Journal of Safety Research最新文献_第7页

Fatal injuries among landscaping and tree care workers: Insights from NIOSH and state-based FACE reports 园林绿化和树木护理工人中的致命伤：从 NIOSH 和基于州的 FACE 报告中获得的启示

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-19 DOI: 10.1016/j.jsr.2024.10.005

Gregory D. Kearney , Nancy Romano , Anna Doub

Context: A comprehensive assessment of the National Institute for Occupational Safety and Health (NIOSH) and State-based Fatal Assessment and Control Evaluation (FACE) investigative reports involving landscaping and tree worker fatalities have not been fully examined. Methods: Narrative text from 93 FACE reports from 1987 to 2023 involving landscaping and tree care workers were reviewed, manually coded and analyzed on major variables. Univariate analyses was conducted to summarize results of decedent workers and workplace characteristics. Results: Among the total number of worker fatalities (n = 95), the most commonly reported incidents were, electrocutions from power lines (18.3%), falls from trees (16.1%), and incidents involving a worker being either caught, pulled, or dragged into wood-chipping machine (12.9%). More than 66.0% of fatal incidents occurred among tree care workers that had been on the job for one year or less. Among reports, 60.2% of employers lacked a written safety plan, and 34.4% did not provide job training to their workers. Conclusions: FACE case reports alone are not a valid measure of workplace fatalities. Nevertheless, the codification and descriptive summary of more than three decades of case reports increases understanding of circumstances and contributing risk factors associated with these tragic, and yet largely preventable incidents. A comprehensive approach is urgently needed that includes: (a) taking immediate action to reduce occupational risks while cultivating a robust safety culture across the industry, and (b) increasing research to evaluate the effectiveness of interventions and prevention measures. Practical Application: The interconnectedness of safety challenges requires a multi-faceted approach that includes addressing issues related to new and diverse workers, employer commitments to the implementation of safety plans, and comprehensive training and mentorship programs. Intervention strategies and implementation measures are essential to diminishing fatalities in these high-risk jobs.

背景：尚未对美国国家职业安全与健康研究所（NIOSH）和各州的死亡评估与控制评价（FACE）调查报告进行全面评估，这些报告涉及园林绿化和树木工人的死亡事故。研究方法：对 1987 年至 2023 年期间涉及园林绿化和树木护理工人的 93 份 FACE 报告的叙述性文字进行了审查、人工编码和主要变量分析。进行单变量分析，总结死者工人和工作场所特征的结果。结果：在工人死亡总数（n = 95）中，最常报告的事故是电线触电（18.3%）、从树上坠落（16.1%）以及工人被卷入、拉入或拖入削木机（12.9%）。超过 66.0% 的致命事故发生在工作一年或一年以下的树木护理工人身上。在报告中，60.2%的雇主没有书面安全计划，34.4%的雇主没有为工人提供工作培训。结论：仅凭 FACE 案例报告并不能有效衡量工伤死亡事故。尽管如此，对三十多年来的案例报告进行编纂和描述性总结，可以加深人们对与这些悲惨但在很大程度上可以预防的事故相关的情况和风险因素的了解。我们迫切需要采取综合措施，其中包括(a) 立即采取行动，降低职业风险，同时在整个行业培养强有力的安全文化，以及 (b) 加强研究，评估干预和预防措施的有效性。实际应用：安全挑战的相互关联性要求采取多方面的方法，包括解决与新工人和不同工人相关的问题、雇主对实施安全计划的承诺以及全面的培训和指导计划。干预策略和实施措施对于减少这些高风险工作的死亡事故至关重要。

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引用次数: 0

The aggressive driving performance caused by congestion based on behavior and EEG analysis 基于行为和脑电图分析的拥堵导致的激进驾驶表现

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-17 DOI: 10.1016/j.jsr.2024.10.004

