Creating Pedestrian Crash Scenarios in a Driving Simulator Environment

Objective: In 2012 in the United States, pedestrian injuries accounted for 3.3% of all traffic injuries but, disproportionately, pedestrian fatalities accounted for roughly 14% of traffic-related deaths (NHTSA 2014 NHTSA. Traffic Safety Facts 2012 Pedestrians. Washington, DC: Author; 2014. DOT HS 811 888. [Google Scholar]). In many other countries, pedestrians make up more than 50% of those injured and killed in crashes. This research project examined driver response to crash-imminent situations involving pedestrians in a high-fidelity, full-motion driving simulator. This article presents a scenario development method and discusses experimental design and control issues in conducting pedestrian crash research in a simulation environment. Driving simulators offer a safe environment in which to test driver response and offer the advantage of having virtual pedestrian models that move realistically, unlike test track studies, which by nature must use pedestrian dummies on some moving track.

Methods: An analysis of pedestrian crash trajectories, speeds, roadside features, and pedestrian behavior was used to create 18 unique crash scenarios representative of the most frequent and most costly crash types. For the study reported here, we only considered scenarios where the car is traveling straight because these represent the majority of fatalities. We manipulated driver expectation of a pedestrian both by presenting intersection and mid-block crossing as well as by using features in the scene to direct the driver's visual attention toward or away from the crossing pedestrian. Three visual environments for the scenarios were used to provide a variety of roadside environments and speed: a 20–30 mph residential area, a 55 mph rural undivided highway, and a 40 mph urban area.

Results: Many variables of crash situations were considered in selecting and developing the scenarios, including vehicle and pedestrian movements; roadway and roadside features; environmental conditions; and characteristics of the pedestrian, driver, and vehicle. The driving simulator scenarios were subjected to iterative testing to adjust time to arrival triggers for the pedestrian actions. This article discusses the rationale behind creating the simulator scenarios and some of the procedural considerations for conducting this type of research.

Conclusions: Crash analyses can be used to construct test scenarios for driver behavior evaluations using driving simulators. By considering trajectories, roadway, and environmental conditions of real-world crashes, representative virtual scenarios can serve as safe test beds for advanced driver assistance systems. The results of such research can be used to inform pedestrian crash avoidance/mitigation systems by identifying driver error, driver response time, and driver response choice (i.e., steering vs. braking).     

Work values: Development of a new three-dimensional structure based on confirmatory smallest space analysis

We tested the psychological structure of the work values ratings of 119,167 Canadian workers using confirmatory smallest space analysis (SSA). Contrary to our hypotheses, the SSA did not support a two-dimensional radex structure, but suggested a three-dimensional cylindrex structure composed of three facets: (a) A modality facet comprised of four types of work values (cognitive, instrumental, social, and prestige) forming angular sectors of a circle; (b) a growth-orientation facet with growth-related work aspects located closest to the center of the circle and context-related work aspects located in the peripheral ring; and (c) a level of focus facet that divided the overall cylindrical structure into three separate vertical levels (individual, job/organizational, and societal). The findings extend the theory of work values by providing a richer typology of work values and a more complete picture of the complex structure of their inter-relations. Copyright © 2009 John Wiley & Sons, Ltd.     

The detection of drowsiness using a driver monitoring system

Abstract

Objective: Drowsiness is a major cause of driver impairment leading to crashes and fatalities. Research has established the ability to detect drowsiness with various kinds of sensors. We studied drowsy driving in a high-fidelity driving simulator and evaluated the ability of an automotive production-ready driver monitoring system (DMS) to detect drowsy driving. Additionally, this feature was compared to and combined with signals from vehicle-based sensors.

Methods: The National Advanced Driving Simulator was used to expose drivers to long, monotonous drives. Twenty participants drove for about 4?h in the simulator between 10 p.m. and 2 a.m. They were allowed to use cruise control and traffic was sparse and semirandom, with both slower- and faster-moving vehicles. Observational ratings of drowsiness (ORDs) were used as the ground truth for drowsiness, and several dependent measures were calculated from vehicle and DMS signals. Drowsiness classification models were created that used only vehicle signals, only driver monitoring signals, and a combination of the 2 sources.

Results: The model that used DMS signals performed better than the one that used only vehicle signals; however, the combination of the two performed the best. The models were effective at discriminating low levels of drowsiness from moderate to severe drowsiness; however, they were not effective at telling the difference between moderate and severe levels. A binary model that lumped drowsiness into 2 classes had an area under the receiver operating characteristic (ROC) curve of 0.897.

Conclusions: Blinks and saccades have been shown to be predictive of microsleeps; however, it may be that detection of microsleeps and lane departures occurs too late. Therefore, it is encouraging that the model was able to distinguish mild from moderate drowsy driving. The use of automation may make vehicle-based signals useless for characterizing driver states, providing further motivation for a DMS. Future improvements in impairment detection systems may be expected through a combination of improved hardware, physiological measures from unobtrusive sensors and wearables, and the intelligent integration of environmental variables like time of day and time on task.     

