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Karel Brookhuis - One of the best experts on this subject based on the ideXlab platform.
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the role of Traffic Psychology in psychopharmacological research
Transportation Research Part F-traffic Psychology and Behaviour, 2014Co-Authors: Karel BrookhuisAbstract:After the definite breakthrough of the awakening to the negative effects of alcohol on Traffic safety, some 50 years ago in the sixties of the past century (see Borkenstein et al., 1974), authorities began to worry about drugs, initially medicinal drugs. After World War II, the prescription and administration of medicinal drugs expanded enormously. Pharmaceutical research was booming, for instance leading to the extremely successful introduction of Benzodiazepines, a group of depressing drugs administered for various symptoms. Laboratory studies gave strong indications that at least some medicinal drugs were likely to affect Traffic safety. However, contrary to alcohol, no unambiguous effect with respect to Traffic safety could be assessed easily by standard methodology, i.e. epidemiological research. Thereupon a new line of experimental research was developed, in the field itself, by means of instrumented vehicles. People were administered medicinal drugs, and placebo in double-blind within-subjects cross-over designs, driving on closed circuits or in some countries even out on the public road under strict surveillance. Several performance measures were registered, of which “swerving” or “weaving”, i.e. the control over lateral position as measured by the standard deviation of lateral position (SDLP) came forth as the most promising. To date SDLP proved itself as the most valid and reliable indicator of performance deterioration, and is at the basis of recently developed categorization systems of (medicinal) drugs.
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speed maintenance under cognitive load implications for theories of driver behaviour
Accident Analysis & Prevention, 2011Co-Authors: Ben Lewisevans, Dick De Waard, Karel BrookhuisAbstract:No theory of driver behaviour has yet managed to achieve widespread acceptance and use in the field of Traffic Psychology, partly due to the difficulty in testing many of the theories. However, one class of theories, the motivational theories, can be usefully split into two groups and the differences between them can then be examined. One group posits the constant monitoring and targeting of a certain subjective variable, often risk, as the controlling factor in driving. The other group however states that subjective variables such as risk are only relevant once a certain threshold has been passed. In this study we aimed to examine this difference by manipulating both speed of travel and the amount of cognitive load participants were under. Participants were asked to initially drive at their preferred speed for 1min in a driving simulator. Participant's speed was then automatically increased or decreased by 10, 20 30km/h or left unchanged. Participants were then required to maintain the new speed for 1min. After this 1min the speed was again automatically changed and had to be maintained for one more minute, but this time participants also carried out a secondary mental arithmetic task. Finally participants were asked to again drive for another 1min at their preferred speed. This procedure was repeated seven times, once for each speed manipulation; -30, -20, -10, +0, +10, +20 and +30km/h. After each 1min interval verbal ratings of task difficulty, effort, feeling of risk and the typicality of the speed were collected. The results show a threshold effect in ratings of task difficulty, effort and feeling of risk, with no significant difference given between the ratings during the baseline period and the experimentally decreased speed periods until after participant's preferred speed of travel had been exceeded. Furthermore, even when under cognitive load the threshold relationship was still apparent, if diminished. Finally it appears that when under cognitive load drivers have difficulty maintaining a travelling speed which is lower than the speed at which they would prefer to drive. However, driving at a speed in excess of their preferred speed appears to be easier to maintain, at least in the short term. Language: en
Heikki Summala - One of the best experts on this subject based on the ideXlab platform.
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towards understanding motivational and emotional factors in driver behaviour comfort through satisficing
MODELLING DRIVER BEHAVIOUR IN AUTOMOTIVE ENVIRONMENTS, 2007Co-Authors: Heikki SummalaAbstract:The early’ skill models’ of driver behaviour and safety posited that the safety of a driver is mainly determined by the level of his or her perceptual and motor skills in relation to the task demands: a crash — a failure in driver performance —occurs when task demands exceed driver capabilities (e.g., Blumenthal, 1968). Consequently, improving driver skills and reducing task demands would make Traffic safer. Obviously, however, this early concept was too simple. A good piece of counterevidence, among others, came from (1974), who showed that classified U.S. race drivers have more crashes per exposure than average drivers — and also more speeding tickets. At least the advanced skills which make those drivers competitive in race track did not save them from crashes, as they obviously traded skills for speed on ordinary roads, too. Theorists and road safety people indeed forgot that driving is a self-paced task and drivers themselves do determine their task demands to a large extent (Naatanen and Summala, 1974). The behavioural adaptation concept is now one of basic tenets in Traffic Psychology, here defined by (1996): ‘the driver is inclined to react to changes in the Traffic system, whether they be in the vehicle, in the road environment, in road and weather conditions, or in his/her own skills or states, and that this reaction occurs in accordance with his/her motives’.
