Doctor of Philosophy / Electric scooters, or e-scooters, have become an increasingly popular form of transportation over the recent years. However, there have been numerous reports of safety concerns, crashes, and injuries for e-scooter riders and other road users as a result of e-scooter misuse. Until recently, very little formal research has been conducted on the safety of this micromobility solution. This dissertation describes a series of studies that have investigated the contributing factors to safety concerns and identified countermeasures, such as policy recommendations, design optimization, and training, that can be implemented with an end goal of improving e-scooter safety.

This dissertation investigates novel statistical approaches for causal effect estimation in observational settings, where controlled experimentation is infeasible and confounding is the main hurdle in estimating causal effect. As such, deconfounding constructs the main subject of this dissertation, that is (i) to restore the covariate balance between treatment groups and (ii) to attenuate spurious correlations in training data to derive valid causal conclusions that generalize. By incorporating ideas from representation learning, adversarial matching, generative causal estimation, and invariant risk modeling, this dissertation establishes a causal framework that balances the covariate distribution in latent representation space to yield individualized estimations, and further contributes novel perspectives on causal effect estimation based on invariance principles. The dissertation begins with a systematic review and examination of classical propensity score based balancing schemes for population-level causal effect estimation, presented in Chapter 2. Three causal estimands that target different foci in the population are considered: average treatment effect on the whole population (ATE), average treatment effect on the treated population (ATT), and average treatment effect on the overlap population (ATO). The procedure is demonstrated in a naturalistic driving study (NDS) to evaluate the causal effect of cellphone distraction on crash risk. While highlighting the importance of adopting causal perspectives in analyzing risk factors, discussions on the limitations in balance efficiency, robustness against high-dimensional data and complex interactions, and the need for individualization are provided to motivate subsequent developments. Chapter 3 presents a novel generative Bayesian causal estimation framework named Balancing Variational Neural Inference of Causal Effects (BV-NICE). Via appealing to the Robinson factorization and a latent Bayesian model, a novel variational bound on likelihood is derived, explicitly characterized by the causal effect and propensity score. Notably, by treating observed variables as noisy proxies of unmeasurable latent confounders, the variational posterior approximation is re-purposed as a stochastic feature encoder that fully acknowledges representation uncertainties. To resolve the imbalance in representations, BV-NICE enforces KL-regularization on the respective representation marginals using Fenchel mini-max learning, justified by a new generalization bound on the counterfactual prediction accuracy. The robustness and effectiveness of this framework are demonstrated through an extensive set of tests against competing solutions on semi-synthetic and real-world datasets. In recognition of the reliability issue when extending causal conclusions beyond training distributions, Chapter 4 argues ascertaining causal stability is the key and introduces a novel procedure called Risk Invariant Causal Estimation (RICE). By carefully re-examining the relationship between statistical invariance and causality, RICE cleverly leverages the observed data disparities to enable the identification of stable causal effects. Concretely, the causal inference objective is reformulated under the framework of invariant risk modeling (IRM), where a population-optimality penalty is enforced to filter out un-generalizable effects across heterogeneous populations. Importantly, RICE allows settings where counterfactual reasoning with unobserved confounding or biased sampling designs become feasible. The effectiveness of this new proposal is verified with respect to a variety of study designs on real and synthetic data. In summary, this dissertation presents a flexible causal inference framework that acknowledges the representation uncertainties and data heterogeneities. It enjoys three merits: improved balance to complex covariate interactions, enhanced robustness to unobservable latent confounders, and better generalizability to novel populations. / Doctor of Philosophy / Reasoning cause and effect is the innate ability of a human. While the drive to understand cause and effect is instinct, the rigorous reasoning process is usually trained through the observation of countless trials and failures. In this dissertation, we embark on a journey to explore various principles and novel statistical approaches for causal inference in observational studies. Throughout the dissertation, we focus on the causal effect estimation which answers questions like ``what if" and ``what could have happened". The causal effect of a treatment is measured by comparing the outcomes corresponding to different treatment levels of the same unit, e.g. ``what if the unit is treated instead of not treated?". The challenge lies in the fact that i) a unit only receives one treatment at a time and therefore it is impossible to directly compare outcomes of different treatment levels; ii) comparing the outcomes across different units may involve bias due to confounding as the treatment assignment potentially follows a systematic mechanism. Therefore, deconfounding constructs the main hurdle in estimating causal effects. This dissertation presents two parallel principles of deconfounding: