Traffic Injury Prevention最新文献

{"title":"Assessing the impact of cannabis use on freeway driving performance and practices: A comparative analysis with placebo and alcohol-influenced driving","authors":"Timothy Brown ,&nbsp;Cole Kruse ,&nbsp;Rose Schmitt ,&nbsp;Gary Gaffney ,&nbsp;Gary Milavetz","doi":"10.1080/15389588.2024.2393215","DOIUrl":"10.1080/15389588.2024.2393215","url":null,"abstract":"<div><h3>Objective</h3><div>The objectives of this study were 1) to identify the effects cannabis has on driving performance and individual motor practices when on the freeway compared to placebo and 2) to bring context to the effects of cannabis on driving by comparing effect sizes to those of alcohol.</div></div><div><h3>Methods</h3><div>Data for analysis was collected from a study of fifty-three participants with a history of tetrahydrocannabinol (THC) cannabis use who completed three visits in randomized order (placebo (0% THC), 6.18% THC, and 10.5% THC). Data for the alcohol analysis was from a subset of eighteen of these participants with a history of recent alcohol use that completed a fourth alcohol visit that targeted a .05 g/210L breath alcohol content (BrAC) during the drive. Comparisons were made using an analysis of variance approach with the SAS General Linear Models Procedure. Cohen’s <em>d</em> effect sizes were calculated for the cannabis and alcohol conditions relative to placebo for both the full sample and alcohol subset.</div></div><div><h3>Results</h3><div>Standard deviation of lane position (SDLP) for cannabis significantly increased compared to placebo and the effect size was comparable to that of alcohol at .05 BrAC. Lane departures for cannabis significantly increased relative to placebo as did the time out of the lane. Cannabis use resulted in an increased amount of time at 10% or more below the speed limit for the 6.18% THC condition. Relative to alcohol, cannabis produced more time at slower speeds and less time at speeds more than 10% above the speed limit.</div></div><div><h3>Conclusions</h3><div>Multiple factors of lateral and longitudinal vehicle control on the freeway showed statistical significance. Drivers under the influence of cannabis exhibited higher rates of driving errors but also showed more cautious behaviors such as generally lower speeds on the freeway. Compared with alcohol, effect sizes varied. For longitudinal control, there were larger effect sizes for alcohol with speed effects in opposite directions, but relatively equivalent effect sizes for lateral control and driving errors associated with lane keeping.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 10-19"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142301094","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluating the effectiveness of safety countermeasures at highway–railway grade crossing based on a machine learning framework","authors":"Mohammadali Zayandehroodi ,&nbsp;Barat Mojaradi ,&nbsp;Morteza Bagheri","doi":"10.1080/15389588.2024.2387713","DOIUrl":"10.1080/15389588.2024.2387713","url":null,"abstract":"<div><h3>Objective</h3><div>This research aims to cluster similar highway–railway grade crossings (HRGCs) to examine the safety countermeasures at HRGCs.</div></div><div><h3>Methods</h3><div>The methodology integrates inventory and collision data from Federal Railroad Association (FRA) data set during years 2010 to 2022 . The XGBoost and random forest (RF) algorithms are employed to identify influential collision severity factors. Then, the deep latent class analysis (DLCA) method is utilized on selected inventory factors as important features to cluster similar HRGCs. Afterward, collision modification factor (CMF) and standard error (SE) measures are computed for each countermeasure through collisions within each HRGC cluster.</div></div><div><h3>Results</h3><div>XGBoost successfully identified 20 important collision and inventory factors with importance levels exceeding 94%, such as the number of daily trains and the surface material. Then, the DCLA method achieved 4 distinct clusters optimized by high similarity within each cluster and significant independence among clusters. The effectiveness of countermeasures was computed in terms of CMF and SE. The CMF results demonstrated that bells achieved superior safety compared to other countermeasures in clusters with sharper track angles and high maximum train speeds. Implementing bells decreased collisions across Clusters 1 and 4, with reductions of 53% (CMF = 0.47) and 46% (CMF = 0.54), respectively.</div></div><div><h3>Conclusions</h3><div>The results highlight XGBoost’s capability to identify important collision and inventory factors, successfully uncovering 20 of the most important factors. The DCLA clustering method forms 4 distinct groups marked by substantial internal similarity within each cluster. This approach contributes to a clearer understanding of how each countermeasure impacts collision frequency. The findings highlight the varying effectiveness of different countermeasures across clusters, improving decision making for safety at HRGCs. The study highlights the efficacy of crossbucks in addressing safety concerns during moderate traffic conditions, particularly evident in environments with a highway speed limit between 100 and 125 mph. Additionally, bells demonstrate notable effectiveness in areas with sharper track angles.