Advanced Driver Assistance Systems (ADAS) are being developed and installed in increasing numbers. Some of the most popular ADAS include blind spot monitoring and cruise control which are fitted in ...the majority of new vehicles sold in high-income countries. With more drivers having access to these technologies, it is imperative to develop policy and strategies to guarantee the safe uptake of ADAS. One key issue is that ADAS education has been primarily centred on the user manual which are not widely utilised. Moreover, it is unclear if user manuals are an adequate source of education in terms of content and readability. To address this research gap, a content analysis was used to assess the differences in ADAS-related content and readability among the manuals of the highest selling vehicles in Australia. The qualitative findings showed that there are seven themes in the user manuals: differences between driving with and without ADAS, familiarisation requirements, operational limits of the ADAS, potential ADAS errors, behaviour adaptation warnings, confusion warnings, and malfunction warnings. The quantitative analysis found that some of the manuals require several years of education above the recommended for a universal audience (>8 years) to be understood. Additionally, there is a notable number of text diversions and infographics which could make comprehension of the user manual difficult. This investigation shows that there is a lack of standardisation of ADAS user manuals (in both content and delivery of information) which requires regulatory oversight. Driver ADAS education needs to be prioritised by policymakers and practitioners as smart technology continues to increase across the transport system. It seems that current strategies based on user manuals are insufficient to achieve successful adoption and safe use of these technologies.
Taxis vs. Uber del Nido, Juan Manuel
2021, 2021-11-09
eBook
Uber's April 2016 launch in Buenos Aires plunged the Argentine capital into a frenzied hysteria that engulfed courts of law, taxi drivers, bureaucrats, the press, the general public, and Argentina's ...president himself. Economist and anthropologist Juan M. del Nido, who had arrived in the city six months earlier to research the taxi industry, suddenly found himself documenting the unprecedented upheaval in real time. Taxis vs. Uber examines the ensuing conflict from the perspective of the city's globalist, culturally liberal middle class, showing how notions like monopoly, efficiency, innovation, competition, and freedom fueled claims that were often exaggerated, inconsistent, unverifiable, or plainly false, but that shaped the experience of the conflict such that taxi drivers' stakes in it were no longer merely disputed but progressively written off, pathologized, and explained away. This first book-length study of the lead-up to and immediate aftermath of the arrival of a major platform economy to a metropolitan capital considers how the clash between Uber and the traditional taxi industry played out in courtrooms, in the press, and on the street. Looking to court cases, the politics of taxi licenses, social media campaigns, telecommunications infrastructure, public protests, and Uber's own promotional materials, del Nido examines the emergence of "post-political reasoning": an increasingly common way in which societies neutralize disagreement, shaping how we understand what we can even legitimately argue about and how.
•Participants previously attended a driver education course that emphasises safe driving attitudes.•Participants were asked for their opinions about driver education and several psychosocial factors ...were measured.•Psychosocial factors influence young driver perceptions of driver education and training.
Professional driver education and training has often been found in evaluations to not provide additional safety benefits for young drivers. However, it is possible that identifying how psychosocial factors affect perceptions of driver education may contribute to improve program design, content and implementation. The Goals for Driver Education (GDE) framework was used in this research to explore the impact of various psychosocial factors, such as sensation seeking, normlessness, attitudes towards driver risk taking and positive attitudes towards speeding on the perceptions of young drivers participating in a professional driver education courses. One hundred and fourteen young drivers (Mage = 17.89, SD = 0.85) who had attended a driver education course within the past three years completed an online survey that collected socio-demographic information, perceptions of the benefits of education for individuals learning to drive at each level of the GDE framework, and information about psychosocial factors. Overall, the results suggested that psychosocial factors do affect young driver perceptions of driver education and training. Higher levels of sensation seeking predicted that participants thought it beneficial for novice driver education to focus on vehicle manoeuvring (Level 1), mastery of traffic situations (Level 2) and goals and contexts for driving (Level 3) but not the highest level of the GDE matrix, goals for life. Higher levels of normlessness predicted participants believing it was more beneficial for new drivers to learn about the goals and contexts for driving. This suggests there is a need for driver educators to consider personalising their programs as much as possible to take into account the psychosocial differences between individuals, which may impact on the way they respond to the education they receive.