i) balancing, i.e., comparing difference under similar conditions; ii) contrasting, i.e., extracting invariance under heterogeneous conditions. Chapter 2 and Chapter 3 explore causal effect through balancing, with the former systematically reviews a classical propensity score weighting approach in a conventional data setting and the latter presents a novel generative Bayesian framework named Balancing Variational Neural Inference of Causal Effects(BV-NICE) for high-dimensional, complex, and noisy observational data. It incorporates the advance deep learning techniques of representation learning, adversarial learning, and variational inference. The robustness and effectiveness of the proposed framework are demonstrated through an extensive set of experiments. Chapter 4 extracts causal effect through contrasting, emphasizing that ascertaining stability is the key of causality. A novel causal effect estimating procedure called Risk Invariant Causal Estimation(RICE) is proposed that leverages the observed data disparities to enable the identification of stable causal effects. The improved generalizability of RICE is demonstrated through synthetic data with different structures, compared with state-of-art models. In summary, this dissertation presents a flexible causal inference framework that acknowledges the data uncertainties and heterogeneities. By promoting two different aspects of causal principles and integrating advance deep learning techniques, the proposed framework shows improved balance for complex covariate interactions, enhanced robustness for unobservable latent confounders, and better generalizability for novel populations.

The importance of traffic safety has prompted considerable research on predicting driver risk and evaluating the impact of risk factors. Driver risk modeling is challenging due to the rarity of motor vehicle crashes and heterogeneity in individual driver risk. Statistical modeling and analysis of such driver data are often associated with Big Data, considerable noise, and lacking informative predictors. This dissertation aims to develop several systematic techniques for traffic safety modeling, including finite sample bias correction, decision-adjusted modeling, and effective risk factor construction. Poisson and negative binomial regression models are primary statistical analysis tools for traffic safety evaluation. The regression parameter estimation could suffer from the finite sample bias when the event frequency (e.g., the total number of crashes) is low, which is commonly observed in safety research. Through comprehensive simulation and two case studies, it is found that bias adjustment can provide more accurate estimation when evaluating the impacts of crash risk factors. I also propose a decision-adjusted approach to construct an optimal kinematic-based driver risk prediction model. Decision-adjusted modeling fills the gap between conventional modeling methods and the decision-making perspective, i.e., on how the estimated model will be used. The key of the proposed method is to enable a decision-oriented objective function to properly adjust model estimation by selecting the optimal threshold for kinematic signatures and other model parameters. The decision-adjusted driver-risk prediction framework can outperform a general model selection rule such as the area under the curve (AUC), especially when predicting a small percentage of high-risk drivers. For the third part, I develop a Multi-stratum Iterative Central Composite Design (miCCD) approach to effectively search for the optimal solution of any "black box" function in high dimensional space. Here the "black box" means that the specific formulation of the objective function is unknown or is complicated. The miCCD approach has two major parts: a multi-start scheme and local optimization. The multi-start scheme finds multiple adequate points to start with using space-filling designs (e.g. Latin hypercube sampling). For each adequate starting point, iterative CCD converges to the local optimum. The miCCD is able to determine the optimal threshold of the kinematic signature as a function of the driving speed. / Doctor of Philosophy / When riding in a vehicle, it is common to have personal judgement about whether the driver is safe or risky. The drivers’ behavior may affect your opinion, for example, you may think a driver who frequently hard brakes during one trip is a risky driver, or perhaps a driver who almost took a turn too tightly may be deemed unsafe, but you do not know how much riskier these drivers are compared to an experienced driver. The goal of this dissertation is to show that it is possible to quantify driver risk using data and statistical methods. Risk quantification is not an easy task as crashes are rare and random events. The wildest driver may have no crashes involved in his/her driving history. The rareness and randomness of crash occurrence pose great challenges for driver risk modeling. The second chapter of this dissertation deals with the rare-event issue and provides more accurate estimation. Hard braking, rapid starts, and sharp turns are signs of risky driving behavior. How often these signals occur in a driver’s day-to-day driving reflects their driving habits, which is helpful in modeling driver risk. What magnitude of deceleration would be counted as a hard brake? How hard of a corner would be useful in predicting high-risk drivers? The third and fourth chapter of this dissertation attempt to find the optimal threshold and quantify how much these signals contribute to the assessment of the driver risk. In Chapter 3, I propose to choose the threshold based on the specific application scenario. In Chapter 4, I consider the threshold under different speed limit conditions. The modeling and results of this dissertation will be beneficial for driver fleet safety management, insurance services, and driver education programs.

