The interaction between driving and in-vehicle information systems: Comparison of results from laboratory, simulator and real-world studies

Santos, Jorge A.; Merat, Natasha; Mouta, Sandra; Brookhuis, Karel; Waard, Dick de

doi:10.1016/j.trf.2005.04.001

Cited by 109 publications

(44 citation statements)

References 12 publications

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“…However, driving simulators vary considerably in sophistication and there are concerns over validity in some cases (Santos et al 2005;Burnett 2008;Young et al 2008). In conducting validity research, it can be extremely difficult to run road and simulator trials that are comparable in terms of participants, tasks, measures, variables, environment, etc.…”

Section: Methods For Capturing Driver Behaviourmentioning

confidence: 99%

Journey decision making: the influence on drivers of dynamic information presented on variable message signs

et al. 2015

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In many highways environments electronic media such as variable message signs are increasingly being used to provide drivers with up-to-date dynamic information in order to influence driving decision making during journeys. These decisions may be associated with strategic choices, such as route selection, or tactical decisions, such as driving at a certain speed, or altering driving style. This paper presents a study that used two methods-a scenario approach and a medium-fidelity driving simulator. Data from both methods are presented here and include decision making and driving performance data. These data provide an insight into the role of information and other contextual influences in decision making in the driving context specifically, but also has useful implications for the way in which information should be designed in other decision making contexts, such as travel using public transport, or supporting real-time complex control operations. The use of multiple data collection approaches also enabled data comparisons to be made, thus improving overall confidence in conclusions. The paper highlights the role of familiarity with information wording and context, level of detail, interpreted meaning, previous experience and contextual cues on trust in information and consequently behaviour in response to the information presented.

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Section: Methods For Capturing Driver Behaviourmentioning

confidence: 99%

Journey decision making: the influence on drivers of dynamic information presented on variable message signs

et al. 2015

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“…In particular, multitasking of driving and conversing on a cell phone is technologically available, but intuitively seems dangerous in some circumstances. Although driving becomes sufficiently cognitively automated (Schneider, 1999) to permit experienced drivers to perform other tasks at the same time, such as carrying on a conversation, a large number of behavioral studies have now shown that performing another cognitive task while driving an actual or virtual car substantially degrades driving performance Nilsson, 1994, 1995;Anttila and Luoma, 2005;Beede and Kass, 2006;Brookhuis et al, 1991;Consiglio et al, 2003;Drory, 1985;Engström et al, 2005;Haigney et al, 2000;Hancock et al, 2003;Horberry et al, 2006;Horrey and Wickens, 2004;Hunton and Rose, 2005;Jamson and Merat, 2005;Kubose et al, 2006;Lamble et al, 1999;Lesch and Hancock, 2004;Liu and Lee, 2005;Matthews et al, 2003;McKnight and McKnight, 1993;Patten et al, 2004;Ranney et al, 2005; Nunes, 2000, 2003;Santos et al, 2005;Shinar et al, 2005; Drews, 2004, 2007;Strayer et al, 2003Strayer et al, , 2006Strayer and Johnston, 2001; Bolling, 2005, 2006;Treffner and Barrett, 2004). Although some of these studies show that some aspects of driving are unaffected by a secondary task (e.g., Haigney et al, 2000) and in some cases certain aspects improve (e.g., Brookhuis et al, 1991;Engström et al, 2005), a recent meta-analysis of the literature suggests a large overall decrement in driving performance when a secondary task is added (Horey and Wickens, 2006).…”

Section: Introductionmentioning

confidence: 99%

A decrease in brain activation associated with driving when listening to someone speak