•Effect of distraction on braking response was investigated in different age groups.•Braking response times increased with presence of additional distractor stimuli.•Visual stimuli had a greater ...distraction effect than acoustic stimuli.•Discrimination of relevant/irrelevant stimuli resulted in highest response times.•Young and very old subjects showed highest response times in distractor-inhibition trials.
Driver distraction is one major cause of road traffic accidents. In order to avoid distraction-related accidents it is important to inhibit irrelevant stimuli and unnecessary responses to distractors and to focus on the driving task, especially when unpredictable critical events occur. Since inhibition is a cognitive function that develops until young adulthood and decreases with increasing age, young and older drivers should be more susceptible to distraction than middle-aged drivers. Using a driving simulation, the present study investigated effects of acoustic and visual distracting stimuli on responses to critical events (flashing up brake lights of a car ahead) in young, middle-aged, and older drivers. The task difficulty was varied in three conditions, in which distractors could either be ignored (perception-only), or required a simple response (detection) or a complex Go-/NoGo-response (discrimination). Response times and error rates to the critical event increased when a simultaneous reaction to the distractor was required. This distraction effect was most pronounced in the discrimination condition, in which the participants had to respond to some of the distracting stimuli and to inhibit responses to some other stimuli. Visual distractors had a stronger impact than acoustic ones. While middle-aged drivers managed distractor inhibition even in difficult tasks quite well (i.e., when responses to distracting stimuli had to be suppressed), response times of young and old drivers increased significantly, especially when distractor stimuli had to be ignored. The results demonstrate the high impact of distraction on driving performance in critical traffic situations and indicate a driving-related inhibition deficit in young and old drivers.
•35% of long-haul truck drivers reported at least 1 crash in their career as an LHTD.•68% of non-crash injuries involving days away from work were not reported.•73% of LHTDs perceived their delivery ...schedules unrealistically tight.•37% of LHTDs reported being noncompliant with hours-of-service rules.•38% of LHTDs perceived their entry-level training inadequate.
Approximately 1,701,500 people were employed as heavy and tractor-trailer truck drivers in the United States in 2012. The majority of them were long-haul truck drivers (LHTDs). There are limited data on occupational injury and safety in LHTDs, which prompted a targeted national survey. The National Institute of Occupational Safety and Health conducted a nationally representative survey of 1265 LHTDs at 32 truck stops across the contiguous United States in 2010. Data were collected on truck crashes, near misses, moving violations, work-related injuries, work environment, safety climate, driver training, job satisfaction, and driving behaviors. Results suggested that an estimated 2.6% of LHTDs reported a truck crash in 2010, 35% reported at least one crash while working as an LHTD, 24% reported at least one near miss in the previous 7 days, 17% reported at least one moving violation ticket and 4.7% reported a non-crash injury involving days away from work in the previous 12 months. The majority (68%) of non-crash injuries among company drivers were not reported to employers. An estimate of 73% of LHTDs (16% often and 58% sometimes) perceived their delivery schedules unrealistically tight; 24% often continued driving despite fatigue, bad weather, or heavy traffic because they needed to deliver or pick up a load at a given time; 4.5% often drove 10miles per hours or more over the speed limit; 6.0% never wore a seatbelt; 36% were often frustrated by other drivers on the road; 35% often had to wait for access to a loading dock; 37% reported being noncompliant with hours-of-service rules (10% often and 27% sometimes); 38% of LHTDs perceived their entry-level training inadequate; and 15% did not feel that safety of workers was a high priority with their management. This survey brings to light a number of important safety issues for further research and interventions, e.g., high prevalence of truck crashes, injury underreporting, unrealistically tight delivery schedules, noncompliance with hours-of-service rules, and inadequate entry-level training.
