for other behaviors (e.g., sleepiness and vigilance states) there were differences between these measurement techniques. In addition, findings from some studies suggested that in-vehicle devices may be a valid measurement tool to assess driving exposure in older drivers.ConclusionsFurther research is needed to examine the correspondence between self-report and objective measures of driving behavior. In particular, there is a need to increase the number of studies which compare “like with like” as it is difficult to draw comparisons when there are variations in measurement tools used.Practical applicationsIncorporating a range of objective and self-report measurements tools in research would help to ensure that the methods used offer the most reliable measures of assessing on-road behaviors.     

Traffic climate and driver behaviors: The moderating role of driving skills in Turkey and China

Introduction: While road traffic accidents and fatalities are a worldwide problem, the rates of road traffic accidents and fatalities show differences among countries. Similarly, driver behaviors, traffic climate, and their relationships also show differences among countries. The aim of the current study is to investigate the moderating effect of driving skills on the relationship between traffic climate and driver behaviors by country. (Turkey and China). Method: There were 294 Turkish drivers and 292 Chinese drivers, and they completed the Traffic Climate Scale, the Driving Skills Inventory, and the Driver Behavior Questionnaire. The moderated moderation analyses were conducted with Hayes PROCESS tool on SPSS. Results: The results showed that safety skills moderated the relationship between internal requirements and violations both in Turkey and China. Safety skills also moderated the relationship between internal requirements and errors only in China and the relationship between functionality and violations in Turkey. Perceptual-motor skills moderated the relationships between external affective demands and errors, and also the relationship between internal requirements and positive driver behaviors in Turkey. It can be inferred that driving skills has different influences on traffic climate-driver behaviors relationship in different cultures and there might be cultural differences in the evaluation of drivers’ own driving skills. Practical Applications: Among driving skills, safety skills have a more critical role to increase road safety by decreasing number of violations. Interventions to increase safety skills of drivers might be promising for road safety.     

Association between driver and child passenger restraint: Analysis of community-based observational survey data from 2005 to 2019

Introduction: Crash data suggest an association between driver seatbelt use and child passenger restraint. However, community-based restraint use is largely unknown. We examined the association between driver seatbelt use and child restraint using data from a state-wide observational study. Methods: Data from Iowa Child Passenger Restraint Survey, a representative state-wide survey of adult seat belt use and child passenger safety, were analyzed. A total of 44,996 child passengers age 0–17 years were observed from 2005 to 2019. Information about driver seatbelt use and child restraint was directly observed by surveyors and driver age was reported. Logistic regression was used to examine the association between driver seatbelt use and child restraint adjusting for vehicle type, community size, child seating position, child passenger age, and year. Results: Over the 15-year study period, 4,114 (9.1%) drivers were unbelted, 3,692 (8.2%) children were completely unrestrained, and another 1,601 (3.6%) children were improperly restrained (analyzed as unrestrained). About half of unbelted drivers had their child passengers unrestrained (51.8%), while nearly all belted drivers had their child passengers properly restrained (92.3%). Compared with belted drivers, unbelted drivers had an 11-fold increased odds of driving an unrestrained child passenger (OR = 11.19, 95%CI = 10.36, 12.09). The association between driver seatbelt use and child restraint was much stronger among teenage drivers. Unbelted teenage drivers were 33-fold more likely (OR = 33.34, 95%CI = 21.11, 52.64) to have an unrestrained child passenger. Conclusion: These data suggest that efforts to increase driver seatbelt use may also have the added benefit of increasing child restraint use. Practical applications: Enforcement of child passenger laws and existing education programs for new drivers could be leveraged to increase awareness of the benefits of seatbelt use for both drivers themselves and their occupants. Interventions aimed at rural parents could emphasize the importance of child safety restraints.     