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 120-127"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332370","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Traffic conflict analysis in continuous confluence area of cross-river bridge driven by vehicle trajectory data","authors":"Jiaqi Wang ,&nbsp;Zhiyi Ye ,&nbsp;Yushun Lin ,&nbsp;Zhanyong Wang ,&nbsp;Jiangang Guo","doi":"10.1080/15389588.2024.2385585","DOIUrl":"10.1080/15389588.2024.2385585","url":null,"abstract":"<div><h3>Objectives</h3><div>To conduct an in-depth study on the spatial distribution of traffic conflicts in the continuous merging areas of cross-river bridges and ensure public transportation safety.</div></div><div><h3>Methods</h3><div>First, we utilized drone aerial photography to collect videos of vehicle movements. Using the YOLOv7 object detection algorithm and the Strong SORT multi-object tracking algorithm, we extracted high-precision vehicle trajectory time-series data. Next, based on the motion characteristics of traffic entities, we proposed using Deceleration Rate (DR) to describe rear-end conflicts and Lane Change Speed (LCS) to describe lane-changing conflicts. Additionally, we employed the K-means clustering method to determine the threshold values for minor, moderate, and severe levels of rear-end and lane-changing conflicts. Finally, based on the obtained trajectory data, the values of traffic conflicts are calculated and their severity is classified. A heat map of the spatial distribution of vehicle conflicts in continuous merging zones is then created to study the spatial distribution patterns of traffic conflicts.</div></div><div><h3>Results</h3><div>The threshold values for minor, moderate, and severe levels of rear-end conflicts are determined to be 3.06 m/s², 5.36 m/s², and 8.04 m/s², respectively. For lane-changing conflicts, the thresholds are 1.13 m/s, 2.07 m/s, and 3.45 m/s. The spatial distribution of traffic conflicts exhibits a “first increase, then decrease, and then increase again” trend.</div></div><div><h3>Conclusions</h3><div>The study identifies the critical areas of traffic conflicts in the continuous merging zones of cross-river bridges. The research results provide a novel approach for acquiring traffic data in these areas and offer a reliable quantitative method for assessing safety risks on these road segments. This provides a theoretical basis for proposing targeted traffic safety management strategies.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 102-110"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141983974","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Substance use and driver fatality in Norway: An expanded case-control study","authors":"Hallvard Gjerde ,&nbsp;Ragnhild Elen Gjulem Jamt ,&nbsp;Jo Steinson Stenehjem ,&nbsp;Stig Tore Bogstrand","doi":"10.1080/15389588.2024.2392274","DOIUrl":"10.1080/15389588.2024.2392274","url":null,"abstract":"<div><h3>Objective</h3><div>Using alcohol or psychoactive drugs before driving a motor vehicle may increase the risk of crash involvement, injury, and death. This is better documented for alcohol than for drugs. The aim of this study was to expand a previous case-control study on substance use and driver fatality by doubling the number of cases and controls, and hence improve the statistical power and enable the analysis of combined substance use.</div></div><div><h3>Methods</h3><div>We collected data on alcohol and drug use from all 1197 drivers of cars and vans who were fatally injured in road traffic crashes in Norway between 2005 and 2020 (‘cases’) by analyzing blood samples or reviewing other information on substance use. We also collected data on alcohol and drug use among 17,219 drivers in random road traffic (‘controls’) by analyzing oral fluid samples. Substance use was converted to dichotomous variables (no use/use). We used unconditional logistic regression to estimate adjusted odds ratios (aORs) with 95% confidence intervals (CIs) of driver fatality for mutually exclusive substance groups, adjusted for sex, age, geographic region, urban centrality class, and time interval of the week.</div></div><div><h3>Results</h3><div>Compared to no substance use, the aOR (95% CI) for driver fatality was for alcohol 91 (61-137), stimulants (primarily amphetamines) aOR 22 (9-56), benzodiazepines and z-hypnotics (BZDs) aOR 4.0 (2.7-5.9), tetrahydrocannabinol (THC) aOR 3.4 (1.7-6.7), and opioids aOR 1.4 (0.4-4.9). The aOR for any polysubstance use was 168 (96-297). The combinations of BZDs with stimulants or THC were associated with markedly higher aORs for driver fatality than the use of single substance groups.</div></div><div><h3>Conclusions</h3><div>Alcohol and polysubstance use are the most important predictors of fatal injury, followed by stimulants.