•Culturally-appropriate investigations of young driver risk are critical for effective intervention.•Behaviour of Young Novice Drivers Scale-Lithuania explained 65% variance of 457 drivers’ ...behaviour.•Subscales are exposure, violations, misjudgements, mood, overcrowding, seatbelts, substance consumption.•Most common behaviours are speeding and driving at high risk times (eg peak hour, night, weekends).
With just one year left in the Decade of Action for Road Safety, it is timely nations reflect on their progress in the realm of improving road safety more generally, and in young driver road safety specifically given the pernicious problem that is young driver risky driving behaviour and road crashes. Effective intervention requires a fundamental foundation of understanding the nature of the problem. Therefore the current study explored the self-reported risky driving behaviour of young drivers in Lithuania, a nation classified as a developed country as recently as 2015.
The self-report Behaviour of Young Novice Drivers Scale (BYNDS, 1) was applied in a sample of 457 Lithuanian young drivers aged 18–24 years, after a rigorous forward-backward translation process.
Seven factors (risky exposure, transient rule violations, driver misjudgements, driver mood, vehicle overcrowding, personal seatbelt use, substance consumption) explained 65.2% of the variance in self-reported risky driving behaviour as measured by the BYNDS-Li. The most common risky driving behaviours included driving in excess of posted speed limits, and driving at high risk times such as at night and on weekends.
The seven-factor structure of the BYNDS-Li supports arguments that culturally-valid measures should be operationalised in jurisdictions other than those in which they were developed (in the case of the BYNDS, Queensland, Australia). Moreover, systems thinking argues that interventions and efforts must be multi-sectoral and collaborative interventions. In the case of young driver road safety, these should be framed within the 4E’s of education, engineering, enforcement, and engagement.
This study considers year-to-year and decadal variations in as well as secular trends of the sea-air CO.sub.2 flux over the 1957-2020 period, as constrained by the pCO.sub.2 measurements from the ...SOCATv2021 database. In a first step, we relate interannual anomalies in ocean-internal carbon sources and sinks to local interannual anomalies in sea surface temperature (SST), the temporal changes in SST (dSST/dt), and squared wind speed (u.sup.2 ), employing a multi-linear regression. In the tropical Pacific, we find interannual variability to be dominated by dSST/dt, as arising from variations in the upwelling of colder and more carbon-rich waters into the mixed layer. In the eastern upwelling zones as well as in circumpolar bands in the high latitudes of both hemispheres, we find sensitivity to wind speed, compatible with the entrainment of carbon-rich water during wind-driven deepening of the mixed layer and wind-driven upwelling. In the Southern Ocean, the secular increase in wind speed leads to a secular increase in the carbon source into the mixed layer, with an estimated reduction in the sink trend in the range of 17 % to 42 %. In a second step, we combined the result of the multi-linear regression and an explicitly interannual pCO.sub.2 -based additive correction into a "hybrid" estimate of the sea-air CO.sub.2 flux over the period 1957-2020. As a pCO.sub.2 mapping method, it combines (a) the ability of a regression to bridge data gaps and extrapolate into the early decades almost void of pCO.sub.2 data based on process-related observables and (b) the ability of an auto-regressive interpolation to follow signals even if not represented in the chosen set of explanatory variables. The "hybrid" estimate can be applied as an ocean flux prior for atmospheric CO.sub.2 inversions covering the whole period of atmospheric CO.sub.2 data since 1957.
•The Driver Behaviour Questionnaire was administered in two independent samples.•The four factor solution was confirmed using exploratory factor analysis in the first sample.•Confirmatory factor ...analysis confirmed the four factors in the second independent sample.•All four DBQ factors were significantly related to crashes in the first sample.•In the second sample the number of crashes reported was very low.
