Supervising the self-driving car: Situation awareness and fatigue during highly automated driving

Vehicle automation promises to reduce the demands of the driving task, making driving less fatiguing, more convenient, and safer. Nevertheless, Level 3 automated vehicles rely on a human driver to be ready to resume control, requiring the driver to reconstruct situation awareness (SA) and resume the driving task. Understanding the interaction between non-driving-related task (NDRT) use, SA, and takeover capacity is important because an effective takeover is entirely dependent on, and scaffolds from, effectively reconstructed SA. While a number of studies have looked at the behavioural impact of being 'in- or on-the-loop', fewer consider the cognitive impact, particularly the consequences for SA. The present study exposed participants to an extended simulated automated drive involving two critical takeover scenarios (early- and late-drive). We compared automated vehicle (AV) operators who were required to passively monitor the vehicle to those engaging with self-selected NDRTs. Monitoring operators demonstrated lower total- and schema-specific SA count scores following a fatiguing drive compared to those engaging with self-selected NDRTs. NDRT engagement resulted in no significant difference in SA count scores early- and late-drive. Assessment of differences in the type and sensory modality of NDRTs indicated operators make fundamentally different selections about the NDRTs they engage with in an automated driving environment compared to a manual environment. The present study provides further evidence linking SA and AV operator behaviour and underscores the need to understand the role of SA in takeover capacity. Our findings suggest that although SA declines over time regardless of driving task requirements (Monitoring versus NDRT engagement), NDRT use may facilitate better SA construction, with implications for the regulation of NDRT use in AVs as the technology progresses.

Normative influences on young drivers' illegal smartphone use: Applying an extended Theory of Normative Social Behaviour

In the 12 months to November 2021, 19 % of the people killed on Australian roads were aged between 17 and 25 years, despite this age group making up just 12 % of the driving population. A substantial number of these crashes resulted from smartphone use. It is widely accepted that norms influence young drivers' smartphone use; however, there is a dearth of research investigating how different norms interact to influence this behaviour. The current survey study (N = 137) applied an extended Theory of Normative Social Behaviour (TNSB) to investigate illegal smartphone use among young drivers. The original TNSB model proposes that injunctive norm (i.e., perceived societal approval), outcome expectancies, and group identity each moderate the relationship between descriptive norm and behavioural intention. The current study added subjective norm (i.e., perceived approval from important others) to the model. Moderation analyses found that only subjective norm moderated the relationship between descriptive norm and behavioural intention, whereas subjective norm, injunctive norm, and outcome expectancies each partially mediated this relationship. These findings provided partial support for the TNSB. They highlighted the influence of a range of norms on young drivers' smartphone use (i.e., descriptive norm, subjective norm, and injunctive norm) and, in particular, the influence of subjective norm in this context. It also highlights the importance of investigating how norms interact with each other to influence the relationship between descriptive norm and behavioural intention. In accordance with these findings, future public education messages should challenge normative influences, and subjective norm in particular, on young drivers' smartphone use.

Smartphone use among young drivers: Applying an extended Theory of Planned Behaviour to predict young drivers' intention and engagement in concealed responding

Young drivers, aged 17-25 years, are more likely than other age groups to access social interactive technologies (e.g., Snapchat, Facebook) on their smartphones while driving. Many of these young drivers do so in a concealed manner, thereby diverting their eyes from the road for extended periods and increasing their crash risk. In accordance with previous research, an extended Theory of Planned Behaviour (TPB) was applied in this survey study to investigate psychosocial predictors of young drivers' intention, and behaviour, of responding to social interactive technology on a smartphone in a concealed manner. Participants (N = 154) resided in Australia, were aged 17-25 years, owned a provisional or an open licence, and owned a smartphone. Participants completed two online surveys administered 1-week apart. The first survey measured intention and assessed the TPB standard constructs of attitude, subjective norm, and perceived behavioural control, as well as the additional constructs of anticipated action regret, anticipated inaction regret, and problematic mobile phone usage. The first survey also assessed whether there were any differences in the salient beliefs (elicited in a previous study) about smartphone use between high and low intenders to engage in this behaviour. The second survey measured engagement in the behaviour of responding in a concealed manner in the previous week. Hierarchical multiple regression analyses showed the standard TPB accounted for 69% of variance in intention, and a further 4% was accounted for by the extended constructs. In the final model, all variables, except anticipated inaction regret, were significant predictors of intention. Intention was the only significant predictor of behaviour. A series of MANOVAs found significant differences in the salient belief items between high and low intenders (e.g., high intenders were more likely to believe that friends/peers and other drivers would approve of them engaging in this behaviour). These key findings can be used as focal points for public education messages to persuade young drivers to reduce the frequency of their smartphone use, which is vital to improve road safety for all users.

[Introduction to the hierarchical taxonomy of psychopathology]

INTRODUCTION

In clinical practice, the usefulness of diagnosis based on the Diagnostic or Statistical Manual of Mental Disorders (DSM) or the International Classification of Diseases, 11th edition, appears essential from a clinical, research, epidemiological, administrative, economic and political level. However, such diagnostic systems have shortcomings in terms of validity, little consideration of comorbidities and strong intra-class heterogeneity. On a structural level, the operationalization of its criteria is based on a reliability which has been defined a posteriori and which does not lead to improving the validity of the diagnosis but rather to the reification of the diagnostic categories.

METHODS

First published in its current form in 2017, the Hierarchical Taxonomy of Psychopathology (HiTOP) constitutes a nosological alternative based on statistics. It conceptualizes psychopathology as a set of hierarchical dimensions, i.e. in "transdiagnostic" continua. The HiTOP is structured according to super-spectra, spectra, sub-factors, syndromes, components and symptoms. This comes from the current dimensional psychology and quantitative nosology. This article describes the basic principles of the HiTOP project and its potential to integrate into clinical and psychiatric research based on its advantages and limitations.

