Objective
We conducted a driving simulator study to investigate scanning and hazard detection before entering an intersection.
Background
Insufficient scanning has been suggested as a factor ...contributing to intersection crashes. However, little is known about the relative importance of the head and eye movement components of that scanning in peripheral hazard detection.
Methods
Eleven older (mean 67 years) and 18 younger (mean 27 years) current drivers drove in a simulator while their head and eye movements were tracked. They completed two city drives (42 intersections per drive) with motorcycle hazards appearing at 16 four-way intersections per drive.
Results
Older subjects missed more hazards (10.2% vs. 5.2%). Failing to make a scan with a substantial head movement was the primary reason for missed hazards. When hazards were detected, older drivers had longer RTs (2.6s vs. 2.3s), but drove more slowly; thus, safe response rates did not differ between the two groups (older 83%; younger 82%). Safe responses were associated with larger (28.8° vs. 20.6°) and more numerous (9.4 vs. 6.6) gaze scans. Scans containing a head movement were stronger predictors of safe responses than scans containing only eye movements.
Conclusion
Our results highlight the importance of making large scans with a substantial head movement before entering an intersection. Eye-only scans played little role in detection and safe responses to peripheral hazards.
Application
Driver training programs should address the importance of making large scans with a substantial head movement before entering an intersection.
Cyanobacteria rely on CO2-concentrating mechanisms (CCMs) to grow in today's atmosphere (0.04% CO2). These complex physiological adaptations require ≈15 genes to produce two types of protein ...complexes: inorganic carbon (Ci) transporters and 100+ nm carboxysome compartments that encapsulate rubisco with a carbonic anhydrase (CA) enzyme. Mutations disrupting any of these genes prohibit growth in ambient air. If any plausible ancestral form-i.e., lacking a single gene-cannot grow, how did the CCM evolve? Here, we test the hypothesis that evolution of the bacterial CCM was "catalyzed" by historically high CO2 levels that decreased over geologic time. Using an E. coli reconstitution of a bacterial CCM, we constructed strains lacking one or more CCM components and evaluated their growth across CO2 concentrations. We expected these experiments to demonstrate the importance of the carboxysome. Instead, we found that partial CCMs expressing CA or Ci uptake genes grew better than controls in intermediate CO2 levels (≈1%) and observed similar phenotypes in two autotrophic bacteria, Halothiobacillus neapolitanus and Cupriavidus necator. To understand how CA and Ci uptake improve growth, we model autotrophy as colimited by CO2 and HCO3−, as both are required to produce biomass. Our experiments and model delineated a viable trajectory for CCM evolution where decreasing atmospheric CO2 induces an HCO3− deficiency that is alleviated by acquisition of CA or Ci uptake, thereby enabling the emergence of a modern CCM. This work underscores the importance of considering physiology and environmental context when studying the evolution of biological complexity.
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•The chassis-independent recombinase-assisted genome engineering (CRAGE) technique is implemented in C. necator.•The role of carbonic anhydrase enzymes for autotrophic metabolism is ...clarified.•A suite of dissolved inorganic carbon transporters from Cyanobacteria and chemolithotrophic bacteria complement the function of carbonic anhydrase.•Replacement of HCO3– acquisition and CO2 fixation systems is demonstrated in a single strain.
Despite its prominence, the ability to engineer Cupriavidus necator H16 for inorganic carbon uptake and fixation is underexplored. We tested the roles of endogenous and heterologous genes on C. necator inorganic carbon metabolism. Deletion of β-carbonic anhydrase can had the most deleterious effect on C. necator autotrophic growth. Replacement of this native uptake system with several classes of dissolved inorganic carbon (DIC) transporters from Cyanobacteria and chemolithoautotrophic bacteria recovered autotrophic growth and supported higher cell densities compared to wild-type (WT) C. necator in batch culture. Strains expressing Halothiobacillus neopolitanus DAB2 (hnDAB2) and diverse rubisco homologs grew in CO2 similarly to the wild-type strain. Our experiments suggest that the primary role of carbonic anhydrase during autotrophic growth is to support anaplerotic metabolism, and an array of DIC transporters can complement this function. This work demonstrates flexibility in HCO3– uptake and CO2 fixation in C. necator, providing new pathways for CO2-based biomanufacturing.
