Tal Oron-Gilad

Alertness maintaining tasks (AMTs) while driving

We evaluated the effectiveness of alertness maintaining tasks (AMTs) on driver performance, subjective feelings, and psychophysiological state in monotonous simulated driving in two experiments. In the first experiment, 12 professional truck drivers participated in five sessions of simulated driving: driving only, driving with one of three AMTs (counterbalanced), and driving while listening to music. AMTs were not equally effective in maintaining alertness. The trivia AMT prevented driving performance deterioration, and increased alertness (measured by standardized HRV). The choice reaction time AMT was least demanding but also increased subjective sleepiness and reduced arousal (measured by alpha/beta ratio). The working memory AMT caused a significant decrement in driving speed, increased subjective fatigue, and was regarded by the participants as detrimental to driving. Trivia was preferred by the majority of the drivers over the other two AMTs. Experiment 2 further examined the utility of the trivia AMT. When the drivers engaged in the trivia AMT they maintained better driving performance and perceived the driving duration as shorter than the control condition. The two experiments demonstrated that AMTs can have a positive effect on alertness. The effect is localized in the sense that it does not persist beyond the period of the AMT activation.

Vibrotactile Guidance Cues for Target Acquisition

Three experiments examined the use of vibrotactile cues to guide an operator toward a target. Vibrotactile stimulation on the hand can provide spatially stabilizing cues for feedback of subtle changes in position. When such feedback is present, a deviation from the point of origin results in tactile stimulation indicating the direction and magnitude of the positional error. Likewise, spatial deviation from a desired position displayed tactually can provide robust position guidance and stabilization sufficient to improve the acquisition time and accuracy of fine cursor control. A major advantage of this mode of information representation is that it can be present at the same time as visual cues with minimal cross-modal interference. Our findings suggest that performance is actually enhanced when both tactile and visual cues are present. Although previous studies have suggested that various forms of tactile feedback can provide position guidance and stabilization, to our knowledge, this work is the first that details the effect of tactile feedback on target acquisition directly.

Driver fatigue among military truck drivers

Abstract The Israeli Defense Force (IDF) Transport Center is the largest and the most diverse transportation organization in Israel: three times as large as the largest commercial fleet in Israel, and military bases are spread all over the country. It also has the ability to regulate the drivers better: enforcing diet, hours of sleep, and working hours. The drivers are either permanently employed civilians, career service personnel, or mandatory service personnel. This employment status correlates with age, experience, carrier type, and several job characteristics (for example mandatory service drivers typically do not drive at night). The study consisted of a survey of 314 male drivers (30% of the entire base driver population). Despite the different environment, the military drivers display many characteristics and coping-behaviors characteristic of civilian drivers. Our results cast a doubt on the efficacy of enforcing night sleep and prohibiting night drives as an alternative to regulating hours of service. Our findings also reveal that it is insufficient to provide drivers with the time to sleep. One has to ensure that they also get a good quality of sleep. Implications for reducing fatigue in this environment are suggested. We identified the mandatory service drivers (young, less experienced drivers, lower military ranks) as a group of drivers that falls asleep more often and to a greater extent. They are particularly sensitive to sleep deficits and influenced by external events such as aggravation and boredom. It is important to provide drivers with more in-vehicle, accessible countermeasures to counter fatigue since they often do not stop, particularly in short-haul conditions. Since the radio has a high level of usage and acceptance among drivers, it could be exploited as an interactive communications system, as an educational medium, and as an image-enhancing device.

