Allocating Attention to Detect Motorcycles: The Role of Inattentional Blindness

Errors in visual search: Are they stochastic or deterministic?

In any visual search task in the lab or in the world, observers will make errors. Those errors can be categorized as "deterministic": If you miss this target in this display once, you will definitely miss it again. Alternatively, errors can be "stochastic", occurring randomly with some probability from trial to trial. Researchers and practitioners have sought to reduce errors in visual search, but different types of errors might require different techniques for mitigation. To empirically categorize errors in a simple search task, our observers searched for the letter "T" among "L" distractors, with each display presented twice. When the letters were clearly visible (white letters on a gray background), the errors were almost completely stochastic (Exp 1). An error made on the first appearance of a display did not predict that an error would be made on the second appearance. When the visibility of the letters was manipulated (letters of different gray levels on a noisy background), the errors became a mix of stochastic and deterministic. Unsurprisingly, lower contrast targets produced more deterministic errors. (Exp 2). Using the stimuli of Exp 2, we tested whether errors could be reduced using cues that guided attention around the display but knew nothing about the content of that display (Exp3a, b). This had no effect, but cueing all item locations did succeed in reducing deterministic errors (Exp3c).

An Attentive Blank Stare Under Simulator-induced Spatial Disorientation Events

OBJECTIVE

This study investigated the effect of the spatial disorientation (SD) events on an attentive blank stare in the cockpit scene and demonstrated how much the flight task and visual delayed discrimination task were competing for the pilots' attention.

BACKGROUND

SD in flight is the leading cause of human error-related aircraft accidents in the military, general and commercial aviation, and has been an unsolved problem since the inception of flight. In-flight safety research, visually scanning cockpit instruments, and detecting changes are critical countermeasures against SD.

METHOD

Thirty male military pilots were performing a dual task involving piloting a flight simulator and visual change detection, while eye movements were obtained using an eye tracker.

RESULTS

Pilots made more flight errors and spent less time gazing at the area of change in SD-conflict than in non-conflict flights. The vestibular origin SD-conflict led not only to deteriorated piloting and visual scanning but also to problems coordinating overt and covert attention, resulting in lower noticeability of visual changes despite gazing at them.

CONCLUSION

Our study shows that looking at a given area in space is not a sufficient condition for effective covert attention allocation and the correct response to a visual stimulus. It seems to be important to make pilots aware of this during SD training.

APPLICATION

To reduce change blindness, some strategies, such as reducing the number of secondary tasks is extremely valuable. Particular efforts should also be focused on improving the design of the aircraft cockpit by increasing the conspicuousness of critical information.

The visible gorilla: Unexpected fast-not physically salient-Objects are noticeable

It is widely believed that observers can fail to notice clearly visible unattended objects, even if they are moving. Here, we created parametric tasks to test this belief and report the results of three high-powered experiments (total n = 4,493) indicating that this effect is strongly modulated by the speed of the unattended object. Specifically, fast-but not slow-objects are readily noticeable, whether they are attended or not. These results suggest that fast motion serves as a potent exogenous cue that overrides task-focused attention, showing that fast speeds, not long exposure duration or physical salience, strongly diminish inattentional blindness effects.

Prediction of severity of aviation landing accidents using support vector machine models

The purpose of this study was to apply support vector machine (SVM) models to predict the severity of aircraft damage and the severity of personal injury during an aircraft approach and landing accident and to evaluate and rank the importance of 14 accident factors across 39 sub-categorical factors. Three new factors were introduced using the theory of inattentional blindness: The presence of visual area surface penetrations for a runway, the Federal Aviation Administration's (FAA) visual area surface penetration policy timeframe, and the type of runway approach lighting. The study comprised 1,297 aircraft approach and landing accidents at airports within the United States with at least one instrument approach procedure. Support vector machine models were developed in using the linear, polynomial, radial basis function (RBF), and sigmoid kernels for the severity of aircraft damage and additional SVM models were developed for the severity of personal injury. The SVM models using the RBF kernel produced the best machine learning models with a 96% accuracy for predicting the severity of aircraft damage (0.94 precision, 0.95 recall, and 0.95 F1-score) and a 98% accuracy for predicting the severity of personal injury (0.99 precision, 0.98 recall, and 0.99 F1-score). The top predictors across both models were the pilot's total flight hours, time of the accident, pilot's age, crosswind component, landing runway number, single-engine land certificate, and any obstacle penetration. This study demonstrates the benefit of SVM modeling using the RBF kernel for accident prediction and for datasets with categorical factors.

