Simulation of Driving in Low-Visibility Conditions: Does Stereopsis Improve Speed Perception?

Assessing the influence of cannabis and alcohol use on different visual functions: A comparative study

This study aimed to assess and compare the influence of alcohol intake and cannabis smoking on different visual functions. A total of 64 young and healthy volunteers took part in the study. All undertook several randomised experimental sessions in which different visual functions, namely distance stereopsis, retinal straylight, visual discrimination capacity, and contrast sensitivity, were tested. Cannabis smokers (N = 30) took a baseline session and a session after smoking a cannabis cigarette, whereas alcohol users (N = 34) underwent a baseline session, a session after a low alcohol intake (Alcohol 1), and a session after a moderate to high alcohol intake (Alcohol 2). All visual functions were impaired by cannabis and alcohol use, particularly for the Cannabis and Alcohol 2 groups. The deterioration of all visual variables was higher for the Alcohol 2 than for the Alcohol 1 and Cannabis groups, except for retinal straylight, the deterioration of which was equal for the Cannabis group, and distant stereopsis, which was more impaired for the Cannabis group. The Alcohol 2 group experienced the most impairing conditions, although very similar to the cannabis group, and that factors other than the experimental conditions, such as sex and age, also influenced these visual changes. Alcohol and cannabis use clearly impair vision. The deterioration caused by cannabis is similar to, but slightly lower than, that produced by a moderate to high alcohol intake, with the experimental conditions, sex and age all having an impact on the variability of visual deterioration.

Speed management across road environments of varying complexities and self-regulation behaviors in drivers with cataract

Evidence suggests that drivers with cataract self-regulate their driving, but there is a lack of objective information. This study compared speed behavior in older drivers with and without cataract and how the parameter is influenced by road traffic complexity and driver characteristics. The study included 15 drivers with cataract and a control group of 20 drivers. Visual status was assessed using visual acuity, contrast sensitivity, and intraocular straylight. Speed management was studied using a driving simulator. Driving difficulty and self-regulation patterns were evaluated by means of the Driver Habits Questionnaire (DHQ). The cataract group showed a significant decrease in visual function in all the parameters evaluated (p < 0.05). These drivers tended to drive at lower speeds than the control group. Road characteristics, gender, and intraocular straylight in the better eye were identified as significant predictors of speed management. Drivers with cataract experience greater driving difficulty, particularly when driving at night (p < 0.05). Drivers with cataract reduce their driving speed more than older drivers without visual impairment. The straylight parameter may be a good indicator of each driver's subjective perception of their own visual ability to drive. This work helps shed light on the mechanisms through which age-related visual impairment influences driving behavior.

Estimating time-to-contact when vision is impaired

Often, we have to rely on limited information when judging time-to-contact (TTC), as for example, when driving in foul weather, or in situations where we would need reading glasses but do not have them handy. However, most existing studies on the ability to judge TTC have worked with optimal visual stimuli. In a prediction motion task, we explored to what extent TTC estimation is affected by visual stimulus degradation. A simple computer-simulated object approached the observer at constant speed either with clear or impaired vision. It was occluded after 1 or 1.5 s. The observers extrapolated the object's motion and pressed a button when they thought the object would have collided with them. We found that dioptric blur and simulated snowfall shortened TTC-estimates. Contrast reduction produced by a virtual semi-transparent mask lengthened TTC estimates, which could be the result of distance overestimation or speed underestimation induced by the lower contrast or the increased luminance of the mask. We additionally explored the potential influence of arousal and valence, although they played a minor role for basic TTC estimation. Our findings suggest that vision impairments have adverse effects on TTC estimation, depending on the specific type of degradation and the changes of the visual environmental cues which they cause.