Shuo Zhao, Geqi Qi, Peihao Li, Wei Guan

Introduction: Traffic congestion is closely related to traffic accidents, as prolonged traffic congestion often results in frustration and aggressive behavior. Moreover, in daily commuting, drivers often have to pass through multiple congested road sections, and aggressive driving performance due to exiting or re-entering traffic jams has rarely been analyzed. Method: To fill this research gap, we designed an intermittent traffic congestion scenario using a driving simulator and employed unsupervised learning algorithms to extract high-level driving patterns gathered with EEG data to investigate the continuous effects of traffic jams, particularly when drivers exit and re-enter traffic jam conditions. Results: We discovered that drivers, upon exiting congested areas, engage in abrupt braking with a decrease in braking time of approximately 0.47 s and smooth lane changes with an increase in lane change time of approximately 0.5 s to maintain high-speed driving conditions. When drivers re-enter a traffic jam, they exhibit more abrupt stop-and-go behaviors to escape the traffic jam. The results of the risk assessment of driving behavior indicated that after leaving congested areas, free-flow segments have greater risk factors than other segments. Electroencephalogram (EEG) data were analyzed to identify instances of mind-wandering when a driver transitions into free-flowing segments, followed by a substantial increase in brain activity upon re-entry into congested traffic conditions. Practical Applications: The research outcomes suggest that optimizing the road segments after congestion, using appropriate entertainment systems to reduce driver stress, and implementing adaptive traffic signals to achieve smooth transitions during intermittent congestion can reduce aggressive driving behavior and enhance traffic safety.

引言交通拥堵与交通事故密切相关，因为长时间的交通拥堵往往会导致挫败感和攻击性行为。此外，在日常通勤中，驾驶员往往需要通过多个拥堵路段，而由于驶出或再次驶入交通拥堵路段而导致的攻击性驾驶表现却很少被分析。研究方法为了填补这一研究空白，我们利用驾驶模拟器设计了一个间歇性交通拥堵场景，并采用无监督学习算法提取脑电数据收集到的高级驾驶模式，以研究交通拥堵的连续影响，尤其是驾驶员驶出和再次驶入交通拥堵状态时的影响。结果：我们发现，驾驶员在驶出拥堵区域时会突然刹车，刹车时间减少约 0.47 秒，而平稳变道则会使变道时间增加约 0.5 秒，以维持高速行驶状态。当驾驶员再次进入交通拥堵路段时，他们会表现出更多的急停急转行为，以摆脱交通拥堵。驾驶行为风险评估结果表明，在驶离拥堵区域后，自由通行路段比其他路段具有更大的风险因素。通过分析脑电图（EEG）数据，可以识别出驾驶员在过渡到自由流畅路段时的思维游离情况，以及再次进入拥堵交通状况时大脑活动的大幅增加。实际应用：研究结果表明，优化拥堵后的路段、使用适当的娱乐系统来减轻驾驶员的压力，以及实施自适应交通信号来实现间歇性拥堵期间的平稳过渡，可以减少激进驾驶行为，提高交通安全。

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引用次数: 0

Rates and ratios of fatal and nonfatal drowning attended by ambulance in New South Wales, Australia between 2010 and 2021 2010 年至 2021 年期间澳大利亚新南威尔士州救护车处理的致命和非致命溺水事件的比率和比例

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-11 DOI: 10.1016/j.jsr.2024.09.019

Edwina Mead , Chen-Chun Shu , Pooria Sarrami , Rona Macniven , Michael Dinh , Hatem Alkhouri , Lovana Daniel , Amy E. Peden

Introduction: Drowning is a preventable cause of mortality, with 279 unintentional drowning deaths per year in Australia. Despite larger estimated numbers, less is known about nonfatal drowning compared to fatalities. This study aimed to examine the burden of fatal and nonfatal drowning in the Australian state of New South Wales using pre-hospital case capture. Methods: A cross-sectional analysis of individuals attended by an ambulance in NSW for drowning between 2010 and 2021 was conducted. Ambulance data (paper-based and electronic medical records) were linked to emergency department and death registry. Ratios of fatal to nonfatal drowning were constructed overall, by sex, age, and remoteness of incident and residential locations. Results: 3,973 ambulance-attended drowning patients were identified (an annual rate of 4.16/100,000 persons). Six percent (6.1%; n = 243) died within 30 days, 82.7% (n = 201) of which died on the day of incident, including at the scene. Mean survival time for those who died between 2 and 30 days was 4.6 days. The overall ratio of fatal to nonfatal incidents was 1:15. Ratios were highest for 10–19 year-olds (1:77), females (1:22), and in metropolitan incident (1:20) and residential (1:23) locations. Across the study drowning declined by 14 incidents and 0.18 fatalities per year. Discussion: Temporal trends indicate declining drowning incidents and fatalities. However, this study highlights significant numbers of nonfatal incidents among those traditionally seen as lower risk, such as adolescents and females, necessitating a widened focus on improving water safety among these groups. Conclusions: Nonfatal drowning results in significant, yet preventable health system burden in New South Wales. Practical Applications: This study highlights the importance of documenting the full burden of drowning, including health system impacts of a preventable cause of injury and death. Such data may be used to encourage further investment in primary prevention efforts.