Usage and perceived effectiveness of fatigue countermeasures for professional and nonprofessional drivers

BACKGROUND Drivers adopt various strategies in order to cope with fatigue and falling asleep at the wheel. These strategies include a wide range of activities that may invigorate the body and/or the mind. OBJECTIVES To compare usage patterns and to evaluate the perceived effectiveness of different coping behaviors adopted by professional and nonprofessional drivers in order to maintain alertness. METHOD The study was conducted using a large-scale survey, filled by 100 professional and 90 nonprofessional drivers. RESULTS Listening to the radio and opening the window were the most frequently used and also perceived as highly effective coping behaviors by both groups of drivers. Talking on a cellular phone or with a passenger were more frequently used by nonprofessional drivers whereas, planning rest stops ahead, stopping for a short nap and drinking coffee were more frequently used by professional drivers. These methods were also perceived as more effective by professional than by the nonprofessional drivers and their usage frequency highly correlated with their perceived effectiveness. CONCLUSIONS Nonprofessional drivers counteract fatigue only at the tactical/maneuvering level of the drive. Hence, they tend to adopt methods that help them pass the time and reduce their feeling of boredom but do not require advance preparations or adjustments in the driving. In contrast, professional drivers counteract fatigue also at the strategic/planning level of driving, and use a much larger repertoire of coping-behaviors. IMPLICATIONS Fatigue countermeasures should include all levels of the driving task hierarchy, and experience-based countermeasures used by professional drivers should be considered for experimental validation.

Road Characteristics and Driver Fatigue: A Simulator Study

Two experiments examined the influence of road characterisitcs on driver fatigue in a prolonged simulator drive. In experiment one, ten military truck drivers drove a mixed route, with straight, winding, and straight highway segments. In experiment two, 16 additional drivers drove either a straight, a winding, or a mixed route. Fatigue symptoms were assessed using performance, subjective, and phsychophysiological measures (HRV). We hypothized that drivers adopt different fatigue-coping strategies relative to the demands of the drive. Thus, on straight roads drivers are more likely to loosen their driving demands by either increasing their driving speed and/or not maintaning the lane position, as the road is tolerant to both strategies, whereas on winding roads, drivers are more likely to increase their speed but not their lane positioning. Our results confirm that decremental changes in driving performance varied among road types. In the straight road components, we found decrements in the quality of lane maintaining (experiment one) and steering quality (experiments one and two) and longitudinal speed (experiment two). In the winding road, we found that drivers increased their driving speed over time (experiments one and two).

Drivers’ perception of vulnerable road users: A hazard perception approach

The present study examined how experienced and young-inexperienced drivers (either trained in hazard perception or not) respond to and identify pedestrians when they appear in residential roads within populated neighborhoods and in urban roads located outside neighborhoods and usually less populated. As part of a hazard perception test, participants were connected to an eye tracking system and were asked to observe 58 traffic scene movies and press a response button each time they detected a hazardous situation. Analyzing all pedestrian-related events revealed that, regardless of driving experience or training, drivers detect pedestrians less often when they appear in urban areas and more often when they appear in residential areas. Moreover, experienced drivers processed information more efficiently than young-inexperienced drivers (both trained and untrained) when pedestrians were identified. Visual search patterns in urban and residential traffic environments are discussed.

Formation and Evaluation of Act and Anticipate Hazard Perception Training (AAHPT) Intervention for Young Novice Drivers

Objective: Young novice drivers’ poor hazard perception (HP) skills are a prominent cause for their overinvolvement in traffic crashes. HP, the ability to read the road and anticipate forthcoming events, is receptive to training. This study explored the formation and evaluation of a new HP training intervention—the Act and Anticipate Hazard Perception Training (AAHPT), which is based upon exposing young novice drivers to a vast array of actual traffic hazards, aiming to enhance their ability to anticipate potential hazards during testing. Method: Forty young novices underwent one of 3 AAHPT intervention modes (active, instructional, or hybrid) or a control group. Active members observed video-based traffic scenes and were asked to press a response button each time they detected a hazard. Instructional members underwent a tutorial that included both written material and video-based examples regarding HP. Hybrid members received a condensed theoretical component followed by a succinct active component. Control was presented with a road safety tutorial. Approximately one week later, participants performed a hazard perception test (HPT), during which they observed other movies and pressed a response button each time they detected a hazard. Twenty-one experienced drivers also performed the HPT and served as a gold standard for comparison. Results: Overall, the active and hybrid modes were more aware of potential hazards relative to the control. Conclusions: Inclusion of an active–practical component generates an effective intervention. Using several evaluation measurements aids performance assessment process. Advantages of each of the training methodologies are discussed. Supplemental materials are available for this article. Go to the publishers online edition of Traffic Injury Prevention to view the supplemental file.

