Decades of research suggest that talking on a cell phone interferes with driving performance, but the underlying mechanisms of this interference remain poorly understood. Driving and cell phone research often generalizes easy, novice laboratory tasks to the well practiced task of driving, and it frequently ignores important factors like emotion in tasks used to represent cell phone conversation. This experiment sought to address these issues. Participants performed a tracking task and two verbal tasks over 7 one-hour sessions. At some times the tasks were performed individually, and at others the tracking task was performed concurrently with one of the verbal tasks. Participants watched an anger-inducing film clip at the beginning of the 7th session and were instructed to either down-regulate or maintain that anger. Results challenged the validity of generalizing easy novice task performance to driving performance.

Thesis (Ph.D.)--York University, 2008. Graduate Programme in Psychology. / Typescript. Includes bibliographical references (leaves 229-251). Also available on the Internet. MODE OF ACCESS via web browser by entering the following URL: http://gateway.proquest.com/openurl?url_ver=Z39.88-2004&res_dat=xri:pqdiss&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&rft_dat=xri:pqdiss:NR46015

Thesis (Ph.D.)--Mississippi State University. Department of Psychology. / Title from title screen. Includes bibliographical references.

Estudos mostram a importância de se avaliar o tempo de adaptação dos indivíduos em um ambiente virtual de direção veicular, para que a resposta seja a mais próxima daquela obtida na direção real de um veículo. Assim, o objetivo deste trabalho foi identificar e analisar a adaptação ao simulador de direção, pelas repetições do tempo de frenagem, de idosos e adultos com e sem distrator e secundariamente identificar preditores do desempenho seguro dos condutores idosos. Foram avaliados 164 indivíduos de ambos os sexos divididos em dois grupos: 102 idosos acima de 65 anos e 62 adultos de 30 a 40 anos. O tempo de frenagem foi avaliado em um simulador de direção veicular, a cognição pelo Mini Exame do Estado Mental, a força muscular do flexor plantar de tornozelo pelo dinamômetro isocinético, a força de preensão palmar pelo dinamômetro manual e o equilíbrio postural pelo \"Time-Up and Go Test\" com e sem tarefa cognitiva. Idosos (homens e mulheres) e mulheres adultas demandam maior número de repetições do tempo de frenagem para se adaptar ao simulador de direção. O distrator aumenta o número de repetições de frenagem para que ocorra adaptação em todos os grupos. Os principais preditores do tempo de frenagem para as idosas são idade, força muscular e equilíbrio postural associados com dupla tarefa e para os idosos a força muscular. Desta forma, idade, sexo e presença de distrator interferem na adaptação à tarefa virtual de dirigir. O modelo de avaliação desenvolvido com multidomínios demonstrou ser capaz de predizer quais habilidades estão relacionadas com o tempo de frenagem com e sem a presença do distrator / Studies show the importance of evaluating the adaptation time of individuals in a virtual environment of vehicular direction, so that the response is the one closest to that obtained in the real direction of a vehicle. Thus, the objective of this work was to identify and analyze the adaptation to the steering simulator, by repetitions of braking time, of elderly and adults with and without distractor, and secondarily to identify predictors of the safe performance of elderly drivers. One hundred sixty-four individuals of both sexes were divided into two groups: 102 elderly over 65 years and 62 adults aged 30 to 40 years. The braking time was evaluated in a vehicle direction simulator, the cognition by Mini Mental State Examination, the ankle flexor muscle strength by isokinetic dynamometer, the palmar grip strength by manual dynamometer and the postural balance by \"Time-Up and Go Test\" with and without cognitive task. Elderly (men and women) and adult women require a greater number of repetitions of the braking time to adapt themselves to the steering simulator. The distractor increases the number of braking repetitions for adaptation in all groups. The main predictors of braking time for the elderly women are age, muscle strength and postural balance associated with dual task, and for the elderly men is the muscular strength. So age, gender and distractor presence interfere in the adaptation to the virtual task of driving. The evaluation model developed with multi-domains demonstrated to be able to predict which abilities are related to braking time with and without the presence of distractor

This study sought to investigate the relationship between cell phone conversation type and dangerous driving behaviors. It was hypothesized that more emotional phone conversations engaged in while driving would produce greater frequencies of dangerous driving behaviors in a simulated environment than more mundane conversation or no phone conversation at all. Participants were semi-randomly assigned to one of three conditions: (1) no call, (2) mundane call, and, (3) emotional call. While driving in a simulated environment, participants in the experimental groups received a phone call from a research confederate who either engaged them in innocuous conversation (mundane call) or arguing the opposite position of a deeply held belief of the participant (emotional call). Participants in the no call and mundane call groups differed significantly only on percent time spent speeding and center line crossings, though the mundane call group consistently engaged in more of all dangerous driving behaviors than did the no call participants. Participants in the emotional call group engaged in significantly more dangerous driving behaviors than participants in both the no call and mundane call groups, with the exception of traffic light infractions, where there were no significant group differences. Though there is need for replication, the authors concluded that whereas talking on a cell phone while driving is risky to begin with, having emotionally intense conversations is considerably more dangerous.