This study is the first examination on the association between seven types of sleep disorder and driving risk using large-scale naturalistic driving study data involving more than 3,400 participants. Regression analyses revealed that females with restless leg syndrome or sleep apnea and drivers with insomnia, shift work sleep disorder, or periodic limb movement disorder are associated with significantly higher driving risk than other drivers without those conditons. Furthermore, despite a small number of observations, there is a strong indication of increased risk for narcoleptic drivers. The findings confirmed results from simulator and epidemiological studies that the driving risk increases amongst people with certain types of sleep disorders. However, this study did not yield evidence in naturalistic driving settings to confirm significantly increased driving risk associated with migraine in prior research. The inconsistency may be an indication that the significant decline in cognitive performance among drivers with sleep disorders observed in laboratory settings may not nessarily translate to an increase in actual driving risk. Further research is necessary to define how to incentivize drivers with specific sleep disorders to balance road safety and personal mobility. / Master of Science

Motor vehicle crashes are one of the leading causes of death in the United States. Traffic safety research targets at understanding the cause of crash, preventing the crash, and mitigating crash severity. This dissertation focuses on the driver-related traffic safety issues, in particular, on developing and implementing contemporary statistical modeling techniques on driving risk research on Naturalistic Driving Study data. The dissertation includes 5 chapters. In Chapter 1, I introduced the backgrounds of traffic safety research and naturalistic driving study. In Chapter 2, the state-of-practice statistical methods were implemented on individual driver risk assessment using NDS data. The study showed that critical-incident events and driver demographic characteristics can serve as good predictors for identifying risky drivers. In Chapter 3, I developed and evaluated a novel Bayesian random exposure method for Poisson regression models to account for situations where the exposure information needs to be estimated. Simulation studies and real data analysis on Cellphone Pilot Analysis study data showed that, random exposure models have significantly better model fitting performances and higher parameter coverage probabilities as compared to traditional fixed exposure models. The advantage is more apparent when the values of Poisson regression coefficients are large. In Chapter 4, I performed comprehensive simulation-based performance analyses to investigate the type-I error, power and coverage probabilities on summary effect size in classical meta-analysis models. The results shed some light for reference on the prospective and retrospective performance analysis in meta-analysis research. In Chapter 5, I implemented classical- and Bayesian-approach multi-group hierarchical models on 100-Car data. Simulation-based retrospective performance analyses were used to investigate the powers and parameter coverage probabilities among different hierarchical models. The results showed that under fixed-effects model context, complex secondary tasks are associated with higher driving risk. / Ph. D.

Fixed-object crashes have long time been considered as major roadway safety concerns. While previous relevant studies tended to address such crashes in the context of roadway departures, and heavily relied on police-reported accidents data, this study integrated the SHRP2 NDS and RID data for analyses, which fully depicted the prior to, during, and after crash scenarios. A total of 1,639 crash, near-crash events, and 1,050 baseline events were acquired. Three analysis methods: logistic regression, support vector machine (SVM) and artificial neural network (ANN) were employed for two responses: crash occurrence and severity level. Logistic regression analyses identified 16 and 10 significant variables with significance levels of 0.1, relevant to driver, roadway, environment, etc. for two responses respectively. The logistic regression analyses led to a series of findings regarding the effects of explanatory variables on fixed-object event occurrence and associated severity level. SVM classifiers and ANN models were also constructed to predict these two responses. Sensitivity analyses were performed for SVM classifiers to infer the contributing effects of input variables. All three methods obtained satisfactory prediction performance, that was around 88% for fixed-object event occurrence and 75% for event severity level, which indicated the effectiveness of NDS event data on depicting crash scenarios