Inattentional blindness to unexpected hazard in augmented reality head-up display assisted driving: The impact of the relative position between stimulus and augmented graph

OBJECTIVE

An augmented reality head-up display (AR-HUD) is a promising technology in assisted driving. It provides additional information in the driving environment. However, considering the registration problem related to the limitations of interactive technology, we suspect that an AR-HUD may not be able to recognize unpredictable stimuli in a timely manner, inducing inattentional blindness to these non-augmented stimuli. Actually, non-augmented stimuli may accidentally have a brief superimposition to AR graphics. This condition may also influence the rate of inattentional blindness accordingly. Thus, this study examined the problem of inattentional blindness in AR-HUD systems that may result from the immaturity of AR technology.

METHOD

We investigated the impact of AR graphic position (peripheral AOI v.s. central AOI) and the relative position of the AR graphic on unpredictable stimuli (on-HUD hazard v.s. off-HUD hazard) on the occurrence of inattentional blindness. Thirty Participants watched an AR-augmented driving video that included four augmented conditions. Participants were instructed to respond to four critical events (speeding, running of red lights, unexpected pedestrians or motorcycles). The rate of inattentional blindness and response time were recorded. We only analyzed data on unexpected pedestrian and motorcycle incidents.

RESULTS

The relative position of the AR graphic on unpredictable stimuli and AR graphic positions significantly affected the rate of inattentional blindness and response time. Drivers had a higher rate of inattentional blindness to the unpredictable stimulus briefly superimposed on the AR graphic (i.e., on-HUD hazard) in the peripheral visual field (i.e., peripheral AOI). Also, drivers exhibited a higher rate of inattentional blindness to the unpredictable stimuli outside the AR graphic (i.e., off-HUD hazard) in the central visual field (i.e., central AOI).

CONCLUSION

The study is expected to be beneficial for furthering the design of an AR-HUD-assisted system to reduce inattentional blindness in driving. Our results found that in the peripheral visual field, unpredictable stimuli accidentally superimposed on the AR graphic (i.e., on-HUD hazard) lead to a higher probability of ignoring the accidental events and seemed to require a longer response time for drivers. This study illustrated that inattentional blindness to non-augmented stimuli is also influenced by the AR graphic position when AR technology fails to augment them in a timely manner. An important recommendation emerging from this work is to consider the design of AR graphics according to the AR graphic positions and stimulus types to reduce the occurrence of inattentional blindness.

A Comprehensive Review on the Behaviour of Motorcyclists: Motivations, Issues, Challenges, Substantial Analysis and Recommendations

With the continuous emergence of new technologies and the adaptation of smart systems in transportation, motorcyclist driving behaviour plays an important role in the transition towards intelligent transportation systems (ITS). Studying motorcyclist driving behaviour requires accurate models with accurate and complete datasets for better road safety and traffic management. As accuracy is needed in modelling, motorcyclist driving behaviour analyses can be performed using sensors that collect driving behaviour characteristics during real-time experiments. This review article systematically investigates the literature on motorcyclist driving behaviour to present many findings related to the issues, problems, challenges, and research gaps that have existed over the last 10 years (2011-2021). A number of digital databases (i.e., IEEE Xplore®, ScienceDirect, Scopus, and Web of Science) were searched and explored to collect reliable peer-reviewed articles. Out of the 2214 collected articles, only 174 articles formed the final set of articles used in the analysis of the motorcyclist research area. The filtration process consisted of two stages that were implemented on the collected articles. Inclusion criteria were the core of the first stage of the filtration process keeping articles only if they were a study or review written in English or were articles that mainly incorporated the driving style of motorcyclists. The second phase of the filtration process is based on more rules for article inclusion. The criteria of inclusion for the second phase of filtration examined the deployment of motorcyclist driver behaviour characterisation procedures using a real-time-based data acquisition system (DAS) or a questionnaire. The final number of articles was divided into three main groups: reviews (7/174), experimental studies (41/174), and social studies-based articles (126/174). This taxonomy of the literature was developed to group the literature into articles with similar types of experimental conditions. Recommendation topics are also presented to enable and enhance the pace of the development in this research area. Research gaps are presented by implementing a substantial analysis of the previously proposed methodologies. The analysis mainly identified the gaps in the development of data acquisition systems, model accuracy, and data types incorporated in the proposed models. Finally, research directions towards ITS are provided by exploring key topics necessary in the advancement of this research area.