RESULTS

Unlike the DSM, which is descriptive and categorical, the HiTOP is first a dimensional classification. This dimensionality describes psychiatric phenomena on continua, each dimension providing a diagnostic continuum to situate a clinical patient. This dimensionality avoids the reification of categories and it limits the dichotomy between normal and pathological. In addition, HiTOP shows a hierarchical structure: vertical refinement of dimensions allows to circumvent the problem of comorbidities, proposes a new conception of etiopathogenic mechanisms, and improves management of care.

DISCUSSION

Thus, we provide an illustration of the applications of a dimensional and hierarchical classification in current clinical practice and scientific research, compared to traditional nosology. The challenges of the HiTOP arise in terms of validity, i.e. in the relation of dimensions with physiopathological mechanisms, in clinical terms, i.e. in the potential contribution of dimensions in relation to categories. Moreover, methodological challenges will be important given the inherent limitations of the HiTOP.

CONCLUSION

The HiTOP allows to examine the conceptualization of psychiatric disorders, the search for explanatory mechanisms, and treatment from another perspective for psychiatry.

Identifying Interactive Factors That May Increase Crash Risk between Young Drivers and Trucks: A Narrative Review

Sharing the road with trucks is associated with increased risk of serious injury and death for passenger vehicle drivers. However, the onus for minimising risk lies not just with truck drivers; other drivers must understand the unique performance limitations of trucks associated with stopping distances, blind spots, and turning manoeuverability, so they can suitably act and react around trucks. Given the paucity of research aimed at understanding the specific crash risk vulnerability of young drivers around trucks, the authors employ a narrative review methodology that brings together evidence from both truck and young driver road safety research domains, as well as data regarding known crash risks for each driving cohort, to gain a comprehensive understanding of what young drivers are likely to know about heavy vehicle performance limitations, where there may be gaps in their understanding, and how this could potentially increase crash risk. We then review literature regarding the human factors affecting young drivers to understand how perceptual immaturity and engagement in risky driving behaviours are likely to compound risk regarding both the frequency and severity of collision between trucks and young drivers. Finally, we review current targeted educational initiatives and suggest that simply raising awareness of truck limitations is insufficient. We propose that further research is needed to ensure initiatives aimed at increasing young driver awareness of trucks and truck safety are evidence-based, undergo rigorous evaluation, and are delivered in a way that aims to (i) increase young driver risk perception skills, and (ii) reduce risky driving behaviour around trucks.

Keeping Safe on Australian Roads: Overview of Key Determinants of Risky Driving, Passenger Injury, and Fatalities for Indigenous Populations

Social and cultural barriers associated with inequitable access to driver licensing and associated road safety education, as well as socioeconomic issues that preclude ongoing vehicle maintenance and registration, result in unsafe in-car behaviours such as passenger overcrowding. This in turn is associated with improper seatbelt usage, noncompliance with child restraint mandates, and driver distraction. For example, in Australia, where seatbelt use is mandatory, Indigenous road users are three times less likely to wear seatbelts than non-Indigenous road users. This is associated with a disproportionately high fatality rate for Indigenous drivers and passengers; 21% of Indigenous motor-vehicle occupants killed on Australian roads were not wearing a seatbelt at the time of impact. In addition, inequitable access to driver licensing instruction due to financial and cultural barriers results in Indigenous learner drivers having limited access to qualified mentors and instructors. A consequent lack of road safety instruction results in a normalising of risky driving behaviours, perpetuated through successive generations of drivers. Moreover, culturally biased driver instruction manuals, which are contextualised within an English written-language learning framework, fail to accommodate the learning needs of Indigenous peoples who may encounter difficulties with English literacy. This results in difficulty understanding the fundamental road rules, which in turn makes it difficult for young drivers to develop and sustain safe in-car behaviours. This paper considers the literature regarding road safety for Indigenous road users and critically evaluates strategies and policies that have been advanced to protect Indigenous drivers. Novel solutions to increasing road safety rule compliance are proposed, particularly in relation to passenger safety, which are uniquely embedded within Indigenous ways of knowing, being, and doing. Safe driving practices have crucial health and social implications for Indigenous communities by allowing more Indigenous people to participate in work and education opportunities, access healthcare, maintain cultural commitments, and engage with families and friends, qualities which are essential for ongoing health and wellbeing.

Predicting the monitoring/reading of communications on a smartphone among young drivers using an extended theory of planned behaviour

Australian drivers aged 17-25 years are overrepresented in road crashes, with many crashes resulting from smartphone use. The current study, based on a prospective design and an extended TPB framework, predicted young drivers' intentions to, and actual behaviour of, monitoring/reading social interactive technology via a smartphone while driving. An online survey at Time 1 (N = 167) assessed the TPB constructs of attitude, subjective norm and perceived behaviour control (PBC), and the additional factors of habit, mindfulness and cognitive capture. A hierarchical multiple regression analysis showed that the TPB constructs accounted for 76.4% in the variance of young drivers' intentions. The extended model, which included habit, mindfulness and cognitive capture accounted for a significant 79% of the variance in intention, and these additional factors explained a significant amount of variance over and above the TPB constructs. The Time 2 survey (N = 95) assessed actual behaviour in relation to smartphone use in the one-week period between the Time 1 and 2 surveys. Results from a multiple regression analysis of Time 2 found that, as expected, intention was a significant predictor of the behaviour of monitoring/reading a smartphone while driving. The results support the TPB for predicting intention and actual behaviour in relation to monitoring/reading a smartphone while driving. The theoretical and practical implications of the current study are discussed as well as recommendations for future research.