and roadway safety analyses. / Master of Science / Fixed-object crashes happen when a single vehicle strikes a roadway feature such as a curb or a median, or runs off the road and hits a roadside feature such as a tree or utility pole. They have long time been considered as major highway safety concerns due to their high frequency, fatality rate, and associated property cost. Previous studies relevant to fixed-object crashes tended to address such crashes in the contexture of roadway departures, and heavily relied on police-reported accident data. However, many fixed-object crashes involved objects in roadway such as traffic control devices, roadway debris, etc. The police-reported accident data were found to be weak in depicting scenarios prior to, during crashes. Also, many minor crashes were often kept unreported. The Second Strategic Highway Research Program (SHRP2) Naturalistic Driving Study (NDS) is the largest NDS project launched across the country till now, aimed to study driver behavior or, performance-related safety problems under real-world scenarios. The data acquisition systems (DASs) equipped on participated vehicles collect vehicle kinematics, roadway, traffic, environment, and driver behavior data continuously, which enable researchers to address such crash scenarios closely. This study integrated SHRP2 NDS and roadway information database (RID) data to conduct a comprehensive analysis of fixed-object crashes. A total of 1,639 crash, near-crash events relevant to fixed objects and animals, and 1,050 baseline events were used. Three analysis methods: logistic regression, support vector machine (SVM) and artificial neural network (ANN) were employed for two responses: crash occurrence and severity level. The logistic regression analyses identified 16 and 10 variables with significance levels of 0.1 for fixed-object event occurrence and severity level models respectively. The influence of explanatory variables was discussed in detail. SVM classifiers and ANN models were also constructed to predict the fixed-object crash occurrence and severity level. Sensitivity analyses were performed for SVM classifiers to infer the contributing effects of input variables. All three methods achieved satisfactory prediction accuracies of around 88% for crash occurrence prediction and 75% for crash severity level prediction, which suggested the effectiveness of NDS event data on depicting crash scenarios and roadway safety analyses.

This dissertation aims to develop statistical methodologies for estimating the effects of time-fixed and time-varying factors in recurrent events modeling context. The research is motivated by the traffic safety research question of evaluating the influence of crash on driving risk and driver behavior. The methodologies developed, however, are general and can be applied to other fields. Four alternative approaches based on various data settings are elaborated and applied to 100-Car Naturalistic Driving Study in the following Chapters. Chapter 1 provides a general introduction and background of each method, with a sketch of 100-Car Naturalistic Driving Study. In Chapter 2, I assessed the impact of crash on driving behavior by comparing the frequency of distraction events in per-defined windows. A count-based approach based on mixed-effect binomial regression models was used. In Chapter 3, I introduced intensity-based recurrent event models by treating number of Safety Critical Incidents and Near Crash over time as a counting process. Recurrent event models fit the natural generation scheme of the data in this study. Four semi-parametric models are explored: Andersen-Gill model, Andersen-Gill model with stratified baseline functions, frailty model, and frailty model with stratified baseline functions. I derived model estimation procedure and and conducted model comparison via simulation and application. The recurrent event models in Chapter 3 are all based on proportional assumption, where effects are constant. However, the change of effects over time is often of primary interest. In Chapter 4, I developed time-varying coefficient model using penalized B-spline function to approximate varying coefficients. Shared frailty terms was used to incorporate correlation within subjects. Inference and statistical test are also provided. Frailty representation was proposed to link time-varying coefficient model with regular frailty model. In Chapter 5, I further extended framework to accommodate multi-type recurrent events with time-varying coefficient. Two types of recurrent-event models were developed. These models incorporate correlation among intensity functions from different type of events by correlated frailty terms. Chapter 6 gives a general review on the contributions of this dissertation and discussion of future research directions. / Ph. D.