Influences of Emotion on Driving Decisions at Different Risk Levels: An Eye Movement Study

To explore the influences of traffic-related negative emotions on driving decisions, we induced drivers' three emotions (neutral emotion, traffic-related negative emotion, and traffic-unrelated negative emotion) by videos, then the drivers were shown traffic pictures at different risk levels and made decisions about whether to slow down, while their eye movements were recorded. We found that traffic-related negative emotion influenced driving decisions. Compared with neutral emotion, traffic-related negative emotion led to an increase in the number of decelerations, and the higher the risk, the more the number of decelerations. The visual processing time of the risk area was shorter in the traffic-related negative emotional state than that in the neutral emotional state. The less time drivers spend looking at the risk area, the faster they make their driving decisions. The results suggest that traffic-related negative emotions lead drivers to make more conservative decisions. This study supports the rationality of using traffic accident materials to conduct safety education for drivers. This article also discussed the significance of traffic-related negative emotions to social security.

The illusion of absence: how a common feature of magic shows can explain a class of road accidents

The purpose of the present note is to draw attention to the potential role of a recently discovered visual illusion in creating traffic accidents. The illusion consists in a compelling and immediate experience that the space behind an occluding object in the foreground is empty. Although the illusion refers to a region of space, which is invisible due to occlusion (a blind spot), there is evidence to suggest that it is nevertheless driven by visual mechanisms and that it can be just as deceptive and powerful as ordinary visual illusions. We suggest that this novel illusion can make situations involving blind spots in a road user's field of view even more dangerous than one would expect based on the lack of visibility by itself. This could be because it erroneously makes the road user feel that (s)he has actually seen everything there is to see, and thus has verified that the blind spot is empty. This hypothesis requires further testing before definitive conclusions can be drawn, but we wish to make researchers and authorities involved in the analysis of traffic accidents and on-the-spot crash investigations aware of its potential role in order to encourage registration of relevant data and facilitate further research.

Inattentional blindness and information relevance of variable message signs

It has been suggested that Variable Message Signs (VMS) become less effective at communicating important traffic information when irrelevant information is also displayed on them. The purpose of this study was to examine if practice reading irrelevant information on a VMS influenced compliance with, and memory for a detour message. Thirty-nine participants were randomly assigned to one of three groups who drove a simulated road; one receiving only a detour message on the VMS, one group received irrelevant VMS messages before the detour message, and a third group received the same messages but the detour message was inconsistent with their destination. Of interest were both the participants' compliance with the target detour message, as well as their later recall and recognition of the message. The results suggested that, first and foremost, there was significantly lower compliance with the detour message when it had been preceded by irrelevant messages on the VMS. All of the groups showed reasonably good memory for the detour message. The implications of the present study are that presentation of irrelevant messages, including advertisements and safety slogans, may result in reduced compliance to traffic-relevant messages on VMSs.

A Limiting Channel Capacity of Visual Perception: Spreading Attention Divides the Rates of Perceptual Processes

This study investigated effects of divided attention on the temporal processes of perception. During continuous watch periods, observers responded to sudden changes in the color or direction of any one of a set of moving objects. The set size of moving objects was a primary variable. A simple detection task required responses to any display change, and a selective task required responses to a subset of the changes. Detection rates at successive points in time were measured by response time (RT) hazard functions.The principal finding was that increasing the set size divided the detection rates-and these divisive effects were essentially constant over time and over the time-varying influence of the target signals and response tasks. The set size, visual target signal, and response task exerted mutually invariant influence on detection rates at given times, indicating independent joint contributions of parallel component processes. The lawful structure of these effects was measured by RT hazard functions but not by RTs as such. The results generalized the time-invariant divisive effects of set size on visual process rates found by Lappin, Morse, & Seiffert (Attention, Perception, & Psychophysics, 78, 2469-2493, 2016). These findings suggest that the rate of visual perception has a limiting channel capacity.

Pedestrians and E-Scooters: An Initial Look at E-Scooter Parking and Perceptions by Riders and Non-Riders

Since 2018, pedestrians in many U.S. cities have been sharing sidewalk space with dockless shared e-scooters. The introduction of e-scooters has received pushback from pedestrians. Complaints reported in the media include e-scooters blocking walkways and sidewalks when parked illegally as well as safety concerns from pedestrians who do not feel safe around moving e-scooters. However, little is known beyond a few initial studies on e-scooter parking and anecdotes about pedestrian perceptions of e-scooter safety. Our case study from Rosslyn, Virginia, helps shed light on these two issues. First, we conducted a survey of 181 e-scooter riders and non-riders asking about their perceived safety around riders of e-scooters and experiences of sidewalks blocked by e-scooters. We found highly divergent responses about safety and sidewalk blocking perceptions from riders and non-riders. Second, we conducted an observational study of 606 parked e-scooters along three mixed-use corridors in Rosslyn to investigate the relationship between the built environment and e-scooter parking. We found that 16% of 606 observed e-scooters were not parked properly and 6% (36 e-scooters) were blocking pedestrian right-of-way. Moreover, our survey showed that e-scooter trips in Rosslyn replaced trips otherwise taken by Uber, Lyft, or a taxi (39%), foot (33%), bicycle (12%), bus (7%), or car (7%).