In situ net primary productivity and photosynthesis of Antarctic sea ice algal, phytoplankton and benthic algal communities

Primary production at Antarctic coastal sites is contributed from sea ice algae, phytoplankton and benthic algae. Oxygen microelectrodes were used to estimate sea ice and benthic primary production at several sites around Casey, a coastal area in eastern Antarctica. Maximum oxygen export from sea ice was 0.95 mmol O₂ m⁻² h⁻¹ (~11.7 mg C m⁻² h⁻¹) while from the sediment it was 6.08 mmol O₂ m⁻² h⁻¹ (~70.8 mg C m⁻² h⁻¹). When the ice was present O₂ export from the benthos was either low or negative. Sea ice algae assimilation rates were up to 3.77 mg C (mg Chl-a)⁻¹ h⁻¹ while those from the benthos were up to 1.53 mg C (mg Chl-a)⁻¹ h⁻¹. The contribution of the major components of primary productivity was assessed using fluorometric techniques. When the ice was present approximately 55–65% of total daily primary production occurred in the sea ice with the remainder unequally partitioned between the sediment and the water column. When the ice was absent, the benthos contributed nearly 90% of the primary production.     

A Comparison of Richness Hotspots, Rarity Hotspots, and Complementary Areas for Conserving Diversity of British Birds

Biodiversity conservation requires efficient methods for choosing priority areas for in situ conservation management. We compared three quantitative methods for choosing 5% (an arbitrary figure) of all the 10 × 10 km grid cells in Britain to represent the diversity of breeding birds: (1) hotspots of richness, which selects the areas richest in species; (2) hotspots of range-size rarity (narrow endemism), which selects areas richest in those species with the most restricted ranges; and (3) sets of complementary areas, which selects areas with the greatest combined species richness. Our results show that richness hotspots contained the highest number of species-in-grid-cell records (with many representations of the more widespread species), whereas the method of complementary areas obtained the lowest number. However, whereas richness hotspots included representation of 89% of British species of breeding birds, and rarity hotspots included 98%, the areas chosen using complementarity represented all the species, where possible, at least six times over. The method of complementary areas was also well suited to supplementing the existing conservation network. For example, starting with grid cells with over 50% area cover by existing "Sites of Special Scientific Interest," we searched for a set of areas that could complete the representation of all the most threatened birds in Britain, the Red Data species. The method of complementary areas distinguishes between irreplaceable and flexible areas, which helps planners by providing alternatives for negotiation. This method can also show which particular species justify the choice of each area. Yet the complementary areas method will not be fully able to select the best areas for conservation management until we achieve integration of some of the more important factors affecting viability, threat, and cost.     

Reduction of pharmaceutically active compounds by a lagoon wetland wastewater treatment system in Southeast Louisiana

A number of pharmaceutically active compounds (PhACs) have been detected in the aquatic environment as a result of discharges of municipal wastewater. In the state of Louisiana, USA, many municipalities treat wastewater using natural systems, such as lagoons and wetlands, rather than conventional wastewater treatment technologies. Nearly all research to date has focused on the fate of PhACs in conventional treatment plants, not constructed and natural wetlands. In the wastewater treatment plant (WWTP) for Mandeville, Louisiana, USA, wastewater flows of 7600 m³ d⁻¹ are treated in a series of aeration lagoons (basins), followed by a constructed wetland and UV disinfection, before being discharged into a natural forested wetland (i.e. Bayou Chinchuba) and eventually, Lake Pontchartrain. Thirteen out of the 15 PhACs investigated were detected in the wastewater inflow to the treatment plant. Only 9 of the 13 compounds were above the detection limits at the treatment plant effluent. The concentrations of most compounds were reduced by greater than 90% within the plant, while carbamazepine and sotalol were only reduced by 51% and 82%, respectively. The percent reductions observed in the Mandeville system were greater than reduction rates reported for conventional WWTPs; perhaps due to the longer treatment time (30 days). Most target PhACs were not completely removed before discharge into Lake Pontchartrain, although their collective annual loading was reduced to less than 1 kg and down to ppb with significant potential for dilution in the large lake.     

The social implications of using drones for biodiversity conservation

Unmanned aerial vehicles, or ‘drones’, appear to offer a flexible, accurate and affordable solution to some of the technical challenges of nature conservation monitoring and law enforcement. However, little attention has been given to their possible social impacts. In this paper, I review the possible social impacts of using drones for conservation, including on safety, privacy, psychological wellbeing, data security and the wider understanding of conservation problems. I argue that negative social impacts are probable under some circumstances and should be of concern for conservation for two reasons: (1) because conservation should follow good ethical practice; and (2) because negative social impacts could undermine conservation effectiveness in the long term. The paper concludes with a call for empirical research to establish whether the identified social risks of drones occur in reality and how they could be mitigated, and for self-regulation of drone use by the conservation sector to ensure good ethical practice and minimise the risk of unintended consequences.