Erkenntnisse über das Fahrerleben, also die subjektive Sicht von Fahrern auf Ereignisse im Fahralltag, wurden bisher vor allem retrospektiv gewonnen und sind damit anfällig für mitunter weitreichende Verfälschungen. Diese Dissertation verfolgte den Ansatz, das subjektive Fahrerleben auf alltäglichen Fahrten so situationsnah wie möglich zu erfassen. Ziel der Untersuchung war es, eine breite Datenbasis von subjektiv beanspruchenden Situationen für jüngere und ältere Fahrer zu generieren, um auch unbewusst vorhandene Unterstützungsbedürfnisse zu erfassen und damit eine bedarfsgerechte Entwicklung von Fahrerassistenzsystemen zu unterstützen. Es wurden 40 jüngere (M = 32,35 Jahre; SD = 3,58) und 40 ältere (M = 66,05 Jahre; SD = 4,13) Fahrer, je 20 Männer und Frauen, in ihrem Fahralltag über einen Zeitraum von jeweils 10 Tagen untersucht. Die Probanden hielten für sie relevante Situationen in kurzen Sprachprotokollen während der Fahrt über die Aufnahmefunktion in einem Smartphone fest. Unterstützt wurde die Situationsbetrachtung durch eine Videoaufnahme der Fahrsituation, sowie im Smartphone erfasste Geschwindigkeits-, Beschleunigungsdaten und GPS. Im Versuchszeitraum wurden insgesamt 1074 für die Auswertung relevante Sprachprotokolle während der Fahrt aufgezeichnet. Es ließen sich dabei 301 verschiedene Auslöser für die Aufnahme eines Sprachprotokolls unterscheiden. Ausgehend von den Ergebnissen und den geäußerten Unterstützungswünschen der Probanden wurden fünf verschiedene Unterstützungsbedürfnisse identifiziert, aus denen sich Anforderungen für Fahrerassistenzsysteme und Mensch-Maschine-Schnittstellen ableiten lassen. / Insights into driver experience, i.e. the driver's subjective view on events in everyday driving, have so far been gained mainly retrospectively (e.g. through interviews or online surveys). From a methodic perspective this means that reports and judgment are provided somewhat later after the event and therefore can be biased. In recent years, research in the field of driver-vehicle interaction has increasingly been enriched by natural driving studies (NDS). Since this method captures driving behavior in the natural driving context, it provides very realistic insights into events that drivers experience on a daily basis. So far, however, the focus has been on an objective view of driving behavior and environmental conditions with the aim of capturing parameters that provide an indication of future safety-critical situations. The subjective view of the driver, e.g. which situations he assesses as demanding, was hardly considered. The idea of the dissertation thesis was to capture subjective driver experience and support wishes of drivers in a NDS-like study. The aim of the study was to generate a broad database of subjectively demanding situations for younger and elder drivers, in order to detect unconsciously existing support needs and thus to support the user-centered development of driver assistance systems. Participants were 40 younger (M = 32.35 years, SD = 3.58) and 40 elder (M = 66.05 years, SD = 4.13) drivers, 20 men and 20 women each. Over the period of 10 days they documented each journey by questionnaires before and after each ride. Furthermore a smartphone with a specially programmed application was used as a recording device. Through short speech protocols the participants commented on every relevant driving situation. Considered as relevant - beyond critical events - were all special incidents or situations that were notable for the drivers or in which they wished for support in whatever form. The application also recorded GPS, speed and acceleration data as well as a video of the driving situation during relevant situations. A personal interview took place at the end of each trial period. As a result, a total of 1074 speech protocols were recorded while driving. They showed a very high range of situations that were notable for the participants. A total of 301 different triggers for recording a speech protocol could be distinguished. In addition, the consideration of the verbalized reaction of the drivers in the situations was important. The results were examined with regard to possible differences in age and gender groups. On the basis of the results and the expressed support wishes of the participants, five different support needs were identified, from which requirements for future driver assistance systems and human-machine interfaces can be derived.