Out-of-vehicle distractions were identified as contributing factors to about 29.4 % of all crashes that were reported between the years 1995 to 1999 (Stutts J. K., 2005; Stutts J. R., 2001).These crash statistics are from a decade ago. With the increase of cars, pedestrians, shops,vendors, billboards and signs over the last decade it can be safely assumed that the driving environment is more complex now and has greater potential for external driver distraction. Given this, it is important to know the effects of out-of-vehicle distraction on drivers’ ability to drive safely in their presence. With this in mind, a driving simulator study was conducted that compared younger novice and older experienced drivers on their ability to maintain their attention on the forward roadway, anticipate potential hazards and maintain vehicle control while performing an out-of-vehicle tasks. The results of the experiment indicate that both age groups took equally long glances away from the forward roadway at the out-of-vehicle task and that these long glances away from the forward roadway had a negative effects on the hazard anticipation performance of both age groups. In addition, these long glances away from the forward roadway did have a significantly negative impact on the lane maintainence ability of younger drivers as compared to their experienced counterparts but these long glances away from the forward roadway did not seem to affect the speed maintainence abilities of either group. No matter what the vehicle measures indicate, it is clear that both age groups are at elevated risk of crashing when they are attending to tasks that are outside the vehicle.

No description available.

Government reports indicate that, on average, more than 3000 people die due to distracted driving each year, accounting for nearly 10% of all fatal car crashes. Other reports claim that two-thirds of fatal car accidents result from aggressive driving. Previous research has been inconclusive regarding how personality impacts distracted and aggressive driving behaviors. Therefore, the goal of this current study is to fill the gap in the literature concerning the role that personality plays in distracted and aggressive driving behaviors. We also explored the role that distracted and aggressive driving behaviors played in accident involvement. A sample of (N=327) participants were recruited using social media and the UCF SONA System. They were asked to self-report their driving behaviors and personality traits by completing a series of online questionnaires (ADBQ, BFI, DBQ, DDQ, DEMO, and IPIP NEO PI-R). Using this data, bivariate correlations were run using the Pearson Correlation Coefficients to determine the role that personality (OCEAN) plays in distracted and aggressive driving behaviors. We used the DDQ and the IPIP NEO PI-R to evaluate the relationship between personality and distracted driving, and we found that personality traits: Agreeableness, Conscientiousness, Extraversion, and Neuroticism were all significant predictors of distracted driving. Openness was the only one of the five personality traits to have no significant correlation. We used the ADBQ and the IPIP NEO PI-R to assess the relationship between personality and aggressive driving, and we found the same four personality traits: Agreeableness, Conscientiousness, Extraversion, and Neuroticism were all significant predictors of aggressive driving. Openness was, again, the only one of the five personality traits to have no significant correlation. Backward regression analyses were performed to determine what caused these relationships. The regression analysis displayed trait subscales: Morality, Cooperation, Self Discipline, Activity Level, Excitement Seeking, Anger, Emotionality, and Liberalism, each significantly contributed to driver distraction. Another backward regression analysis reveals trait subscales: Morality, Self-Efficacy, Dutifulness, Self Discipline, Anger, and Artistic Interests, each significantly contributed to driver aggression.

While driver distraction has been extensively studied in laboratory and empirical field studies, the prevalence of driver distraction on our nation's highways and the relative crash risk is unknown. It has recently become technologically feasible to conduct unobtrusive large-scale naturalistic driving studies as the costs and size of computer equipment and sensor technology have both dramatically decreased. A large-scale naturalistic driving study was conducted using 100 instrumented vehicles (80 privately-owned and 20 leased vehicles). This data collection effort was conducted in the Washington DC metropolitan area on a variety of urban, suburban, and rural roadways over a span of 12-13 months. Five channels of video and kinematic data were collected on 69 crashes and 761 near-crashes during the course of this data collection effort. The analyses conducted here are the first to establish direct relationships between driving inattention and crash and near-crash involvement. Relative crash risk was calculated using both crash and near-crash data as well as normal, baseline driving data, for various sources of inattention. Additional analyses investigated the environmental conditions drivers choose to engage in secondary tasks or drive fatigued, assessed whether questionnaire data were indicative of an individual's propensity to engage in inattentive driving, and examined the impact of driver's eyes off the forward roadway. The results indicated that driving inattention was a contributing factor in 78% of all crashes and 65% of all near-crashes. Odds ratio calculations indicated that fatigued drivers have a 4 times higher crash risk than alert drivers. Drivers engaging in visually and/or manually complex tasks are at 7 times higher crash risk than alert drivers. There are specific environmental conditions in which engaging in secondary tasks or driving fatigued is deemed to be more dangerous, including intersections, wet roadways, undivided highways, curved roadways, and driving at dusk. Short, brief glances away from the forward roadway for the purpose of scanning the roadway environment (e.g., mirrors and blind spots) are safe and decrease crash risk, whereas such glances that total more than 2 seconds away from the forward roadway are dangerous and increase crash risk by 2 times over that of more typical driving. / Ph. D.

Traffic simulation has become an invaluable part of the traffic engineering toolbox. However, the majority of driver models are designed to recreate traffic performance based on interactions among vehicles. In keeping with this pursuit, most are fundamentally built to avoid collisions. This limits the applicability of using these models for addressing safety concerns, especially those regarding pedestrian safety performance. However, by explicitly including some of the sources of human error, these limitations can, in theory, be overcome. While much work has been done toward including these human factors in simulation platforms, one key aspect of human behavior has been largely ignored: driver distraction. This work presents a novel approach to inclusion of driver distraction in a microsimulation or agent-based model. Distributions of distraction events and inter-distraction periods are derived from eye-glance data collected during naturalistic driving studies. The developed model of distraction is implemented -- along with perception errors, visual obstructions, and driver reaction times -- in a simulated mid-block pedestrian crossing. The results of this simulation demonstrate that excluding any of these human factors from the implemented driver model significantly alters conflict rates observed in the simulation. This finding suggests that inclusion of human factors is important in any microsimulation platforms used to analyze pedestrian safety performance.