| 1. |
- Hallvig, D., et al.
(author)
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Sleepy driving on the real road and in the simulator - A comparison
- 2013
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In: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575 .- 1879-2057. ; 50, s. 44-50
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Journal article (peer-reviewed)abstract
- Sleepiness has been identified as one of the most important factors contributing to road crashes. However, almost all work on the detailed changes in behavior and physiology leading up to sleep related crashes has been carried out in driving simulators. It is not clear, however, to what extent simulator results can be generalized to real driving. This study compared real driving with driving in a high fidelity, moving base, driving simulator with respect to driving performance, sleep related physiology (using electroencephalography and electrooculography) and subjective sleepiness during night and day driving for 10 participants. The real road was emulated in the simulator. The results show that the simulator was associated with higher levels of subjective and physiological sleepiness than real driving. However, both for real and simulated driving, the response to night driving appears to be rather similar for subjective sleepiness and sleep physiology. Lateral variability was more responsive to night driving in the simulator, while real driving at night involved a movement to the left in the lane and a reduction of speed, both of which effects were absent in the simulator. It was concluded that the relative validity of simulators is acceptable for many variables, but that in absolute terms simulators cause higher sleepiness levels than real driving. Thus, generalizations from simulators to real driving must be made with great caution.
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| 2. |
- Radun, Igor, 1973, et al.
(author)
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Alcohol Ignition Interlocks in All New Vehicles: A Broader Perspective
- 2014
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In: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 15:4, s. 335-342
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Journal article (peer-reviewed)abstract
- Objective: To discuss the implications of widespread implementation of alcohol ignition interlocks. Method: We base our discussion on data from Finland including crash statistics and surveys collected from criminal justice professionals and general driving population. Results: Alcohol ignition interlocks are an effective preventive measure against drunk driving when installed in the vehicles of convicted drunk drivers. However, once they are removed from the vehicles, drivers typically return to their habit of drinking and driving. Furthermore, for a number of reasons, the proportion of convicted drunk drivers that install an interlock in their vehicles is quite small. Therefore, many stakeholders believe that the solution to the drunk driving problem will come when interlocks become standard equipment in all new vehicles. However, drunk driving is a complex sociopsychological problem, and technology can rarely offer a solution to such complex problems. Consequently, many aspects of such interventions might be difficult to identify and include in cost-benefit analysis. Conclusion: We express caution about requiring an interlock as standard equipment in all new vehicles.
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| 3. |
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| 4. |
- Sandberg, David, 1980, et al.
(author)
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The impact of sleepiness on lane positioning in truck driving
- 2013. - 1
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In: Driver Distraction and Inattention. - Farnham : Ashgate. - 9781409425854 - 9781315578156 ; 1, s. 405-416
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Book chapter (peer-reviewed)abstract
- This chapter concerns the detection of sleepiness in truck drivers. Data obtained from a driver sleepiness study involving real-world driving are used in order to analyse the performance of several sleepiness indicators based on driving behavior; such as, for example, variability in lateral position and heading angle. Contrary to the results obtained for passenger cars, for heavy trucks it is found that indicators based on variability provide little or no information; their performance does not rise significantly above chance levels.However, the data indicate that there is a significant difference in the average lane position for sleepy and alert drivers, respectively, such that a sleepy driver generally places the vehicle closer (by about 0.2 m) to the centre of the road than an alert driver. The analysis also shows a significant, monotonous, increase in average lateral position (measured from the right, outer, lane boundary towards the lane centre) between the four cases of (i) daytime alert driving, (ii) daytime sleepy driving, (iii) night-time alert driving and (iv) nighttime sleepy driving.
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| 5. |
- Radun, Igor, 1973, et al.
(author)
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Driver fatigue and the law from the perspective of police officers and prosecutors
- 2013
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In: Transportation Research Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478 .- 1873-5517. ; 18, s. 159-167
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Journal article (peer-reviewed)abstract
- Even though police officers and prosecutors play a key role in traffic law application, little is known about their experiences, attitudes, and opinions regarding the complex issue of driver fatigue and the law. This paper is based on an extensive online survey collected from traffic (N = 129) and local (N = 100) police officers and prosecutors (N = 96) in the context of Finnish traffic law, which forbids driving while fatigued in an article relating to a driver's fitness to drive. While encountering fatigued drivers is very common for police officers, only a small proportion has received training about how to recognize and deal with fatigued drivers. Driving while extremely fatigued is considered rather or extremely negligent behavior by almost all respondents. Although agreement between these three groups exists regarding several issues, they disagree about whether the current law is specific enough, and whether experts might be valuable in court when discussing the possible contribution of fatigue to the cause of a crash. We discuss the application of the law and opinions about the current law formulation, experience and education, as well as general awareness and attitudes, taking into consideration the different nature of police and prosecutor work.