导言：溺水是一种可预防的死亡原因，澳大利亚每年有 279 人死于意外溺水。尽管估计数字较大，但与致命溺水相比，人们对非致命溺水的了解较少。本研究旨在通过院前病例采集，对澳大利亚新南威尔士州致命性和非致命性溺水造成的负担进行研究。研究方法对 2010 年至 2021 年期间新南威尔士州因溺水而接受救护车救治的人员进行了横截面分析。救护车数据（纸质和电子病历）与急诊科和死亡登记处的数据相链接。按照性别、年龄、事发地点和居住地点的偏远程度，构建了致命溺水与非致命溺水的总体比率。结果共确认了 3,973 名救护车接诊的溺水患者（年发病率为 4.16/100,000）。6%（6.1%；n = 243）的患者在 30 天内死亡，其中 82.7%（n = 201）的患者在事发当天死亡，包括在现场死亡。在 2 至 30 天内死亡者的平均存活时间为 4.6 天。死亡与非死亡事件的总体比例为 1:15。其中，10-19 岁儿童（1:77）、女性（1:22）、大都市（1:20）和住宅区（1:23）的比例最高。在整个研究期间，溺水事件每年减少 14 起，死亡人数每年减少 0.18 人。讨论：时间趋势表明溺水事件和死亡人数在下降。然而，本研究强调了传统上被认为风险较低的人群（如青少年和女性）中发生的大量非致命事件，因此有必要更广泛地关注改善这些人群的水上安全。结论非致命性溺水给新南威尔士州的卫生系统造成了巨大的负担，但这是可以预防的。实际应用：这项研究强调了记录溺水造成的全部负担的重要性，包括可预防的伤亡原因对卫生系统造成的影响。这些数据可用于鼓励进一步投资初级预防工作。

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引用次数: 0

The maximum potential benefits of safety systems on light van crashes in the United States 安全系统对美国轻型货车碰撞事故的最大潜在效益

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-10 DOI: 10.1016/j.jsr.2024.09.021

Aimee E. Cox, Jessica B. Cicchino

Introduction: The retail landscape has shifted from brick-and-mortar sales to e-commerce, which surged during the COVID-19 pandemic. Light vans are popular vehicles to meet the rising home delivery demands. Two New Car Assessment Programs developed van ratings programs based on their equipment of safety features. This study was designed to estimate the maximum potential benefits that safety technologies could provide light vans based on their historical involvement in relevant crash scenarios. Methods: We used U.S. crash data from 2016—2021 to estimate the average annual total (police-reported), injury, and fatal crashes involving light vans. We determined the proportion of total crashes where front crash prevention, lane departure prevention, blind spot detection, and intelligent speed assistance systems might help the driver prevent crashes or mitigate their severity. We determined the proportions of injury and fatal crashes that resulted in an injury to someone not traveling in the light van. Results: Of the systems studied, front crash prevention that detects vehicles, pedestrians, and cyclists was relevant to largest percentage of light van crashes and could prevent as many as 17% of their involvements, 14% of their injury crashes, and 19% of their fatal crashes. Combined, the four systems have the potential to reduce up to 26% of light van crashes, 22% of their injury crashes, and 36% of their fatal crashes. Sixty-two percent of injury crashes and 56% of fatal crashes relevant to these technologies resulted in injuries or fatalities to occupants of other vehicles or other road users. Conclusions: Light vans are a growing market that can benefit from safety technology, especially when considering their impact on others with whom they share the road. Practical Applications: People and businesses in the market for a light van should seek these systems. Aftermarket products can be installed on light vans not equipped with them.