The effect of blue light filtering lenses on speed perception

Blue-light filtering lenses (BFLs) are marketed to protect the eyes from blue light that may be hazardous to the visual system. Because BFLs attenuate light, they reduce object contrast, which may impact visual behaviours such as the perception of object speed which reduces with contrast. In the present study, we investigated whether speed perception is affected by BFLs. Using a two-interval forced-choice procedure in conjunction with Method of Constant Stimuli, participants (n = 20) judged whether the perceived speed of a moving test stimulus (1.5-4.5°/s) viewed through a BFL was faster than a reference stimulus (2.75°/s) viewed through a clear lens. This procedure was repeated for 3 different BFL brands and chromatic and achromatic stimuli. Psychometric function fits provided an estimate of the speed at which both test and reference stimuli were matched. We find that the perceived speed of both chromatic and achromatic test stimuli was reduced by 6 to 20% when viewed through BFLs, and lenses that attenuated the most blue-light produced the largest reductions in perceived speed. Our findings indicate that BFLs whilst may reduce exposure to hazardous blue light, have unintended consequences to important visual behaviours such as motion perception.

The foggy effect of egocentric distance in a nonverbal paradigm

Inaccurate egocentric distance and speed perception are two main explanations for the high accident rate associated with driving in foggy weather. The effect of foggy weather on speed has been well studied. However, its effect on egocentric distance perception is poorly understood. The paradigm for measuring perceived egocentric distance in previous studies was verbal estimation instead of a nonverbal paradigm. In the current research, a nonverbal paradigm, the visual matching task, was used. Our results from the nonverbal task revealed a robust foggy effect on egocentric distance. Observers overestimated the egocentric distance in foggy weather compared to in clear weather. The higher the concentration of fog, the more serious the overestimation. This effect of fog on egocentric distance was not limited to a certain distance range but was maintained in action space and vista space. Our findings confirm the foggy effect with a nonverbal paradigm and reveal that people may perceive egocentric distance more "accurately" in foggy weather than when it is measured with a verbal estimation task.

Influence of the Size of the Field of View on Visual Perception While Running in a Treadmill-Mediated Virtual Environment

We investigated how the size of the horizontal field of view (FoV) affects visual speed perception with individuals running on a treadmill. Twelve moderately trained to trained participants ran on a treadmill at two different speeds (8 and 12 km/h) in front of a moving virtual scene. Different masks were used to manipulate the visible visual field, masking either the central or the peripheral area of the virtual scene or showing the full visual field. We asked participants to match the visual speed of the scene to their actual running speed. For each trial, participants indicated whether the scene was moving faster or slower than they were running. Visual speed was adjusted according to the responses using a staircase method until the Point of Subjective Equality was reached, that is until visual and running speed were perceived as matching. For both speeds and all FoV conditions, participants underestimated visual speed relative to the actual running speed. However, this underestimation was significant only when the peripheral FoV was masked. These results confirm that the size of the FoV should absolutely be taken into account for the design of treadmill-mediated virtual environments (VEs).

Vection strength increases with simulated eye-separation

Research has previously shown that adding consistent stereoscopic information to self-motion displays can improve the vection in depth induced in physically stationary observers. In some past studies, the simulated eye-separation was always close to the observer's actual eye-separation, as the aim was to examine vection under ecological viewing conditions that provided consistent binocular and monocular self-motion information. The present study investigated whether large discrepancies between the observer's simulated and physical eye-separations would alter the vection-inducing potential of stereoscopic optic flow (either helping, hindering, or preventing the induction of vection). Our self-motion displays simulated eye-separations of 0 cm (the non-stereoscopic control), 3.25 cm (reduced from normal), 6.5 cm (approximately normal), and 13 cm (exaggerated relative to normal). The rated strength of vection in depth was found to increase systematically with the simulated eye-separation. While vection was the strongest in the 13-cm condition (stronger than even the 6.5-cm condition), the 3.25-cm condition still produced superior vection to the 0-cm control (i.e., it had significantly stronger vection ratings and shorter onset latencies). Perceptions of scene depth and object motion-in-depth speed were also found to increase with the simulated eye-separation. As expected based on the findings of previous studies, correlational analyses suggested that the stereoscopic advantage for vection (found for all of our non-zero eye-separation conditions) was due to the increase in perceived motion-in-depth.