The development of driver assistance and automated vehicle control is in process and finds its way more and more into urban traffic environments. Here, the complexity of traffic situations is highly challenging and requires system approaches to comprehend such situations. The key element is the process of situation assessment to identify critical situations in advance and derive adequate warning and intervention strategies. This thesis introduces a system approach to establish a situation assessment process with the focus on the prediction of the driver intention. The system design is based on the Situation Awareness model by Endsley. Further, a prediction algorithm is created using Hidden Markov Models. To define the parameters of the models, an existing database is used and previously analyzed to identify reasonable variables that indicate an intended driving direction while approaching the intersection. Here, vehicle dynamics are used instead of driver inputs to enable a further extension of the prediction, i.e.\\ to predict the driving intention of other vehicles detected by sensors. High prediction rates at temporal distances of several seconds before entering the intersection are accomplished. The prediction is integrated in a system for situation assessment including an intersection model. A Matlab tool is created with an interface to the vehicle CAN bus and the intersection modeling which uses digital map data to establish a representation of the intersection. To identify differences and similarities in the process of approaching an intersection dependent on the intersection shape and regulation, a naturalistic driving study is conducted. Here, the distance to the intersection and velocity is observed on driver inputs related to the upcoming intersection (leaving the gas pedal, pushing the brake, using the turn signal). The findings are used to determine separate prediction models dependent on shape and regulation of the upcoming intersection. The system runs in real-time and is tested in a real traffic environment. / Die Entwicklung von Fahrerassistenz und automatisiertem Fahren ist in vollem Gange und entwickelt sich zunehmend in Richtung urbanen Verkehrsraum. Hier stellen besonders komplexe Verkehrssituationen sowohl für den Fahrer als auch für Assistenzsysteme eine Herausforderung dar. Zur Bewältigung dieser Situationen sind neue Systemansätze notwendig, die eine Situationsanalyse und -bewertung beinhalten. Dieser Prozess der Situationseinschätzung ist der Schlüssel zum Erkennen von kritischen Situationen und daraus abgeleiteten Warnungs- und Eingriffsstrategien. Diese Arbeit stellt einen Systemansatz vor, welcher den Prozess der Situationseinschätzung abbildet mit einem Fokus auf die Prädiktion der Fahrerintention. Das Systemdesign basiert dabei auf dem Situation Awareness Model von Endsley. Der Prädiktionsalgorithmus ist mit Hilfe von Hidden Markov Modellen umgesetzt. Zur Bestimmung der Modellparameter wurde eine existierende Datenbasis genutzt und zur Bestimmung von relevanten Variablen für die Prädiktion der Fahrtrichtung während der Kreuzungsannäherung analysiert. Dabei wurden Daten zur Fahrdynamik ausgewählt anstelle von Fahrereingaben um die Prädiktion später auf externe Fahrzeuge mittels Sensorinformationen zu erweitern. Es wurden hohe Prädiktionsraten bei zeitlichen Abständen von mehreren Sekunden bis zum Kreuzungseintritt erzielt. Die Prädiktion wurde in das System zur Situationseinschätzung integriert. Weiterhin beinhaltet das System eine statische Kreuzungsmodellierung. Dabei werden digitale Kartendaten genutzt um eine Repräsentation der Kreuzung und ihrer statischen Attribute zu erzeugen und die der Kreuzungsform entsprechenden Prädiktionsmodelle auszuwählen. Das Gesamtsystem ist als Matlab Tool mit einer Schnittstelle zum CAN Bus implementiert. Weiterhin wurde eine Fahrstudie zum natürlichen Fahrverhalten durchgeführt um mögliche Unterschiede und Gemeinsamkeiten bei der Annäherung an Kreuzungen in Abhängigkeit der Form und Regulierung zu identifizieren. Hierbei wurde die Distanz zur Kreuzung und die Geschwindigkeit bei Fahrereingaben im Bezug zur folgenden Kreuzung gemessen (Gaspedalverlassen, Bremspedalbetätigung, Blinkeraktivierung). Die Ergebnisse der Studie wurden genutzt um die Notwendigkeit verschiedener Prädiktionsmodelle in Abhängigkeit von Form der Kreuzung zu bestimmen. Das System läuft in Echtzeit und wurde im realen Straßenverkehr getestet.