The role of off-path glances: A quantitative analysis of rear-end conflicts involving Chinese professional truck drivers as the striking partners

Introduction: Rear-end crashes are one of the most frequent crash types in China, leading to significant economic and societal losses. The development of active safety systems – such as Automatic Emergency Braking System (AEBS) – could avoid or mitigate the consequences of these crashes in Chinese traffic situations. However, a clear understanding of the crash causation mechanisms is necessary for the design of these systems. Method: Manually coded variables were extracted from a naturalistic driving study conducted with commercial vehicles in Shanghai. Quantitative analyses of rear-end crashes and near crashes (CNC) were conducted to assess the prevalence, duration, and location of drivers’ off-path glances, the influence of lead vehicle brake lights on drivers’ last off-path glance, and driver brake onset, and the influence of off-path glances and kinematic criticality on drivers’ response to conflicts. Results: The results indicate that the Chinese truck drivers in our study rarely engage in distracting activities involving a phone or other handheld objects while driving. Instead, they direct their off-path glances mainly toward the mirrors, and the duration of off-path glances leading to critical situations are shorter compared to earlier analyses performed in Western countries. The drivers also often keep small margins. Conclusions: Overall, the combination of short time headway with off-path glances directed toward the mirror originates visual mismatches which, associated to a rapid change in the kinematic situation, cause the occurrence of rear-end CNC. When drivers look back toward the road after an off-path glance, a fast response seems to be triggered by lower values of looming compared to previous studies, possibly because of the short time headways. Practical Application: The results have practical implications for the development of driver models, for the design of active safety systems and automated driving, and for the design of campaigns promoting safe driving.     

Impact of medical fitness to drive policies in preventing property damage,injury, and death from motor vehicle collisions in Ontario,Canada

Introduction: Drivers with medical conditions and functional impairments are at increased collision risk. A challenge lies in identifying the point at which such risk becomes unacceptable to society and requires mitigating measures. This study models the road safety impact of medical fitness-to-drive policy in Ontario. Method: Using data from 2005 to 2014, we estimated the losses to road safety incurred during the time medically-at-risk drivers were under review, as well as the savings to road safety accrued as a result of licensing decisions made after the review process. Results: While under review, drivers with medical conditions had an age- and sex-standardized collision rate no different from the general driver population, suggesting no road safety losses occurred (RR = 1.02; 95% CI: 0.93–1.12). Licensing decisions were estimated to have subsequently prevented 1,211 (95% CI: 780–1,730) collisions, indicating net road safety savings resulting from medical fitness to drive policies. However, more collisions occurred than were prevented for drivers with musculoskeletal disorders, sleep apnea, and diabetes. We theorize on these findings and discuss its multiple implications. Conclusions: Minimizing the impact of medical conditions on collision occurrence requires robust policies that balance fairness and safety. It is dependent on efforts by academic researchers (who study fitness to drive); policymakers (who set driver medical standards); licensing authorities (who make licensing decisions under such standards); and clinicians (who counsel patients on their driving risk and liaise with licensing authorities). Practical Applications: Further efforts are needed to improve understanding of the effects of medical conditions on collision risk, especially for the identified conditions and combinations of conditions. Results reinforce the value of optimizing the processes by which information is solicited from physicians in order to better assess the functional impact of drivers’ medical conditions on driving and to take suitable licensing action.     

Higher-order driving instruction and opportunities for improvement: Exploring differences across learner driver experience

Introduction: Few studies have investigated what guidance occurs during the Learner phase of driving, particularly during formal lessons. The objective of this research was threefold: (a) investigate functional and higher-order driving instruction (HO-DI) in formal Learner lessons, (b) explore teaching approaches within the context of a theoretical framework, and (c) investigate variation in these three elements of instruction as a function of Learner driving experience. The theoretical framework developed to guide this research integrated the constructivist Goals for Driver Education and self-determination theory. Method: Professional instruction was explored through naturalistic observation; 15 instructors provided GoPro recordings of 110 driving lessons with Learners aged 16–19 years (n = 96) at varying levels of experience: Early (<20 logbook hours), Mid (21–70 h), and Late (71–>100 h). Results: Employing a previously-developed coding taxonomy, instructor guidance opportunities were identified as 15% HO-DI, 73% functional instruction, and 12% untaken or missed HO-DI. Functional instruction peaked in the Mid Phase, while HO-DI was prominent in the Early phase suggesting missed opportunities in the later phases when use of silence peaked. Some elements of self-determination theory’s needs-supportive model were readily identified in teaching approaches, such as feedback. Conclusions: An understanding of functional and HO-DI, including teaching strategies, was established within the context of an integrated theoretical framework, with different trajectories across Learner experience identified. Teaching strategies reflected constructivism and self-determination theory providing theoretical support for these frameworks to be applied in future driver training studies. Continued research efforts are needed to understand how best to balance functional and HO-DI to maximize young novice drivers’ learning prior to independent driving, particularly during the late Learner period. Practical Applications: Naturalistic observation of current HO-DI and teaching approaches supports the feasibility of integrating recommended improvements arising from the theoretical framework within current practice, with practical implications for improvements to industry training.     