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Traffic Psychology theories towards understanding driving behaviour and safety efforts
International Conference of Traffic and Transport Psychology, 2005Co-Authors: Heikki SummalaAbstract:The paper's purpose is to search general mechanisms that would explain the drivers' dynamic behavior, focusing on the question of primary interest in Traffic Psychology: what actually guides a driver in Traffic? What are the basic mechanisms that, for example, determine drivers' moment-to-moment speed control, in different environments, as restricted by speed limits or not - in other words, the paper searches for general psychological pacing factors in driver's behavior. The paper proposes a framework for explaining and evaluating behavioral adaptation effects, a multiple comfort zone model, with the following variables to exemplify normal driving situations: safety margins; good or expected progress of trip; rule following; vehicle/road system; and, pleasure of driving. Other motives, and respective feelings, such as hurry, social pressure, self enhancement, competition, anger, and aggressiveness, thrill seeking, may also take control.
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Traffic Psychology for the 2000 s profession and science
2001Co-Authors: Heikki SummalaAbstract:Traffic Psychology is an applied field of Psychology that focuses on the human in transportation systems and so doing actually covers a multitude of areas in Psychology from perception to personality. Through its social aims it can also be characterized as multidisciplinary having close cooperation with other disciplines. This is of course nowadays the case with many fields of science, as boundaries are crossed and a multidisciplinary approach is necessary for solving the problems of society and mankind.
D M Devol - One of the best experts on this subject based on the ideXlab platform.
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A new European Traffic safety initiative - TPI: Traffic Psychology International
2013Co-Authors: K Mueller, D M Devol, M Herle, J MerzAbstract:The European Union has opened borders between countries - cross border Traffic has increased dramatically and will continue to grow. Besides national initiatives (e. g. demerit point systems, alcohol ignition interlock programs, medical-psychological assessment and rehabilitation, speed control etc.) we will need European solutions to solve Traffic safety problems by means of measures in Traffic Psychology. TPI is an initiative of the German Society of Traffic Psychology (DGVP). The founding members DeVol, Herle, Merz and Mueller form the actual TPI-Steering Committee (TPI-SC) which organizes and coordinates the TPI activities. TPI represent continuously national Traffic Psychology at international scientific and political events, receive recognition as an expert group in psychological issues of Traffic safety, contact EU and international organizations such as CIECA, EFPA, ETSC, ICADTS, find common perspectives and strategies concerning Traffic-psychological issues in Europe, define standards as one prerequisite for implementing psychological measures, and participate in European research projects. This paper summarises the first activities and future plans of TPI. (A)
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tpi Traffic Psychology international on a common european curriculum for post graduate education in Traffic Psychology
Schriftenreihe Fahreignung, 2013Co-Authors: M Sucha, L Sramkova, D M DevolAbstract:The study presented in this article was implemented as part of the Traffic Psychology International (TPI) initiative and followed its first questionnaire survey, which was undertaken in 2010. Data were collected from 23 EU countries, Norway, Iceland, and Switzerland. A total of 33 questionnaires were collected. The study focused an issues dealing with the competences of Traffic psychologists (scope of activities), education and vocational training, a common curriculum (needs and main characteristics), and legislation. Findings showed that vocational education and training is presently provided in a minority of EU countries (12), while the majority do not provide such education. A majority (18 countries) do not stipulate the profession of a Traffic psychologist in law either. The main interests of Traffic psychologists are assessment of eligibility for driving, educational programmes for drivers, and the rehabilitation of drivers. According to the legal regulations in the majority of countries, there are restrictions in the field of the assessment of the psychological fitness of drivers, but not rehabilitation. The great majority of countries support the idea of a common curriculum, mainly because of uniformity of education, quality standards, and raising the prestige of our profession. (A)
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the foundation and first results of Traffic Psychology international of the dgvp
SCHRIFTENREIHE FAHREIGNUNG, 2012Co-Authors: D M Devol, K Mueller, M Herle, J Merz, P ZamecnikAbstract:In 2009 the boards of the DGVP (Deutsche Gesellschaft fuer Verkehrspsychologie - German Society for Traffic Psychology) and the VdTUEV (Verband der Technischen Ueberwachungsvereine - Association of Technical Inspection Agencies) decided to form a task force for international affairs called "Traffic Psychology International" (TPI). The TPI group intends to represent continuously the DGVP at scientific and political events on an international level and beyond these occasions to contact organizations such as CIECA, EFPA or ETSC. The TPI group aims at participating in European research projects in order to find common perspectives and strategies concerning Traffic-psychological issues and to define standards as one prerequisite for implementing psychological measures. By all means, ultimately the group needs to receive recognition as a European expert group on psychological issues of Traffic safety. In 2010/11 the Traffic Psychology group started working and has to date indulged already in many activities. Two activities of the TPI group, the European project "Phaeton" and the questionaire on the status of Traffic Psychology in the EU, are described in more detail.