2008

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Behavioral studies have shown that engaging in a secondary task, such as talking on a cellular telephone, disrupts driving performance. This study used functional magnetic resonance imaging (fMRI) to investigate the impact of concurrent auditory language comprehension on the brain activity associated with a simulated driving task. Participants steered a vehicle along a curving virtual road, either undisturbed or while listening to spoken sentences that they judged as true or false. The dual-task condition produced a significant deterioration in driving accuracy caused by the processing of the auditory sentences. At the same time, the parietal lobe activation associated with spatial processing in the undisturbed driving task decreased by 37% when participants concurrently listened to sentences. The findings show that language comprehension performed concurrently with driving draws mental resources away from the driving and produces deterioration in driving performance, even when it does not require holding or dialing a phone. IntroductionAn enduring question about the human mind concerns the ability to do two things at the same time. As technological and informational capabilities of our environment increase, the number of available information streams increases, and hence the opportunities for complex multitasking increase. In particular, multitasking of driving and conversing on a cell phone is technologically available, but intuitively seems dangerous in some circumstances. Although driving becomes sufficiently cognitively automated (Schneider, 1999) to permit experienced drivers to perform other tasks at the same time, such as carrying on a conversation, a large number of behavioral studies have now shown that performing another cognitive task while driving an actual or virtual car substantially degrades driving performance Nilsson, 1994, 1995;Anttila and Luoma, 2005;Beede and Kass, 2006;Brookhuis et al., 1991;Consiglio et al., 2003;Drory, 1985;Engström et al., 2005;Haigney et al., 2000;Hancock et al., 2003;Horberry et al., 2006;Horrey and Wickens, 2004;Hunton and Rose, 2005;Jamson and Merat, 2005;Kubose et al., 2006;Lamble et al., 1999;Lesch and Hancock, 2004;Liu and Lee, 2005;Matthews et al., 2003;McKnight and McKnight, 1993;Patten et al., 2004;Ranney et al., 2005; Nunes, 2000, 2003;Santos et al., 2005;Shinar et al., 2005; Drews, 2004, 2007;Strayer et al., 2003Strayer et al., , 2006Strayer and Johnston, 2001; Bolling, 2005, 2006;Treffner and Barrett, 2004). Although some of these studies show that some aspects of driving are unaffected by a secondary task (e.g., Haigney et al., 2000) and in some cases certain aspects improve (e.g., Brookhuis et al., 1991;Engström et al., 2005), a recent meta-analysis of the literature suggests a large overall decrement in driving performance when a secondary task is added (Horey and Wickens, 2006).

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“…The second level is termed behavioral validity; this concerns the correspondence between the behavior of the operator in the simulator and in the real world. Although studies commonly assume that physical validity incorporates behavioral validity, the two are not consistently related [44]. According to Blaauw (1982) [5], the best way to test for behavioral validity is to compare driving in the simulator with driving a real car.…”

Section: Towards Ecological Validitymentioning

confidence: 99%

The concept of “presence” as a measure of ecological validity in driving simulators

et al. 2015

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This pilot study aims to find a way to measure 'presence' as a proxy for ecological validity in driving simulators. The underlying assumption is that a person experiencing a strong sense of presence in the virtual environment will react as if it were real. We measure 'presence' through the 'attention' given to the driving task. We hypothesize that the greater the attention given to the primary driving task, the more the subject will experience spatial presence. 'Attention' was varied by adding a second task and oncoming traffic; we then analyzed behavioral measures of driving performance and subjective 'presence'. The main result is a lack of congruence between subjective and behavioral measures. Although behavioral differences were observed between the various experimental conditions, there was no significant difference in subjective measures of presence. One explanation for this result could be that in all experimental conditions the driving activity did not require high-level cognitive processes, and was instead based on bottom-up attentional processes. Many of the processes involved in driving seem to be automatic, and this study argues for the concomitant use of subjective measures (such as questionnaires) and objective measures to assess presence in driving simulators. Furthermore, the development of a sensitive measure of presence seems to require more challenging scenarios in terms of controlled attention, cognitive involvement and more specifically, the emotions induced by the media. Participants are clearly aware that they are not exposed to any physical danger when using the simulator and the problem of their motivation must be taken into consideration. Another major problem is to establish the extent to which they are absorbed in the simulated driving task. A significant challenge for future research is the emotional validity of driving.

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The interaction between driving and in-vehicle information systems: Comparison of results from laboratory, simulator and real-world studies

Cited by 109 publications

References 12 publications

Journey decision making: the influence on drivers of dynamic information presented on variable message signs

Journey decision making: the influence on drivers of dynamic information presented on variable message signs

A decrease in brain activation associated with driving when listening to someone speak

The concept of “presence” as a measure of ecological validity in driving simulators

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