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These changes are captured in measures of drivers' visual behavior.
Measures of drivers' horizontal and vertical gaze dispersion during both conventional and automated (SAE Level 2) driving were compared on approach to such critical events.
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Finally, we explored the relationship between objective measures of driver behavior and individual-level attitudinal variables.
Measures of driver speed, braking, travel path, and collision frequency were recorded.
A large correlation is observed between the subjective and objective measures of driver discomfort and provides the opportunity for long term discomfort evaluations to be made via remote monitoring; removing the need for subjective assessment.
Three major shortcomings apparent in established measures of driver behaviour are that they do not target the full range of reckless driving behaviours, they measure characteristics other than driving behaviours, and/or they fail to categorise and label reckless driver behaviour based on characteristics of the behaviours themselves.
Third, to support multi-scaled spatial analysis and to measure and study CSI drivers, LAGOSGEO includes measures of driver variables at spatial extents that range from fine (near an individual lake) to coarse (regions that the lakes are nested within) scales.
In our study, TTC was used as a surrogate measure of driver behavior adaptations.
KSS is the measure of driver sleepiness that is least affected by between-individual variation [2].
That being said, KSS is the measure of driver sleepiness that is least affected by between individual variations, also in comparison with physiological sleepiness indicators [13].
These results pave the way for future assessment and training tools to supplement emergency response driver training, while supporting the growing literature that identifies hazard prediction as a more robust measure of driver safety than traditional hazard perception tests.
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Justyna Jupowicz-Kozak
CEO of Professional Science Editing for Scientists @ prosciediting.com