Understanding driver distractions in fatal crashes: An exploratory empirical analysis

Introduction: Driver distraction has become a significant problem in transportation safety. As more portable wireless devices and driver assistance and entertainment systems become available to drivers, the sources of distraction are increasing. Method: Based on the results of different studies in the literature review, this paper categorizes different distraction enablers into six subcategories according to their fundamental characteristics and how they would affect a driver's likelihood of engaging in non-driving related activities. The review also discusses the characteristics and influence of external and internal distractions. The objective of this study is to examine the effect of different distraction sources in fatal crashes with the consideration of a driver's age and sex. Tukey test, chi-square test of independence, Nemenyi post-hoc test, and Marascuilo procedure have been used to investigate the top distraction sources, the trend of distraction-affected fatal crashes, the effect of different distractions on drives in different age groups, and their influence on female and male drivers. Results: It was found that inner cognitive inferences accounted for the greatest proportion of driver engagement in distractions. Young drivers show a larger probability of being distracted by in-vehicle technology-related devices/objects. Within the group of young drivers, female drivers showed a higher probability than their male counterparts of engaging in distracted driving caused by in-vehicle technology-related devices. Among six subcategories of distractions, drivers older than 80 years old were found to be most likely affected by inner cognitive interferences.     

Crashes and near-crashes on horizontal curves along rural two-lane highways: Analysis of naturalistic driving data

IntroductionPrior research has shown the probability of a crash occurring on horizontal curves to be significantly higher than on similar tangent segments, and a disproportionally higher number of curve-related crashes occurred in rural areas. Challenges arise when analyzing the safety of horizontal curves due to imprecision in integrating information as to the temporal and spatial characteristics of each crash with specific curves.MethodsThe second Strategic Highway Research Program(SHRP 2) conducted a large-scale naturalistic driving study (NDS),which provides a unique opportunity to better understand the contributing factors leading to crash or near-crash events. This study utilizes high-resolution behavioral data from the NDS to identify factors associated with 108 safety critical events (i.e., crashes or near-crashes) on rural two-lane curves. A case-control approach is utilized wherein these events are compared to 216 normal, baseline-driving events. The variables examined in this study include driver demographic characteristics, details of the traffic environment and roadway geometry, as well as driver behaviors such as in-vehicle distractions.ResultsLogistic regression models are estimated to discern those factors affecting the likelihood of a driver being crash-involved. These factors include high-risk behaviors, such as speeding and visual distractions, as well as curve design elements and other roadway characteristics such as pavement surface conditions.ConclusionsThis paper successfully integrated driver behavior, vehicle characteristics, and roadway environments into the same model. Logistic regression model was found to be an effective way to investigate crash risks using naturalistic driving data.Practical ApplicationsThis paper revealed a number of contributing factors to crashes on rural two-lane curves, which has important implications in traffic safety policy and curve geometry design. This paper also discussed limitations and lessons learned from working with the SHRP 2 NDS data. It will benefit future researchers who work with similar type of data.     