Technology pervades our daily living, and is increasingly integrated into the vehicle – directly affecting driving. On the one hand technology such as cell phones provoke driver distraction and inattention, whereas, on the other hand, Advanced Driver Assistance Systems (ADAS) support the driver in the driving task. The question is, can a driver successfully adapt to the ever growing technological advancements? Thus, this thesis aimed at improving safe driver behaviour by understanding the underlying psychological mechanisms that influence behavioural change. Previous research on ADAS and human attention was reviewed in the context of driver behavioural adaptation. Empirical data from multiple data sources such as driving performance data, visual behaviour data, video footage, and subjective data were analyzed to evaluate two ADAS (a brake-capacity forward collision warning system, B-FCW, and a Visual Distraction Alert System, VDA-System). Results from a field operational test (EuroFOT) showed that brake-capacity forward collision warnings lead to immediate attention allocation toward the roadway and drivers hit the brake, yet change their initial response later on by directing their eyes toward the warning source in the instrument cluster. A similar phenomenon of drivers changing initial behaviour was found in a driving simulator study assessing a Visual Distraction Alert System. Analysis showed that a Visual Distraction Alert System successfully assists drivers in redirecting attention to the relevant aspects of the driving task and significantly improves driving performance. The effects are discussed with regard to behavioural adaptation, calibration and system acceptance. Based on these findings a novel assessment for human-machine-interaction (HMI) of ADAS was introduced. Based on the contribution of this thesis and previous best-practices, a holistic safety management model on accident prevention strategies (before, during and after driving) was developed. The DO-IT BEST Feedback Model is a comprehensive feedback strategy including driver feedback at various time scales and therefore is expected to provide an added benefit for distraction and inattention prevention. The central contributions of this work are to advance research in the field of traffic psychology in the context of attention allocation strategies, and to improve the ability to design future safety systems with the human factor in focus. The thesis consists of the introduction of the conducted research, six publications in full text and a comprehensive conclusion of the publications. In brief this thesis intends to improve safe driver behaviour by understanding the underlying psychological mechanisms that influence behavioral change, thereby resulting in more attention allocation to the forward roadway, and improved vehicle control. / Technologie durchdringt unser tägliches Leben und ist zunehmend integriert in Fahrzeuge – das Resultat sind veränderte Anforderungen an Fahrzeugführer. Einerseits besteht die Gefahr, dass er durch die Bedienung innovativer Technologien (z.B. Mobiltelefone) unachtsam wird und visuell abgelenkt ist, andererseits kann die Nutzung von Fahrerassistenzsystemen die den Fahrer bei der Fahraufgabe unterstützten einen wertvollen Beitrag zur Fahrsicherheit bieten. Die steigende Aktualität beider Problematiken wirft die Frage auf: "Kann der Fahrer sich erfolgreich dem ständig wachsenden technologischen Fortschritt anpassen?" Das Ziel der vorliegenden Arbeit ist der Erkenntnisgewinn zur Verbesserung des Fahrverhaltens indem der Verhaltensänderungen zugrunde liegende psychologische Mechanismen untersucht werden. Eine Vielzahl an Literatur zu Fahrerassistenzsystemen und Aufmerksamkeitsverteilung wurde vor dem Hintergrund von Verhaltensanpassung der Fahrer recherchiert. Daten mehrerer empirischer Quellen, z. B. Fahrverhalten, Blickbewegungen, Videomitschnitte und subjektive Daten dienten zur Datenauswertung zweier Fahrerassistenzsysteme. Im Rahmen einer Feldstudie zeigte sich, dass Bremskapazitäts-Kollisionswarnungen zur sofortigen visuellen Aufmerksamkeitsverteilung zur Fahrbahn und zum Bremsen führen, Fahrer allerdings ihre Reaktion anpassen indem sie zur Warnanzeige im Kombinationsinstrument schauen. Ein anderes Phänomen der Verhaltensanpassung wurde in einer Fahrsimulatorstudie zur Untersuchung eines Ablenkungswarnsystems, das dabei hilft die Blicke von Autofahrern stets auf die Straße zu lenken, gefunden. Diese Ergebnisse weisen nach, dass solch ein System unterstützt achtsamer zu sein und sicherer zu fahren. Die vorliegenden Befunde wurden im Zusammenhang zu Vorbefunden zur Verhaltensanpassung zu Fahrerassistenzsystemen, Fahrerkalibrierung und Akzeptanz von Technik diskutiert. Basierend auf den gewonnenen Erkenntnissen wurde ein neues Vorgehen zur Untersuchung von Mensch- Maschine-Interaktion eingeführt. Aufbauend auf den Resultaten der vorliegenden Arbeit wurde ein ganzheitliches Modell zur Fahrsicherheit und -management, das DO-IT BEST Feedback Modell, entwickelt. Das Modell bezieht sich auf multitemporale Fahrer-Feedbackstrategien und soll somit einen entscheidenen Beitrag zur Verkehrssicherheit und dem Umgang mit Fahrerunaufmerksamkeit leisten. Die zentralen Beiträge dieser Arbeit sind die Gewinnung neuer Erkenntnisse in den Bereichen der Angewandten Psychologie und der Verkehrspsychologie in den Kontexten der Aufmerksamkeitsverteilung und der Verbesserung der Gestaltung von Fahrerassistenzsystemen fokusierend auf den Bediener. Die Dissertation besteht aus einem Einleitungsteil, drei empirischen Beiträgen sowie drei Buchkapiteln und einer abschliessenden Zusammenfassung.