Cyanobacteria rely on CO
-concentrating mechanisms (CCMs) to grow in today's atmosphere (0.04% CO
). These complex physiological adaptations require ≈15 genes to produce two types of protein ...complexes: inorganic carbon (Ci) transporters and 100+ nm carboxysome compartments that encapsulate rubisco with a carbonic anhydrase (CA) enzyme. Mutations disrupting any of these genes prohibit growth in ambient air. If any plausible ancestral form-i.e., lacking a single gene-cannot grow, how did the CCM evolve? Here, we test the hypothesis that evolution of the bacterial CCM was "catalyzed" by historically high CO
levels that decreased over geologic time. Using an
reconstitution of a bacterial CCM, we constructed strains lacking one or more CCM components and evaluated their growth across CO
concentrations. We expected these experiments to demonstrate the importance of the carboxysome. Instead, we found that partial CCMs expressing CA or Ci uptake genes grew better than controls in intermediate CO
levels (≈1%) and observed similar phenotypes in two autotrophic bacteria,
and
. To understand how CA and Ci uptake improve growth, we model autotrophy as colimited by CO
and HCO
, as both are required to produce biomass. Our experiments and model delineated a viable trajectory for CCM evolution where decreasing atmospheric CO
induces an HCO
deficiency that is alleviated by acquisition of CA or Ci uptake, thereby enabling the emergence of a modern CCM. This work underscores the importance of considering physiology and environmental context when studying the evolution of biological complexity.
Eye and head movements are used to scan the environment when driving. In particular, when approaching an intersection, large gaze scans to the left and right, comprising head and multiple eye ...movements, are made. We detail an algorithm called the gaze scan algorithm that automatically quantifies the magnitude, duration, and composition of such large lateral gaze scans. The algorithm works by first detecting lateral saccades, then merging these lateral saccades into gaze scans, with the start and end points of each gaze scan marked in time and eccentricity. We evaluated the algorithm by comparing gaze scans generated by the algorithm to manually marked “consensus ground truth” gaze scans taken from gaze data collected in a high-fidelity driving simulator. We found that the gaze scan algorithm successfully marked 96% of gaze scans and produced magnitudes and durations close to ground truth. Furthermore, the differences between the algorithm and ground truth were similar to the differences found between expert coders. Therefore, the algorithm may be used in lieu of manual marking of gaze data, significantly accelerating the time-consuming marking of gaze movement data in driving simulator studies. The algorithm also complements existing eye tracking and mobility research by quantifying the number, direction, magnitude, and timing of gaze scans and can be used to better understand how individuals scan their environment.
•Prior work on the effects of age on visual scanning at intersections is conflicting.•The contributions of head and eye movement components to gaze scanning was examined.•Older drivers made smaller ...head and smaller eye movements than younger drivers.•Older drivers made fewer scans with a significant head movement component.•Older drivers made more scans consisting only of an eye movement component.
The current study was aimed at evaluating the effects of age on the contributions of head and eye movements to scanning behavior at intersections. When approaching intersections, a wide area has to be scanned requiring large lateral head rotations as well as eye movements. Prior research suggests older drivers scan less extensively. However, due to the wide-ranging differences in methodologies and measures used in prior research, the extent to which age-related changes in eye or head movements contribute to these deficits is unclear. Eleven older (mean 67 years) and 18 younger (mean 27 years) current drivers drove in a simulator while their head and eye movements were tracked. Scans, analyzed for 15 four-way intersections in city drives, were split into two categories: eye-only (consisting only of eye movements) and head + eye (containing both head and eye movements). Older drivers made smaller head + eye scans than younger drivers (46.6° vs. 53°), as well as smaller eye-only scans (9.2° vs. 10.1°), resulting in overall smaller all-gaze scans. For head + eye scans, older drivers had both a smaller head and a smaller eye movement component. Older drivers made more eye-only scans than younger drivers (7 vs. 6) but fewer head + eye scans (2.1 vs. 2.7). This resulted in no age effects when considering all-gaze scans. Our results clarify the contributions of eye and head movements to age-related deficits in scanning at intersections, highlight the importance of analyzing both eye and head movements, and suggest the need for older driver training programs that emphasize the importance of making large scans before entering intersections.
Despite similar levels of visual acuity and contrast sensitivity reductions, simulated central vision impairment increased response times to a much greater extent in older than in younger ...participants.
Driving is crucial for maintaining independence in older age, but age-related vision impairments and in-vehicle auditory distractions may impair driving safety. We investigated the effects of age, simulated central vision impairment, and auditory distraction on detection of pedestrian hazards.