Teaching older drivers to navigate GPS technology

Background and objectives: New technologies are being implemented in motor vehicles. One key technology is the electronic navigation system (ENS) that assists the driver in wayfinding, or actually guides the vehicle in higher level automation vehicles. It is unclear how older adults interact with ENSs and the best approach to train older adults to use the devices. The objectives of this study were to explore how older drivers interacted with an ENS while driving on live roadways and how various training approaches impacted older drivers’ ability to accurately enter destinations into the ENS. Research design and methods: In Experiment 1, 80 older drivers navigated unfamiliar routes using an ENS or paper directions and completed a series of ENS destination entry tasks. In Experiment 2, 60 older drivers completed one of three training conditions (ENS video only, ENS video with hands-on training, placebo) to examine the impacts of training on destination entry performance. Results and discussion: Driving performance was aided by the use of the ENS, but many older drivers had difficulty entering destinations into the device (Experiment 1). The combined video with hands-on ENS training resulted in the best overall destination entry performance (Experiment 2). Practical applications: The results suggest older drivers may experience problems entering destinations into ENSs, but training can improve performance. These performance issues may be especially important as more vehicle features require interaction with computer systems to select destinations or other automation related features. Further research is needed to determine how to prepare the next generation of older drivers who will interact with technologies aimed at increasing mobility.     

Nighttime effectiveness of the pedestrian hybrid beacon,rectangular rapid flashing beacon,and LED-embedded crossing sign

Introduction: A large majority of pedestrian fatal crashes occurred during the nighttime. The focus of this research was to identify if the following pedestrian crossing treatments were more or less effective at night: pedestrian hybrid beacon (PHB), rectangular rapid flashing beacon (RRFB), or LED-embedded crossing warning sign (LED-Em). Method: For each treatment, two statistical evaluations were used on the staged pedestrian data: ANCOVA models that considered per site mean yield rates and logistic regression that considered the individual driver response to the crossing pedestrian. Results: For the PHB, essentially no difference was found between the very high daytime and nighttime driver yielding values. The research found RRFBs to be more effective at night, and the LED-Em to be more effective during the day. Using the results from the logistic regression evaluation, higher driver yielding was observed at LED-Em sites in the lower speed limit group (30 or 35 mph (48.3 or 56.3 kph), with 2 lanes (rather than 4 lanes), with narrow lanes of 10.5 or 11 ft (3.2 or 3.4 m) widths (rather than 11.5 or 12 ft (3.5 or 3.7 m) widths), and lower hourly volumes. The results from the ANCOVA model for LED-Ems also showed a statistically significant difference for yield lines (higher yielding when present). Conclusions: This analysis represents the only known study to date on the effectiveness of pedestrian crossing treatments at night. Practical Applications: This study provides additional support for the PHB as a treatment because the PHB was found to be highly effective during the nighttime as well as the daytime. The value of using advance yield lines was also demonstrated. The findings offer a caution regarding the use of the LED-Em treatment on higher speed, higher volume, or wider roads.     

Passenger effects on teenage driving and opportunities for reducing the risks of such travel

OBJECTIVES: To review the research evidence concerning the effects of passengers on teenage driving and crash involvement, and to explore ways to reduce negative effects. METHODS: Review of the international literature on these topics. RESULTS: Passenger presence increases crash risk for teenage drivers, especially when the passengers are other teenagers and especially when they are male. Female passengers do not have the same effects. Teenagers are more susceptible to peer influences than adults. The combination of passenger-induced distraction and driving inexperience can disrupt driving behavior, and there is evidence that teenage driver risk taking increases in vehicles with multiple teenagers. Possible ways to reduce the resulting crash problem include altering the in-vehicle behavior of teenagers or influencing their selection of travel partners. Legal restrictions on passengers with teenage drivers have been found effective in reducing the crash problem. Parental monitoring of teenage driving behavior, and programs aimed at teenagers themselves, could be other options but their efficacy is unproven. It currently is unknown why female passengers have a different effect than males or if that might offer clues about future interventions. CONCLUSIONS: Despite passenger restrictions in the majority of states, 42% of 16- and 17-year-old drivers in fatal crashes in 2005 were transporting teenagers with no adults in the vehicle; 61% of teenage passenger deaths (1,222 in 2005) occurred in vehicles driven by other teenagers. Wider application of passenger restrictions is indicated. IMPACT ON INDUSTRY: Ways to make passenger restrictions more effective are needed, and other techniques for reducing this major problem need development and testing.