Objective: In this study, we assessed the use of portable navigation systems in everyday driving by applying in-vehicle naturalistic driving.
Method: Experienced users of navigation systems, 7 females and 14 males, were provided with a specially equipped vehicle for approximately 1 month. Their trips were recorded using 4 cameras, Global Positioning System (GPS) data, and other sensor data. The drivers’ navigation system use data were coded from the video recordings, which showed how often and for how long the system was activated and how often and for how long a driver operated the system.
Results: The system was activated for 23% of trips, predominantly on longer and unique trips. Analyses of the percentage of time for which the speed limit was exceeded showed no evidence of differences between trips for which the navigation system was used or not used. On trips for which the navigation system was activated, participants spent about 5% of trip time interacting with the device. About 40% of interacting behavior took place in the first 10% of the trip time, and about 35% took place while the car was standing still or moving at a very low speed; that is, 0–10 km/h.
Conclusion: These results shed light on how and when drivers use navigation systems. They suggest that although drivers regulate their use of such systems to some extent, they often perform risky tasks while driving. 相似文献
Objective: This research examined the extent to which teenagers who engaged in one form of risky driving also engaged in other forms and whether risky driving measures were reciprocally associated over time.
Methods: The data were from waves 1, 2, and 3 (W1, W2, and W3) of the NEXT Generation study, with longitudinal assessment of a nationally representative sample starting with 10th graders starting in 2009–2010. Three measures of risky driving were assessed in autoregressive and cross-lagged analyses: driving while alcohol/drug impaired (DWI), Checkpoints Risky Driving Scale (risky and unsafe driving), and secondary task engagement while driving.
Results: In adjusted autoregression models, the risk variables demonstrated high levels of stability, with significant associations observed across the 3 waves. However, associations between variables were inconsistent. DWI at W2 was associated with risky and unsafe driving at W3 (β = 0.21, P < .01); risky and unsafe driving at W1 was associated with DWI at W2 (β = 0.20, P < .01); and risky and unsafe driving at W2 is associated with secondary task engagement at W3 (β = 0.19, P < .01). Over time, associations between DWI and secondary task engagement were not significant.
Conclusions: Our findings provide modest evidence for the covariability of risky driving, with prospective associations between the Risky Driving Scale and the other measures and reciprocal associations between all 3 variables at some time points. Secondary task engagement, however, appears largely to be an independent measure of risky driving. The findings suggest the importance of implementing interventions that addresses each of these driving risks. 相似文献
Objective: There is considerable evidence for the negative effects of driver distraction on road safety. In many experimental studies, drivers have been primarily viewed as passive receivers of distraction. Thus, there is a lack of research on the mediating role of their self-regulatory behavior. The aim of the current study was to compare drivers' performance when engaged in a system-paced secondary task with a self-paced version of this task and how both differed from baseline driving performance without distraction.
Methods: Thirty-nine participants drove in a simulator while performing a secondary visual–manual task. One group of drivers had to work on this task in predefined situations under time pressure, whereas the other group was free to decide when to work on the secondary task (self-regulation group). Drivers' performance (e.g., lateral and longitudinal control, brake reaction times) was also compared with a baseline condition without any secondary task.
Results: For the system-paced secondary task, distraction was associated with high decrements in driving performance (especially in keeping the lateral position). No effects were found for the number of collisions, probably because of the lower driving speeds while distracted (compensatory behavior). For the self-regulation group, only small impairments in driving performance were found. Drivers engaged less in the secondary task during foreseeable demanding or critical driving situations.
Conclusions: Overall, drivers in the self-regulation group were able to anticipate the demands of different traffic situations and to adapt their engagement in the secondary task, so that only small impairments in driving performance occurred. Because in real traffic drivers are mostly free to decide when to engage in secondary tasks, it can be concluded that self-regulation should be considered in driver distraction research to ensure ecological validity. 相似文献
AbstractObjective: The objective of this article was to develop a multi-agent traffic simulation methodology to estimate the potential road safety improvements of automated vehicle technologies.Methods: We developed a computer program that merges road infrastructure data with a large number of vehicles, drivers, and pedestrians. Human errors are induced by modeling inattention, aimless driving, insufficient safety confirmation, misjudgment, and inadequate operation. The program was applied to simulate traffic in a prescribed area in Tsukuba city. First, a 100% manual driving scenario was set to simulate traffic for a total preset vehicle travel distance. The crashes from this simulation were compared with real-world crash data from the prescribed area from 2012 to 2017. Thereafter, 4 additional scenarios of increasing levels of automation penetration (including combinations of automated emergency braking [AEB], lane departure warning [LDW], and SAE Level 4 functions) were implemented to estimate their impact on safety.Results: Under manual driving, the system simulated a total of 859 crashes including single-car lane departure, car-to-car, and car-to-pedestrian crashes. These crashes tended to occur in locations similar to real-world crashes. The number of crashes predicted decreased to 156 cases with increasing level of automation. All of the technologies considered contributed to the decrease in crashes. Crash reductions attributable to AEB and LDW in the simulations were comparable to those reported in recent field studies. For the highest levels of automation, no assessment data were available and hence the results should be carefully treated. Further, in modeling automated functions, potentially negative aspects such as sensing failure or human overreliance were not incorporated.Conclusions: We developed a multi-agent traffic simulation methodology to estimate the effect of different automated vehicle technologies on safety. The crash locations resulting from simulations of manual driving within a limited area in Japan were preliminary assessed by comparison with real-world crash data collected in the same area. Increasing penetration levels of AEB and LDW led to a large reduction in both the frequency and severity of rear-end crashes, followed by car-to-car head-on crashes and single-vehicle lane departure crashes. Preliminary estimations of the potential safety improvements that may be achieved with highly automated driving technologies were also obtained. 相似文献