The 'Saw but Forgot' error: A role for short-term memory failures in understanding junction crashes?

Motorcyclists are involved in an exceptionally high number of crashes for the distance they travel, with one of the most common incidents being where another road user pulls out into the path of an oncoming motorcycle frequently resulting in a fatal collision. These instances have previously been interpreted as failures of visual attention, sometimes termed 'Look but Fail to See' (LBFTS) crashes, and interventions have focused on improving drivers' visual scanning and motorcycles' visibility. Here we show from a series of three experiments in a high-fidelity driving simulator, that when drivers' visual attention towards and memory for approaching vehicles is experimentally tested, drivers fail to report approaching motorcycles on between 13% and 18% of occasions. This happens even when the driver is pulling out into a safety-critical gap in front of the motorcycle, and often happens despite the driver having directly fixated on the oncoming vehicle. These failures in reporting a critical vehicle were not associated with how long the driver looked at the vehicle for, but were associated with drivers' subsequent visual search and the time that elapsed between fixating on the oncoming vehicle and pulling out of the junction. Here, we raise the possibility that interference in short-term memory might prevent drivers holding important visual information during these complex manoeuvres. This explanation suggests that some junction crashes on real roads that have been attributed to LBFTS errors may have been misclassified and might instead be the result of 'Saw but Forgot' (SBF) errors. We provide a framework for understanding the role of short-term memory in such situations, the Perceive Retain Choose (PRC) model, as well as novel predictions and proposals for practical interventions that may prevent this type of crash in the future.

On the Dynamics of Conspicuity

OBJECTIVE

To examine the influences of dynamic conspicuity on object recognition and to evaluate the real-world implications of these processes.

BACKGROUND

Conspicuity is the major influence on persons' abilities to recognize the presence of entities within their environment. Shortfalls in sensory and cognitive conspicuity are implicated in many, if not most, real-world systemic failures.

METHOD

The present observations derive from an overview of relevant empirical research allied to a synthetic integration. From these foundations, I articulate a proposed taxonomy through which to parse the essential dimensions of conspicuity.

RESULTS

The taxonomy features three axes related to (a) modality (e.g., visual vs. auditory, etc.), (b) processing directionality (e.g., top-down vs. bottom-up information flow), and finally (c) temporality (i.e., the differences between static vs. dynamic presentations).

CONCLUSION

Existing conspicuity studies have primarily featured static, sensory comparisons. Exploration of the other quadrants of the proposed taxonomy can serve to frame future conspicuity research. This taxonomic description also provides the basis from which to understand failure etiology in a wide spectrum of human-machine systems.

APPLICATION

Improvements in the understanding of conspicuity can help in all domains of HF/E and can serve to reduce failure in a wide variety of operational contexts.

The effects of age and cognitive load on peripheral-detection performance

Age-related declines in both peripheral vision and cognitive resources could contribute to the increased crash risk of older drivers. However, it is unclear whether increases in age and cognitive load result in equal detriments to detection rates across all peripheral target eccentricities (general interference effect) or whether these detriments become greater with increasing eccentricity (tunnel effect). In the current study we investigated the effects of age and cognitive load on the detection of peripheral motorcycle targets (at 5°–30° eccentricity) in static images of intersections. We used a dual-task paradigm in which cognitive load was manipulated without changing the complexity of the central (foveal) visual stimulus. Each image was displayed briefly (250 ms) to prevent eye movements. When no cognitive load was present, age resulted in a tunnel effect; however, when cognitive load was high, age resulted in a general interference effect. These findings suggest that tunnel and general interference effects can co-occur and that the predominant effect varies with the level of demand placed on participants' resources. High cognitive load had a general interference effect in both age groups, but the effect attenuated at large target eccentricities (opposite of a tunnel effect). Low cognitive load had a general interference effect in the older but not the younger group, impairing detection of motorcycle targets even at 5° eccentricity, which could present an imminent collision risk in real driving.