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| 6. |
- Sandberg, David, 1980, et al.
(author)
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The Characteristics of Sleepiness During Real Driving at Night - A Study of Driving Performance, Physiology and Subjective Experience
- 2011
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In: Sleep. - 1550-9109 .- 0161-8105. ; 34:10, s. 1317-1325
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Journal article (peer-reviewed)abstract
- Study Objectives: Most studies of sleepy driving have been carried out in driving simulators. A few studies of real driving are available, but these have used only a few sleepiness indicators. The purpose of the present study was to characterize sleepiness in several indicators during real driving at night, compared with daytime driving. Design: Participants drove 55 km (at 90km/h) on a 9-m-wide rural highway in southern Sweden. Daytime driving started at 09: 00 or 11: 00 (2 groups) and night driving at 01: 00 or 03: 00 (balanced design). Setting: Instrumented car on a real road in normal traffic. Participants: Eighteen participants drawn from the local driving license register. Interventions: Daytime and nighttime drives. Measurement and Results: The vehicle was an instrumented car with video monitoring of the edge of the road and recording of the lateral position and speed. Electroencephalography and electrooculography were recorded, together with ratings of sleepiness every 5 minutes. Pronounced effects of night driving were seen for subjective sleepiness, electroencephalographic indicators of sleepiness, blink duration, and speed. Also, time on task showed significant effects for subjective sleepiness, blink duration, lane position, and speed. Sleepiness was highest toward the end of the nighttime drive. Night driving caused a leftward shift in lateral position and a reduction of speed. The latter two findings, as well as the overall pattern of sleepiness indicators, provide new insights into the effects of night driving. Conclusion: Night driving is associated with high levels of subjective, electrophysiologic, and behavioral sleepiness.
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| 7. |
- Torabi, Sina, 1990, et al.
(author)
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Energy minimization for an electric bus using a genetic algorithm
- 2020
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In: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 12:1
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Journal article (peer-reviewed)abstract
- Background and methods: This paper addresses, in simulation, energy minimization of an autonomous electric minibus operating in an urban environment. Two different case studies have been considered, each involving a total of 10 different 2?km bus routes and two different average speeds. In the proposed method, the minibus follows an optimized speed profile, generated using a genetic algorithm. Results: In the first case study the vehicle was able to reduce its energy consumption by around 7 to 12% relative to a baseline case in which it maintains a constant speed between stops, with short acceleration and deceleration phases. In the second case study, involving mass variation (passengers entering and alighting) it was demonstrated that the number of round trips that can be completed on a single battery charge is increased by around 10% using the proposed method.
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| 8. |
- Åkerstedt, Torbjörn, et al.
(author)
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Reaction of sleepiness indicators to partial sleep deprivation, time of day and time on task in a driving simulator - the DROWSI project
- 2010
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In: Journal of Sleep Research. - : Wiley. - 1365-2869 .- 0962-1105. ; 19:2, s. 298-309
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Journal article (peer-reviewed)abstract
- Studies of driving and sleepiness indicators have mainly focused on prior sleep reduction. The present study sought to identify sleepiness indicators responsive to several potential regulators of sleepiness: sleep loss, time of day (TOD) and time on task (TOT) during simulator driving. Thirteen subjects drove a high-fidelity moving base simulator in six 1-h sessions across a 24-h period, after normal sleep duration (8 h) and after partial sleep deprivation (PSD; 4 h). The results showed clear main effects of TOD (night) and TOT but not for PSD, although the latter strongly interacted with TOD. The most sensitive variable was subjective sleepiness, the standard deviation of lateral position (SDLAT) and measures of eye closure [duration, speed (slow), amplitude (low)]. Measures of electroencephalography and line crossings (LCs) showed only modest responses. For most variables individual differences vastly exceeded those of the fixed effects, except for subjective sleepiness and SDLAT. In a multiple regression analysis, SDLAT, amplitude/peak eye-lid closing velocity and blink duration predicted subjective sleepiness bouts with a sensitivity and specificity of about 70%, but were mutually redundant. The prediction of LCs gave considerably weaker, but similar results. In summary, SDLAT and eye closure variables could be candidates for use in sleepiness-monitoring devices. However, individual differences are considerable and there is need for research on how to identify and predict individual differences in susceptibility to sleepiness.
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