Objectives: Current methods of estimating compliance with graduated driver licensing (GDL) restrictions among young drivers with intermediate driver's licenses—which include surveys, direct observations, and naturalistic studies—cannot sufficiently answer many critical foundational questions: What is the extent of noncompliance among the population of young intermediate drivers? How does compliance change over the course of licensure? How does compliance differ by driver subgroup and in certain driving environments? This article proposes an alternative and complementary approach to estimating population-level compliance with GDL nighttime and passenger restrictions via application of the quasi-induced exposure (QIE) method.Methods: The article summarizes the main limitations of previous methods employed to estimate compliance. It then introduces the proposed method of borrowing the fundamental assumption of the QIE method—that young intermediate drivers who are nonresponsible in clean (i.e., one and only one responsible driver) multivehicle crashes are reasonably representative of young intermediate drivers on the road—to estimate population-based compliance. I describe formative work that has been done to ensure this method can be validly applied among young intermediate drivers and provide a practical application of this method: an estimate of compliance with New Jersey's passenger restrictions among 8,006 nonresponsible 17- to 20-year-old intermediate drivers involved in clean 2-vehicle crashes from July 2010 through June 2012.Results: Over the study period, an estimated 8.4% (95% confidence interval, 7.8%, 9.0%) of intermediate drivers' trips were not in compliance with New Jersey's GDL passenger restriction. These findings were remarkably similar to previous estimates from more resource-intensive naturalistic studies (Goodwin et al. 2006Goodwin AH, Wells JK, Foss RD, Williams AF. Encouraging compliance with graduated driver licensing restrictions. J Safety Res. 2006;37(4):343–351.[Crossref], [PubMed], [Web of Science ®], [Google Scholar]; Klauer et al. 2011Klauer SG, Simons-Morton B, Lee SE, Ouimet MC, Howard EH, Dingus TA. Novice drivers' exposure to known risk factors during the first 18 months of licensure: The effect of vehicle ownership. Traffic Inj Prev. 2011;12(2):159–168.[Taylor &; Francis Online], [Web of Science ®], [Google Scholar]).Conclusion: Studies can practically apply proposed methods to estimate population-level compliance with GDL passenger and night restrictions; examine how compliance varies by relevant driver, vehicle, and environmental factors; and evaluate the implementation of a GDL provision or other intervention aimed at increasing compliance with these restrictions. Important considerations and potential limitations and challenges are discussed. 相似文献
Objective: A zero tolerance alcohol restriction law was adopted in Brazil in 2008. In order to assess the effectiveness of this intervention, the present study compares specific mortality in 2 time series: 1980–2007 and 2008–2013.
Methods: Data on mortality and population were gathered from official Brazilian Ministry of Health information systems. Segmented regression analyses were carried out separately for 3 major Brazilian capitals: Belo Horizonte, Rio de Janeiro, and São Paulo.
Results: In 2 cities (Belo Horizonte and Rio de Janeiro) there were no significant changes in mortality rate trends in 2 periods, 1980 to 2007 and 2008 to 2013, where the observed rates did not differ significantly from predicted rates. In São Paulo, a decreasing trend until 2007 unexpectedly assumed higher levels after implementation of the law.
Conclusion: There is no evidence of reduced traffic-related mortality in the 3 major Brazilian capitals 5.5 years after the zero tolerance drinking and driving law was adopted. 相似文献
Objective: The objective of this study was to describe self-reported high alcohol use at each of the 3 licensing stages of graduated driver licensing and its relationship to drink-driving behaviors, intentional risky driving, aggressive driving, alcohol traffic offenses, non-alcohol traffic offenses, and traffic crashes.
Methods: The New Zealand Drivers Study (NZDS) is a multistage, prospective cohort study of newly licensed drivers interviewed at all 3 stages of the graduated driver licensing system: learner (baseline), restricted (intermediate), and full license. At each stage, alcohol use was self-reported using the Alcohol Use Disorders Identification Test (AUDIT-C), with high alcohol use defined as a score of ≥4 for males and ≥3 for females. Sociodemographic and personality data were obtained at the baseline interview. Alcohol-related, intentional risky, and aggressive driving behaviors were self-reported following each license stage. Traffic crashes and offenses were identified from police records. Crashes were also self-reported.
Results: Twenty-six percent (n = 397) reported no high alcohol use, 22% at one license stage, 30% at 2 stages, and 22% at 3 stages. Poisson regression results (unadjusted and adjusted) showed that the number of stages where high alcohol use was reported was significantly associated with each of the outcomes. For most outcomes, and especially the alcohol-involved outcomes, the relative risk increased with the number of stages of high alcohol use.
Conclusions: We found that high alcohol use was common among young newly licensed drivers and those who repeatedly reported high alcohol use were at a significantly higher risk of unsafe driving behaviors. Recently introduced zero blood alcohol concentration (BAC) should help to address this problem, but other strategies are required to target persistent offenders. 相似文献