Markus Vincze - One of the best experts on this subject based on the ideXlab platform.
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transport Psychology based cognitive architecture for Traffic behavior prediction
International Conference on Intelligent Transportation Systems, 2011Co-Authors: Karthik Mahesh Varadarajan, Kai Zhou, Markus VinczeAbstract:Prediction of extemporaneous events in Traffic surveillance is crucial in the prevention or alleviation of the gravity of accidents. Modeling of normal/ abnormal behavior and mental state inference of drivers help in the prediction of such events. Traffic Psychology lends itself to the development of such models. Analysis of driver state, emotion and behavior are important components of Traffic Psychology. However, most models based on Traffic Psychology are rather abstract and lack neurobiological grounding. They are also disparate from computational models of Traffic monitoring. In this paper, we extend and develop neurobiologically grounded computational models for driver state and behavior inference by mimicking the mirror neuronal architecture. The developed system uses a combination of modular cognitive neurobiological architecture combined with traditional computer vision techniques for Traffic monitoring resulting in prediction and detection of extemporaneous events. Psychophysical as well as neurobiological criteria are used for evaluation on both simulated and real data. The model is shown to be robust to perturbations, with rapid convergence (less than 0.2 normalized time units) in most cases.
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mental state and behavior inference using mirror neuron system architecture for Traffic driver monitoring
IEEE Intelligent Vehicles Symposium, 2011Co-Authors: Karthik Mahesh Varadarajan, Kai Zhou, Markus VinczeAbstract:Traffic Psychology presents interesting avenues towards the development of Intelligent Transportation Systems (ITS). Analysis of driver state, emotion and behavior are important components of Traffic Psychology. While being comprehensive in terms of theoretical frameworks, these analyses lack neurobiological computational models for evaluation. In this paper, we develop computational models for driver state and behavior, also known as Mental State Inference (MSI) based on the Mirror Neuron System (MNS) architecture. The integrated system combines neurobiological models with computer vision techniques for Traffic monitoring from surveillance video leading to MSI and event recognition. Evaluation of the system is carried out in terms of actual, psychophysical as well as neurobiological criteria on both simulated and real data. Results demonstrate event and mental state recognition convergence within 0.5 normalized time units for the designed event models on synthetic and real data. The model is also robust to perturbations and is aligned to behavior expected at the psychophysical level.
J Merz - One of the best experts on this subject based on the ideXlab platform.
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A new European Traffic safety initiative - TPI: Traffic Psychology International
2013Co-Authors: K Mueller, D M Devol, M Herle, J MerzAbstract:The European Union has opened borders between countries - cross border Traffic has increased dramatically and will continue to grow. Besides national initiatives (e. g. demerit point systems, alcohol ignition interlock programs, medical-psychological assessment and rehabilitation, speed control etc.) we will need European solutions to solve Traffic safety problems by means of measures in Traffic Psychology. TPI is an initiative of the German Society of Traffic Psychology (DGVP). The founding members DeVol, Herle, Merz and Mueller form the actual TPI-Steering Committee (TPI-SC) which organizes and coordinates the TPI activities. TPI represent continuously national Traffic Psychology at international scientific and political events, receive recognition as an expert group in psychological issues of Traffic safety, contact EU and international organizations such as CIECA, EFPA, ETSC, ICADTS, find common perspectives and strategies concerning Traffic-psychological issues in Europe, define standards as one prerequisite for implementing psychological measures, and participate in European research projects. This paper summarises the first activities and future plans of TPI. (A)
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the foundation and first results of Traffic Psychology international of the dgvp
SCHRIFTENREIHE FAHREIGNUNG, 2012Co-Authors: D M Devol, K Mueller, M Herle, J Merz, P ZamecnikAbstract:In 2009 the boards of the DGVP (Deutsche Gesellschaft fuer Verkehrspsychologie - German Society for Traffic Psychology) and the VdTUEV (Verband der Technischen Ueberwachungsvereine - Association of Technical Inspection Agencies) decided to form a task force for international affairs called "Traffic Psychology International" (TPI). The TPI group intends to represent continuously the DGVP at scientific and political events on an international level and beyond these occasions to contact organizations such as CIECA, EFPA or ETSC. The TPI group aims at participating in European research projects in order to find common perspectives and strategies concerning Traffic-psychological issues and to define standards as one prerequisite for implementing psychological measures. By all means, ultimately the group needs to receive recognition as a European expert group on psychological issues of Traffic safety. In 2010/11 the Traffic Psychology group started working and has to date indulged already in many activities. Two activities of the TPI group, the European project "Phaeton" and the questionaire on the status of Traffic Psychology in the EU, are described in more detail.