The Driver Behaviour Questionnaire (DBQ) is the most commonly used framework for investigating the relationship between self-reported driving behaviour and crash involvement. However, in spite of the fact that the scale is almost 30 years old, the factor structure of the scale and relationship to crashes in New Zealand remains under-researched. The present study set out to establish the factor structure of the DBQ in a sample of New Zealand private vehicle drivers and to examine the adequacy of this factor structure in an independent second sample of New Zealand drivers. Using exploratory factor analysis, the first sample (n = 860, Mage = 39.3, 44% females) produced a factor structure that broadly supported the four hypothetical factors of errors, violations, aggressive violations and lapses. This factor structure was supported in a second sample from the New Zealand electoral roll (n = 441, Mage = 53.4, 55% females), using confirmatory factor analysis. There were a number of differences in the relationships that the DBQ factors had with the demographic and descriptive variables. In the first sample, all four of the DBQ factors were significantly related to crash involvement. In contrast, none of the DBQ factors were related to crash involvement in the second sample, possibly due to the very small number of crashes reported. However, these differences are likely due to differences in the demographic composition of the two samples. The present study suggests that the DBQ is a valid measure of aberrant driving behaviour in New Zealand and this consists of errors, violations, aggressive violations and lapses.
•TPB and DBQ predicted drivers speeding and overtaking intentions.•Control belief has been the strongest predictor of intentions to violations.•Drivers were more likely to violate based on their ...beliefs in the factors.•Speeding attitude was the most frequent violation compared to overtaking.•Drivers violate overtaking when perceived factors enhancing the behaviour.
Achieving road safety depends on driver attitudes and behaviours in handling the vehicle on roads. The availability of good road, improvement of vehicle designs and drivers experience lead to reduction in crashes but not prevention of crashes. The study aims to predict the drivers’ intentions towards speeding and overtaking violations when under the influence of motivational factors using belief measure of TPB and DBQ variables. To achieve this, questionnaires were randomly administered to a sample of Ghanaian drivers (N=354) who held valid driving licenses. This study applied regression techniques. The result shows that the components of TPB and DBQ variables were able to predict drivers’ intentions towards speeding and overtaking violations. The study further shows that components of TPB made larger contributions to the prediction of divers’ intentions to speeding and overtaking than the DBQ. Further analysis revealed that, in the prediction of drivers’ intentions, speeding attitude was the most frequent violations compared to overtaking. The drivers tend to involved in overtaking violations when they perceived the driving motivations would enhance the performance of the behaviour. Additionally, control belief has been the strongest predictor of drivers’ intentions under the influence of motivations to speeding and overtaking violations. It appeared that the drivers who intended to involve in speeding and overtaking violations had strong beliefs in the factors and are more likely to violate based on their beliefs. The practical implications of the findings for the development of interventions to promote road safety and positive changes are also discussed.
•Unequipped vehicles’ drivers (UVDs) encounter an assisted driver.•The degree of information UVDs received was manipulated.•Informing UVDs in detail led to behavioral adaptation.•However, it resulted ...partly in shorter minimum time-to-collision.•But it did not affect UVDs’ level of frustration about the assisted driver.
Previous research demonstrated that green light optimal speed advisory (GLOSA) affects driving behavior at signalized intersections: On the one hand, drivers assisted with GLOSA show more energy-efficient and eco-friendly driving. Following unequipped vehicles’ drivers (UVDs) also adapt their driving behavior to the assisted one. On the other hand, safety issues can be found in encounters with UVDs who also perceive assisted driving behavior negatively. Therefore, in a multi-driver simulator study (N = 60 participants sorted in groups of n = 2 UVDs), we tested whether informing UVDs about the GLOSA of an assisted driver results in more behavioral adaptation of UVDs to the assisted driving behavior, less safety issues, and less frustration of UVDs. Two UVDs followed a lead vehicle driven by a confederate. The confederate was equipped with GLOSA and knew when traffic lights switched from green to red and, consequently, slowed down when approaching a green traffic light. The degree of information UVDs received was manipulated: The group “no information” did not receive any information. The group “information” knew about the equipment of the assisted confederate with GLOSA and the group “detailed information” received additional information about its functionality and benefit. Results show that UVDs of the group “detailed information” adapted their driving behavior to the assisted driver. However, these UVDs also showed smaller minimum time-to-collision (TTC) values indicating safety issues. Results are discussed and implications made with regard to providing information to UVDs and to further investigate these challenges in the context of autonomous vehicles.
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