Blind haste: As light decreases, speeding increases

Worldwide, more than one million people die on the roads each year. A third of these fatal accidents are attributed to speeding, with properties of the individual driver and the environment regarded as key contributing factors. We examine real-world speeding behavior and its interaction with illuminance, an environmental property defined as the luminous flux incident on a surface. Drawing on an analysis of 1.2 million vehicle movements, we show that reduced illuminance levels are associated with increased speeding. This relationship persists when we control for factors known to influence speeding (e.g., fluctuations in traffic volume) and consider proxies of illuminance (e.g., sight distance). Our findings add to a long-standing debate about how the quality of visual conditions affects drivers’ speed perception and driving speed. Policy makers can intervene by educating drivers about the inverse illuminance‒speeding relationship and by testing how improved vehicle headlights and smart road lighting can attenuate speeding.

Low perceptual sensitivity to altered video speed in viewing a soccer match

When watching videos, our sense of reality is continuously challenged. How much can a fundamental dimension of experience such as visual flow be modified before breaking the perception of real time? Here we found a remarkable indifference to speed manipulations applied to a popular video content, a soccer match. In a condition that mimicked real-life TV watching, none of 100 naïve observers spontaneously noticed speed alterations up/down to 12%, even when asked to report motion anomalies, and showed very low sensitivity to video speed changes (Just Noticeable Difference, JND = 18%). When tested with a constant-stimuli speed discrimination task, JND was still high, though much reduced (9%). The presence of the original voice-over with compensation for pitch did not affect perceptual performance. Thus, our results document a rather broad tolerance to speed manipulations in video viewing, even under attentive scrutiny. This finding may have important implications. For example, it can validate video compression strategies based on sub-threshold temporal squeezing. This way, a soccer match can last only 80 min and still be perceived as natural. More generally, knowing the boundaries of natural speed perception may help to optimize the flow of artificial visual stimuli which increasingly surround us.

The Effect of Differences in Day and Night Lighting Distributions on Drivers' Speed Perception

Previous research has shown that changes to contrast levels in the visual environment caused by fog can affect drivers' perceptions of speed. It is not easy, however, to extrapolate these results to other driving scenarios in which contrast is affected, such as during nighttime driving, because the measure of contrast is more complex when considering factors such as the illumination provided by headlights. Therefore, we investigated the differences in lighting distribution patterns between day- and nighttime driving on speed perception using prerendered 3D scenarios representing driving on a rural road. A two-alternative forced-choice design based on the method of constant stimuli was utilised, with 32 participants viewing a series of pairs of scenarios (day vs. night driving) from a driver's perspective while indicating for each pair whether the second scenario was faster or slower than the first scenario. Our results indicated that speed discrimination accuracy was minimally affected by changes in lighting distribution patterns between day and night.

Perceived Speed of Compound Stimuli Is Moderated by Component Contrast, Not Overall Pattern Contrast

The perception of speed is susceptible to manipulations of image contrast, both for simple sine wave and more complex stimuli, such that low-contrast patterns generally appear slower than their high-contrast equivalents. It is not known whether the crucial factor is the contrast of the underlying Fourier components or the contrast of the overall complex pattern. Here, two experiments investigate this issue using compound gratings, comprising two vertical sine wave stimuli with equal contrast, but a 3:1 spatial frequency ratio. Component gratings were summed in “peaks add” and in “peaks subtract” phase, creating conditions with either (a) identical component contrasts, despite differences in overall pattern contrast or (b) differences in component contrasts despite identical overall pattern contrast. Experiment 1 demonstrated that the perceived speed is determined by the contrast of the components regardless of relative phase and hence of overall pattern contrast. Experiment 2 replicated this result while eliminating potential explanations based on differences in spatial frequency content. Along with previous compound grating and plaid studies, the data support a two-stage velocity estimation process involving the derivation of separate speed signals for each Fourier component, followed by integration of these signals across spatial scales.