Eve Mitsopoulos-Rubens

Systems-based accident analysis in the led outdoor activity domain: application and evaluation of a risk management framework

Safety-compromising accidents occur regularly in the led outdoor activity domain. Formal accident analysis is an accepted means of understanding such events and improving safety. Despite this, there remains no universally accepted framework for collecting and analysing accident data in the led outdoor activity domain. This article presents an application of Rasmussens risk management framework to the analysis of the Lyme Bay sea canoeing incident. This involved the development of an Accimap, the outputs of which were used to evaluate seven predictions made by the framework. The Accimap output was also compared to an analysis using an existing model from the led outdoor activity domain. In conclusion, the Accimap output was found to be more comprehensive and supported all seven of the risk management frameworks predictions, suggesting that it shows promise as a theoretically underpinned approach for analysing, and learning from, accidents in the led outdoor activity domain. Statement of Relevance: Accidents represent a significant problem within the led outdoor activity domain. This article presents an evaluation of a risk management framework that can be used to understand such accidents and to inform the development of accident countermeasures and mitigation strategies for the led outdoor activity domain.

Effects on driving performance of interacting with an in-vehicle music player: A comparison of three interface layout concepts for information presentation

Interface design is an important factor in assessing the potential effects on safety of interacting with an in-vehicle information system while driving. In the current study, the layout of information on a visual display was manipulated to explore its effect on driving performance in the context of music selection. The comparative effects of an auditory-verbal (cognitive) task were also explored. The driving performance of 30 participants was assessed under both baseline and dual task conditions using the Lane Change Test. Concurrent completion of the music selection task with driving resulted in significant impairment to lateral driving performance (mean lane deviation and percentage of correct lane changes) relative to the baseline, and significantly greater mean lane deviation relative to the combined driving and the cognitive task condition. The magnitude of these effects on driving performance was independent of layout concept, although significant differences in subjective workload estimates and performance on the music selection task across layout concepts highlights that potential uncertainty regarding design use as conveyed through layout concept could be disadvantageous. The implications of these results for interface design and safety are discussed.

Police Officer In-vehicle Discomfort: Appointments Carriage Method and Vehicle Seat Features

Musculoskeletal pain is commonly reported by police officers. A potential cause of officer discomfort is a mismatch between vehicle seats and the method used for carrying appointments. Twenty-five police officers rated their discomfort while seated in: (1) a standard police vehicle seat, and (2) a vehicle seat custom-designed for police use. Discomfort was recorded in both seats while wearing police appointments on: (1) a traditional appointments belt, and (2) a load-bearing vest/belt combination (LBV). Sitting in the standard vehicle seat and carrying appointments on a traditional appointments belt were both associated with significantly elevated discomfort. Four vehicle seat features were most implicated as contributing to discomfort: back rest bolster prominence; lumbar region support; seat cushion width; and seat cushion bolster depth. Authorising the carriage of appointments using a LBV is a lower cost solution with potential to reduce officer discomfort. Furthermore, the introduction of custom-designed vehicle seats should be considered.

Drivers' decisions to turn across the path of a motorcycle with low beam headlights

Crashes involving a passenger car and a motorcycle, where the car is turning across the path of the motorcycle, are a major crash type of motorcycle riders. The incidence of such crashes could be reduced through improvements in motorcycle conspicuity. Operation of low-beam headlights on motorcycles has been discussed as one approach for improving the “sensory conspicuity” of motorcycles during daylight hours. Forty-three experienced drivers completed a series of trials in a driving simulator where their task in each trial was to turn ahead of an oncoming vehicle if they felt that they had sufficient room to do so safely. A key manipulation across trials was whether the oncoming vehicle was a motorcycle with headlights on, or a motorcycle with headlights off. Time gap (short, medium, long) was also manipulated. At short time gaps low-beam headlights may confer some benefit in gap acceptance by encouraging drivers to accept fewer gaps ahead of a motorcycle with headlights on than ahead of a motorcycle with headlights off. No statistically significant differences in gap acceptance between the headlight conditions were found at either the medium or long time gaps. Overall the present research provides support for the use of low-beam headlights as a tool through which to augment the conspicuity of motorcycles. It is proposed that further research aim to explore directly the precise mechanisms underlying the observed effects.

Drivers’ response to dynamic gap assistance signs at simulated rural unsignalised T-intersections

A high proportion of road crashes occur at intersections. Poor gap selection by drivers at intersections is implicated as a key contributory factor in intersection crashes and thus recent research has explored various forms of dynamic signage to improve gap selection by drivers at rural intersections. In this study 29 drivers encountered two distinct forms of dynamic signage, in a driving simulator, designed to support safe gap selection at unsignalised T-intersections. The key difference between the signs was the level of information provided regarding the direction and proximity of oncoming traffic. The sign presenting the most detailed information to the driver encouraged conservative gap selection at the more safety-critical short time gap, but did not affect gap selection decisions at medium or long gaps. The implications for safety at rural intersections are discussed.