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142082609","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Mobile phone conversation during nighttime driving: Effects on driving behavior","authors":"Eleni Andrikopoulou ,&nbsp;Ioanna Spyropoulou","doi":"10.1080/15389588.2024.2393228","DOIUrl":"10.1080/15389588.2024.2393228","url":null,"abstract":"<div><h3>Objectives</h3><div>This study aims to investigate the impact of mobile phone use (specifically, conversation), considering various use modes, on driving behavior at night. Mobile phone use is a source of driver distraction and has been associated with increased accident risk. Driving at night also entails higher accident risk and severity compared to daytime driving. Several studies have investigated the impact of mobile phone use on driving behavior; however, only a few have explored the differences between the different use modes. Most present studies involved daytime driving, although mobile phone use at night is equally if not more prevalent.</div></div><div><h3>Method</h3><div>A driving simulator experiment was designed in which 55 participants drove under nighttime simulator conditions, in different road environments (urban and rural) and under different types of distraction: no distraction, handheld, wired earphone, and speaker mode. The drives were performed during late afternoon and evening hours to resemble nighttime conditions both in the simulator and in the actual environment. Participants also completed a questionnaire for collection of different types of data.</div></div><div><h3>Results</h3><div>Results highlight the effect of mobile phone use on driving behavior, through specific indicators. Mobile phone use resulted in reduced 85th percentile driving speed and 85th percentile acceleration and increased reaction time and lateral deviation. However, safer stopping distance was observed in rural roads. Parameters relative to mobile phone use familiarity and exposure were found to mitigate mobile phone use effects.</div></div><div><h3>Conclusions</h3><div>Mobile phones affect driving behavior at night in a similar manner to that noted in several different studies considering daytime driving. The hands-free regulation should be revisited, because driver distraction also occurred under this particular use mode. Further research is required considering mobile phone use familiarity and exposure and effects of mobile phone use, because the latter is reduced with an increase in the former. Stopping distance, an understudied but more immediate surrogate measure of road safety, was increased with mobile phone use, mainly as a result of the risk compensation behavior that drivers adopt, indicating that more research is required in this field.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 42-51"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332373","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"An evaluation of front seat distance from rear facing child restraint systems in prevention of injury in frontal crash tests","authors":"Matthew R. Maltese ,&nbsp;Maya DiFrischia ,&nbsp;Jonathan Judge","doi":"10.1080/15389588.2024.2391453","DOIUrl":"10.1080/15389588.2024.2391453","url":null,"abstract":"&lt;div&gt;&lt;h3&gt;Objectives&lt;/h3&gt;&lt;div&gt;Elevated head injury incidence in infants compared to toddlers involved as occupants in motor vehicle crashes has been demonstrated in multiple population-representative crash databases. Further, experimental studies have revealed a potential injury mechanism &lt;em&gt;via&lt;/em&gt; impact between a rear-facing, CRS-restrained child and the back of the vehicle seat or console on the row in front of the CRS. Subsequently, experimental studies have suggested that bracing the CRS against the seat immediately in front of the CRS could mitigate head injury, but also indicated that more research was necessary. Thus, we investigated the effect of bracing against the front seat, as well as distance from the front seat with rear-facing infant carriers and rear-facing convertibles, with a focus on changes to measured head, neck and chest injury metrics in rear facing CRSs. Further, we examined the effect of using the infant carrier with and without a base on these injury metrics.&lt;/div&gt;&lt;/div&gt;&lt;div&gt;&lt;h3&gt;Methods&lt;/h3&gt;&lt;div&gt;34 frontal sled tests at 30 or 35 mph were conducted using a simulated rear-row vehicle seat and structure representing the front seatback. A Q1.5 anthropomorphic test device (ATD) was placed in a single make/model LATCH-affixed rear-facing convertible or single make/model infant carrier; infant carrier without base was affixed with lap and shoulder belt. To evaluate the effect of bracing and distance, tests were conducted with a 300, 140, 70, or 15 mm gap between the CRS seatback and the front seatback, or a touching (0 mm) or braced (-20 mm) condition. Bayesian regression models quantified the effects of various predictors and model uncertainty.&lt;/div&gt;&lt;/div&gt;&lt;div&gt;&lt;h3&gt;Results&lt;/h3&gt;&lt;div&gt;For tests with the convertible CRS, no head contact was observed between the head and the front vehicle seatback. For the infant carrier, head contact occurred at both 70 and 140 mm distances but not the other distances. On average, the −20, 0, or 15 mm distances yielded a 60% reduction in head injury criterion with 15 millisecond window (HIC15), and a 60% to 80% reduction in neck tension, compared to the 70 and 140 mm distances; chest acceleration also decreased for the convertible seat only. In the case of both carriers and convertibles, each mm of distance the CRS moves away from the front seatback up to 70 mm, adds 5.3 HIC15 points (95% Credible Interval (CrI):[4.6, 6.2]), and 3.5 Newtons (95% CrI: [2.2, 4.8]) of neck tension, on average.