The Workload and Performance Relationship in the Real World: A Study of Police Officers in a Field Shooting Exercise

We examined the relationship between perceived workload and performance by evaluating the responses of police officers to 4 different draw-and-shoot tasks in a night field training exercise which was part of their regular training regimen. Sixty-two police officers volunteered to participate. Results demonstrated an associative trend among 3 tasks where shooting performance decreased and workload increased as the tasks became more complex. However, performance on 1 specific shooting task did not correlate with any of the other 3 tasks, and in this 1 exceptional case, insensitivities were observed in which workload increased but performance remained constant.

Vibrotactile “On-Thigh” Alerting System in the Cockpit

Background: Alerts in the cockpit must be robust, difficult to ignore, and easily recognized. Tactile alerts can provide means to direct the pilot’s attention in the already visual-auditory overloaded cockpit environment. Objective: This research examined the thigh as a placement for vibrotactile display in the cockpit. The authors (a) report initial findings concerning the loci and properties of the display, (b) evaluate the added value of tactile cuing with respect to the existing audio-visual alerting system, and (c) address the issue of tactile orienting—whether the cue should display “flight” or “fight” orienting. The tactor display prototype was developed by a joint venture of Israel Aerospace Industries, Lahav Division, and the Ben Gurion University of the Negev (patent pending 11/968,405). Method: A vibrotactile display mounted on the thigh provided directional cues in the vertical plane. Two vibrotactile display modes (eight and four tactors) and two response modes (compatible, i.e., fight [toward vibrotactile cue], and inverse, i.e., flight [away from vibrotactile cue]) were evaluated. Results: Vertical directional orienting can be achieved by a vibrotactile display assembled on the thigh. The four-tactor display mode and the compatible response mode produced more accurate results. Conclusion: Tactile cues can provide directional orienting in the vertical plane. The benefit of adding compatible tactile cues compared with visual and auditory cues alone has yet to be reinforced. Nevertheless, fight mode, that is, directing the way to escape from hazardous situations, was preferred. Application: Potential applications include providing directional collision alerts within the vertical plane, assisting pilot’s elevation control, or navigation.

The combination of short rest and energy drink consumption as fatigue countermeasures during a prolonged drive of professional truck drivers

One of the major concerns for professional drivers is fatigue. Many studies evaluated specific fatigue countermeasures, in many cases comparing the efficiency of each method separately. The present study evaluated the effectiveness of rest areas combined with consumption of energy drinks on professional truck drivers during a prolonged simulated drive. Fifteen professional truck drivers participated in three experimental sessions: control-drivers were asked to drink 500 ml of a placebo drink prior to the beginning of the drive. Energy drink-drivers were asked to drink 500 ml of an energy drink containing 160 mg of caffeine prior to the beginning of the drive, and an Energy drink+Rest session--where the drivers were asked to drink 500 ml of an energy drink prior to driving, and rest for 10 min at a designated rest area zone 100 min into the drive. For all sessions, driving duration was approximately 150 min and consisted of driving on a monotonous, two-way rural road. In addition to driving performance measures, subjective measures, and heart rate variability were obtained. Results indicated that consumption of an energy drink (in both sessions) facilitated lower lane position deviations and reduced steering wheel deviations during the first 80-100 min of the drive relative to the control sessions. Resting after 100 min of driving, in addition to the energy drink that was consumed before the drive, enabled the drivers to maintain these abilities throughout the remainder of the driving session. Practical applications: Practical applications arising from the results of this research may give indication on the possible added value of combining fatigue counter measures methods during a prolonged drive and the importance of the timing of the use for each method.