导言：在 COVID-19 大流行期间，零售业已从实体销售转向电子商务。为满足日益增长的送货上门需求，轻型厢式货车成为热门车型。两个 "新车评估计划 "根据面包车的安全性能设备制定了面包车评级计划。本研究旨在根据轻型货车在相关碰撞事故中的历史表现，估算安全技术可为其带来的最大潜在效益。方法：我们使用 2016-2021 年的美国碰撞数据来估算涉及轻型货车的年均总碰撞事故（警方报告）、受伤事故和死亡事故。我们确定了前部碰撞预防、车道偏离预防、盲点检测和智能车速辅助系统可帮助驾驶员预防碰撞或减轻碰撞严重程度的碰撞事故占总碰撞事故的比例。我们还确定了导致非轻型厢式货车乘客受伤和死亡的碰撞事故比例。结果：在所研究的系统中，检测车辆、行人和骑车人的前部碰撞预防系统与轻型厢式货车碰撞事故的相关比例最高，可预防多达 17% 的肇事事故、14% 的受伤事故和 19% 的致命事故。这四个系统加在一起，有可能减少多达 26% 的轻型货车碰撞事故、22% 的受伤碰撞事故和 36% 的致命碰撞事故。与这些技术相关的62%的受伤碰撞事故和56%的致命碰撞事故导致其他车辆的乘员或其他道路使用者受伤或死亡。结论：轻型货车是一个不断增长的市场，可以从安全技术中获益，特别是考虑到它们对与之共用道路的其他人的影响。实际应用：在轻型厢式货车市场上，人们和企业应寻求这些系统。售后市场产品可安装在未配备这些系统的轻型货车上。

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引用次数: 0

Multi-label material and human risk factors recognition model for construction site safety management 用于建筑工地安全管理的多标签材料和人为风险因素识别模型

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-09 DOI: 10.1016/j.jsr.2024.10.002

Jeongeun Park , Sojeong Seong , Soyeon Park , Minchae Kim , Ha Young Kim

Introduction: Construction sites are prone to numerous safety risk factors, but safety managers have difficulty managing these risk factors for practical reasons. Moreover, manually identifying multiple risk factors visually is challenging. Therefore, this study aims to propose a deep learning model–based multi-label risk factor recognition (MRFR) framework that automatically recognizes multiple potential material and human risk factors at construction sites. The research answers the following questions: How can a deep learning model be developed and optimized to recognize and classify multiple material and human risk factors automatically and concurrently at construction sites, and how can the decision-making process of the model be understood and improved for practical application in preemptive safety management? Methods: Data comprising 14,605 instances of eight types of material and human risk factors were collected from construction sites. Multiple risk factors can occur concurrently; thus, an optimal model for multi-label recognition of possible risk factors was developed. Results: The MRFR framework combines material and human risk factors into a single label while achieving satisfactory performance with an F1 score of 0.9981 and a Hamming loss of 0.0008. The causes of mispredictions by MRFR were analyzed by interpreting the decision basis of the model using visualization. Conclusion: This study found that the model must have sufficient capacity to detect multiple risk factors. Performance degradation in MRFR is primarily due to difficulties recognizing visual ambiguities and a tendency to focus on nearby objects when perspective is involved. Practical applications: This study contributes to safety management knowledge by developing a model to recognize multi-label material and human risk factors. Furthermore, the results can be used as guidelines for data collection methods and model improvement in the future. The MRFR framework can be used as an algorithm to recognize risk factors preemptively and automatically at real-world construction sites.