&lt;/div&gt;&lt;/div&gt;&lt;div&gt;&lt;h3&gt;Conclusions&lt;/h3&gt;&lt;div&gt;Placing a rear facing CRS, both convertibles and infant carriers, against or close to the seatback of the seat immediately in front of the CRS reduces head and tensile neck injury criteria in ATDs. The amount of gap between the front seat and the rear facing CRS is strongly and positively correlated with HIC for both convertibles and infant carriers. RF infant carriers with and without a base yield comparable injury metrics and kinematics when touching or nearly touchi","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 111-119"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332368","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Enhancing highway Loop Safety Level through proactive risk-based assessment of geometric configuration using lateral acceleration","authors":"Omid Rahmani ,&nbsp;Hosein Ghasemzadeh Tehrani ,&nbsp;Iman Aghayan","doi":"10.1080/15389588.2024.2394110","DOIUrl":"10.1080/15389588.2024.2394110","url":null,"abstract":"<div><h3>Objective</h3><div>Loop ramps are complex due to their combination of horizontal curves and vertical alignments. Analyzing driving behavior and measuring safety levels can provide insights for designers, helping to improve the performance and alignment of design assumptions with actual driving behavior on loops. Therefore, the primary objective of this research is to explore the safety, performance and geometric configuration of the main body and general shape of free-flow loop ramps in the free-following mode.</div></div><div><h3>Methods</h3><div>The study uses data from a UAV to investigate vehicle demand behavior. Maximum lateral acceleration (<em>a</em>_y,i) in loops is used as a Surrogate Safety Measure (SSM), along with a new parameter, the a/b ratio, to determine the general shape of loop bodies. The study presents the Loop Safety Level (LSL), an approach for proactive risk analysis and ranking that relies on threshold lateral acceleration (<em>a</em>_t), 85th percentile maximum lateral acceleration (<span><math><mrow><mi>a</mi></mrow></math></span>_y,max,85%), and crash analysis.</div></div><div><h3>Results</h3><div>A higher LSL value points to a more critical safety concern regarding the loop’s shape in relation to lateral acceleration caused by driving behaviors. Comparing crash statistics with lateral acceleration results enables the LSL to provide appropriate safety ratings and diagnose loop segment safety. A prediction model for maximum lateral acceleration, based on loop geometry, demonstrates a good fit (R²=0.88) between observed and predicted data.</div></div><div><h3>Conclusions</h3><div>The study enhances understanding of safety considerations in geometric configuration and general shape enhancement of loops during the design process.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 128-138"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142332369","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Speed-securing measures on rural roads in Sweden: An observational study","authors":"Carl Johnsson ,&nbsp;Aliaksei Laureshyn ,&nbsp;Carmelo D'Agostino","doi":"10.1080/15389588.2024.2389200","DOIUrl":"10.1080/15389588.2024.2389200","url":null,"abstract":"<div><h3>Objective</h3><div>Speed-securing measures are intended to, as the name suggests, to secure that the speeds of road users do not exceed the safe speed for a given type of environment. The purpose of this study was to make an evaluation of existing speed-securing measures on rural roads in Sweden to see how well they manage to limit the speed.</div></div><div><h3>Methods and data</h3><div>A total of 34 unique locations have been filmed with drones with varying speed limits between 40 and 70 km/h. The analysis focused on the radius of both the individual vehicle trajectories and the radius of the roads themselves and how they relate to the speed choice of the drivers (including the 85th percentile speed).</div></div><div><h3>Results</h3><div>The result shows a moderate correlation between both types of radii and the speed choice of the drivers. In addition, the result also shows only a weak correlation between the driven radius and the radius of the roads themselves. Finally, the result also shows that only 17 locations manage to keep the 85th percentile speeds under the speed limit.</div></div><div><h3>Conclusion</h3><div>Overall, the study suggests that the radius of the infrastructure is an important factor to lower the speed but the lack of a clear relationship between the driven radius and the radius of the road shows that more research is needed to properly understand why some locations work better than others.