Thirty-two normally sighted participants (16 younger and 16 older) completed four highway drives in a simulator and pressed the horn whenever they saw a pedestrian. Pedestrians ran toward the road on a collision course with the approaching vehicle. Simulated central vision impairment was achieved by attaching diffusing filters to a pair of laboratory goggles, which reduced visual acuity to 20/80 and contrast sensitivity by 0.35 log units. For drives with distraction, subjects listened to an audiobook and repeated out loud target words.
Simulated central vision impairment had a greater effect on reaction times (660-millisecond increase) than age (350-millisecond increase) and distraction (160-millisecond increase) and had a greater effect on older than younger subjects (828- and 492-millisecond increase, respectively). Simulated central vision impairment decreased safe response rates from 94.7 to 78.3%. Distraction did not, however, affect safety because older subjects drove more slowly when distracted (but did not drive more slowly with vision impairment), suggesting that they might have perceived greater threat from the auditory distraction than the vision impairment.
Older participants drove more slowly in response to auditory distraction. However, neither older nor younger participants adapted their speed in response to simulated vision impairment, resulting in unsafe detections. These results underline the importance of evaluating safety of responses to hazards as well as reaction times in a paradigm that flexibly allows participants to modify their driving behaviors.
Interaction is the process of behavior adaption between two or more participants primarily based on what they visually perceive. It is an important aspect of traffic participation and supports a safe ...and efficient flow of traffic. However, prior driving simulator studies investigating the effects of vision impairment have typically used pre-programmed pedestrians that did not interact with the human driver. In the current study we used a linked pedestrian and driving simulator setting to increase the ecological validity of the experimental paradigm. We evaluated the effects of mild vision loss on interactions between drivers and human-controlled, interactive pedestrians compared to preprogrammed, non-interactive pedestrians.
Young subjects (mean age 31 years) wore safety goggles with diffusing filters that reduced visual acuity to 20/50 Snellen and contrast sensitivity to 1.49 log units. Two types of crossings (zebra vs. free lane) and two types of pedestrians (non-interactive vs. interactive) were presented to the driver using a multiple simulator setting. Gaze, safety and time series measures were analyzed to quantify the behavior of the participants during the different crossing situations.
Simulated vision impairment significantly increased the time taken to first fixate on the pedestrian, but only had mild adverse effects on safety measures and subsequent interactions. By comparison, pedestrian type and crossing type were found to significantly affect interaction measures. In crossings with the interactive pedestrians the behavior adaption between the driver and the pedestrian took longer and was less correlated in contrast to the situations with the non-interactive pedestrian.
Mild vision impairment (slightly worse than the common 20/40 requirement for driving) had little effect on interactions with pedestrians once they were detected and only had mild adverse consequences on driving safety. Time series measures were sensitive to differences in behavior adaption between road users depending on the level of interaction and type of crossing situation.
► Novel dual-task paradigm to examine distraction occurring post mobile phone call. ► Combination of behavioural, EEG and eye tracking measures to examine preoccupation. ► Increased reaction times ...and false responses in hazard perception task. ► Blink rates and saccade velocities were increased; horizontal spread was reduced. ► Preoccupation results in increased frontal and decreased occipital theta activity.
The aim of this current study was to test the hypothesis that contemplating a recent mobile telephone conversation has a detrimental effect on measures of attentional processing in a driving situation. In this within-subjects design, hazard perception performance was compared between high and no cognitive load conditions (with or without a puzzle to solve). We tested 17 participants, all of whom were required to be in possession of a DVLA approved driving license and had completed the hazard perception portion of the British driving test. A novel dual-task paradigm, which did not require subjects to process or produce verbal information during the primary task, was employed to increase participants’ cognitive load. Participants were assessed on three categories of performance measures: behavioural, eye movements and cortical activity between both high and no cognitive load conditions whilst watching 20 clips from a hazard perception test. This study was run in a laboratory of the Psychology Research Wing at the University of Dundee. Behavioural findings from the hazard perception test indicate significantly increased reaction times to hazardous stimuli and significantly increased false alarm rates to non-hazardous stimuli in the high cognitive load condition (when contemplating a previous conversation). Analyses of eye movements indicated significant increases in blink frequencies, higher saccade peak velocities and a significant reduction in the spread of fixations along the horizontal axis. Results from EEG recordings showed a significant increase in frontal and a significant decrease in occipital theta activity within the high load condition. Findings were interpreted within the framework of Corbetta, Patel and Schulmann’s (2008) networks model of attention control. Our findings suggest that preoccupation with a recent conversation negatively influences the modulatory effect of the central executive on both the stimulus as well as goal-driven networks of the brain.
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