导言：建筑工地容易出现许多安全风险因素，但由于实际原因，安全管理人员很难管理这些风险因素。此外，手动直观地识别多种风险因素也具有挑战性。因此，本研究旨在提出一种基于深度学习模型的多标签风险因素识别（MRFR）框架，该框架可自动识别建筑工地潜在的多种物质和人为风险因素。本研究回答了以下问题：如何开发和优化深度学习模型，以自动并发识别建筑工地上的多种材料和人为风险因素并对其进行分类，以及如何理解和改进该模型的决策过程，以便在先期安全管理中实际应用？方法：从建筑工地收集了 14,605 个数据，包括八种物质和人为风险因素。多种风险因素可能同时出现，因此开发了一种对可能的风险因素进行多标签识别的最佳模型。结果：MRFR 框架将材料和人为风险因素合并为一个标签，同时取得了令人满意的性能，F1 分数为 0.9981，汉明损失为 0.0008。通过可视化解释模型的决策依据，分析了 MRFR 预测错误的原因。结论：本研究发现，模型必须有足够的能力来检测多种风险因素。MRFR 性能下降的主要原因是难以识别视觉模糊性，以及在涉及透视时倾向于关注附近的物体。实际应用：本研究通过开发一种识别多标签物质和人为风险因素的模型，为安全管理知识做出了贡献。此外，研究结果还可作为今后数据收集方法和模型改进的指导方针。MRFR 框架可作为一种算法，在现实世界的建筑工地上预先自动识别风险因素。

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引用次数: 0

Kinematic characterization of micro-mobility vehicles during evasive maneuvers 微型机动飞行器在规避机动过程中的运动学特征

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-08 DOI: 10.1016/j.jsr.2024.09.020

Paolo Terranova , Shu-Yuan Liu , Sparsh Jain , Johan Engström , Miguel A. Perez

Introduction: Over the last decade, the increasing popularity of Micromobility Vehicles (MMVs) has led to profound changes in personal mobility, raising concerns about road safety and public health. Therefore, the effective characterization of their kinematic performances and safety boundaries is becoming crucial. Hence, this study aims to: (1) characterize the MMVs kinematic behaviors during emergency maneuvers; (2) examine how various power sources affect their performances; and (3) assess the suitability of a piecewise linear model for modeling their trajectories. Method: We conducted a test track experiment involving 40 frequent riders performing emergency braking and swerving maneuvers on different electric MMVs, their traditional counterparts, and behaving as running pedestrians. A second experiment determined the swerving boundaries of different devices estimating their minimum radius of curvature. Results: Electric MMVs displayed superior braking capabilities compared to their traditional counterparts, while the opposite was observed in terms of swerving performances. Performances significantly varied across MMV-types, with handlebar-based devices (bicycles and scooters) consistently outperforming the handlebar-less MMVs (skateboards and onewheel). The piecewise linear models used for braking profiles well fitted most MMV trajectories, except for skateboards and pedestrians due their foot-ground interaction. Conclusions: This research highlights the influence of MMVs-specific characteristics on their maneuverability, underscoring that steering or braking effectiveness in collisions may vary depending on device type and power source. Piecewise linear models effectively generated parameterized functions for modeling braking trajectories, despite further improvements are suggested given the inapplicability of the single brake-ramp assumption to all the MMVs. Practical applications: The identified similarities and distinctions between MMVs could offer insights to traffic regulators and may assist MMV designers and manufacturers in enhancing the devices users’ safety. The piecewise model results allow traffic events reconstructions and simulations, enabling intelligent driving system to predict MMV riders' evasive actions in critical situations.