</div></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"26 1","pages":"Pages 76-82"},"PeriodicalIF":1.6,"publicationDate":"2025-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142301095","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Hazard perception performance and psychological factors of distracted drivers: what are the associations?","authors":"Christopher N Watling, Grégoire S Larue","doi":"10.1080/15389588.2024.2437814","DOIUrl":"https://doi.org/10.1080/15389588.2024.2437814","url":null,"abstract":"<p><strong>Objective: </strong>Distracted driving is a major contributor to crashes involving younger drivers. A considerable amount of evidence emphasizes the link between driver distraction, poorer driving performance and increased crash risk. However, limited research has examined the effects of mobile phone use on hazard perception performance, especially younger drivers. The focus of the current study was to determine the hazard perception decrements associated with performing a low-order secondary task with a mobile phone and to determine what psychological factors were associated with hazard perception performance decrements in younger drivers (aged 20-25 years).</p><p><strong>Methods: </strong>In total, 74 participants (men: 40, women: 34) who had an open driver license and were, on average, aged 22.89 (<i>SD</i> = 1.83) completed two hazard perception sessions (control and dual task). The dual task condition entailed participants completing the hazard perception task while concurrently performing a low-order visual distraction task.</p><p><strong>Results: </strong>Clear decrements in hazard perception (longer reaction times and more missed hazards) were observed when performing the low-order secondary task when compared to completing the hazard perception test without the distraction task. In addition, higher levels of self-reported problematic mobile phone use and perceiving multitasking while driving as easy were associated with larger hazard perception performance decrements.</p><p><strong>Conclusions: </strong>The findings suggest drivers misperceive their ability to divide their attention when driving and their actual hazard perception performance which likely facilitates distracted driving. The current study adds to the extant empirical studies emphasizing the link between driver distraction and poorer driving performance, in this case, decrements in hazard perception performance.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2024-12-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142822868","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Compensatory behavior for mental workload induced by freeway destination signs.","authors":"Lian Xie, Guangluo Li, Chaozhong Wu, Nengchao Lyu","doi":"10.1080/15389588.2024.2436145","DOIUrl":"https://doi.org/10.1080/15389588.2024.2436145","url":null,"abstract":"<p><strong>Objective: </strong>Exit ramps are accident-prone areas of freeways. One of the reasons for this is the information overload induced by destination signs, which makes them challenging to recognize and may even result in tension or mistakes. This study examined the cognitive workload that destination signs place on drivers and the compensatory behavior they use to counteract the additional workload.</p><p><strong>Methods: </strong>Forty-five subjects were recruited to conduct a simulated driving experiment. Four destination signs with varying information levels were used to load mental workload as independent variables. Workload indicators (such as the NASA-TLX questionnaire, heart rate variability and eye movements) and compensatory behavior metrics (such as speed, distance headway, time headway and the increased cognitive time due to deceleration) were collected and analyzed through a mixed design analysis of variance.</p><p><strong>Results: </strong>The results show that destination signs with different levels of information produced various cognitive workloads. Drivers' subjective workload increased significantly with an increase in sign information; however, the heart rate variability indicators did not significantly differ due to the drivers' compensatory strategy in the cognition process. The principal compensating strategy found was the longitudinal deceleration; as the speed dropped, the distance headway and time headway were significantly increased. Although professional drivers demonstrated a significantly greater speed differential during deceleration than nonprofessional drivers, the alternative safety indicators did not show statistical differences. Additionally, driving experience had no significant impact on the increased cognitive time of compensatory strategies.</p><p><strong>Conclusions: </strong>On the one hand, the effort invested by drivers increased with the workload. On the other hand, when the workload exceeded a particular degree, compensatory driving behavior was triggered, which in turn reduced the workload. There was no discernible difference in the effectiveness of the compensatory strategies employed by professional drivers and nonprofessional drivers under complex destination signs. The findings could provide safety considerations for the design of traffic signs.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2024-12-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142819780","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}