导言：在过去的十年中，微型移动车辆（MMV）的日益普及给个人移动带来了深刻的变化，引起了人们对道路安全和公共健康的关注。因此，有效描述其运动性能和安全边界变得至关重要。因此，本研究旨在：（1）描述微型汽车在紧急机动过程中的运动学行为；（2）研究各种动力源如何影响微型汽车的性能；以及（3）评估片断线性模型对微型汽车轨迹建模的适用性。方法：我们在试车场进行了一项实验，让 40 名经常骑车的人在不同的电动 MMV 和传统的 MMV 上进行紧急制动和转弯动作，并扮演奔跑的行人。第二项实验通过估计不同设备的最小曲率半径来确定其转弯边界。实验结果电动多用途车辆的制动能力优于传统多用途车辆，而转弯性能则与之相反。不同类型多用途车的性能差异很大，有车把的设备（自行车和滑板车）始终优于无车把的多用途车（滑板车和独轮车）。用于制动曲线的分片线性模型很好地拟合了大多数多用途车的轨迹，但滑板和行人除外，因为它们的脚与地面之间存在相互作用。结论这项研究强调了多用途运载工具的特定特性对其机动性的影响，并强调了碰撞中的转向或制动效果可能因设备类型和动力源而异。分段线性模型有效地生成了用于制动轨迹建模的参数化函数，但鉴于单一制动坡道假设不适用于所有多用途车辆，因此建议进一步改进。实际应用：所发现的多用途车辆之间的相似之处和不同之处可为交通监管者提供启示，并可帮助多用途车辆设计者和制造商提高设备使用者的安全性。片断模型的结果可用于交通事件重构和模拟，使智能驾驶系统能够预测多用途车驾驶员在危急情况下的规避行动。

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引用次数: 0

Vehicle-pedestrian interaction analysis for evaluating pedestrian crossing safety at uncontrolled crosswalks − a geospatial approach using multimodal all-traffic trajectories 用于评估无控制人行横道上行人过街安全的车辆与行人互动分析--利用多模式全交通轨迹的地理空间方法

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-08 DOI: 10.1016/j.jsr.2024.09.005

Fei Guan , Trevor Whitley , Hao Xu , Ziru Wang , Zhihui Chen , Tianwen Hui , Yuan Tian

Introduction: Pedestrian crossing safety has gained increased attention due to the high rate of pedestrian fatalities and injuries, especially at uncontrolled crosswalks. Method: In this study, we proposed a novel GIS-based method for detecting motorist yield behaviors using multi-modal trajectory data collected from LiDAR (Light Detection and Ranging) sensors at uncontrolled crosswalks. The approach classifies diverse types of motorist-pedestrian interactions and calculates motorist compliance rates, enabling us to assess the safety performance of different geometric crossing treatments. The method was applied to four uncontrolled crosswalks in midtown Reno, NV to analyze the impact of different crossing treatments, including curb extensions, pedestrian refuge islands, and Danish Offset, on motorist yield rates. Results: The findings indicated that refuge islands significantly improve driver yield rates, with further improvement observed when implementing Danish Offset designs. Among the four sites, the highest motorist yield rate (78.0%) was observed at Taylor (Danish Offset), followed by St. Lawrence (refuge island) with 71.9%. Martin and LaRue (curb extension only) exhibited lower yield rates of 57.9% and 61.3%, respectively. Practical applications: This study emphasized the importance of considering different directions when evaluating pedestrian safety at crosswalks, an aspect currently not considered in the latest Highway Capacity Manual (HCM). This research also provides valuable insights into applying multimodal all-road-user geospatial trajectory data for initiative-taking traffic safety performance evaluation of pedestrian crossing facilities at uncontrolled crosswalks and can guide future efforts in improving pedestrian safety.

引言由于行人死伤率较高，尤其是在不受控制的人行横道上，行人过街安全问题日益受到关注。研究方法在这项研究中，我们提出了一种基于 GIS 的新方法，利用在不受控制的人行横道上从 LiDAR（光探测和测距）传感器收集到的多模式轨迹数据来检测机动车让行行为。该方法可对机动车与行人互动的各种类型进行分类，并计算机动车让行率，使我们能够评估不同几何过街处理的安全性能。我们将该方法应用于内华达州里诺市中心的四个不受控制的人行横道，以分析不同的人行横道处理方法（包括路缘延伸、行人避难岛和丹麦偏移）对机动车让行率的影响。结果显示研究结果表明，行人安全岛能明显提高驾驶员的让行率，而丹麦偏移设计能进一步提高让行率。在四个地点中，泰勒（丹麦偏移）的机动车让行率最高（78.0%），其次是圣劳伦斯（避难岛），为 71.9%。马丁和拉鲁（仅路缘延伸）的让行率较低，分别为 57.9% 和 61.3%。实际应用：本研究强调了在评估人行横道的行人安全时考虑不同方向的重要性，而目前最新的《公路通行能力手册》（HCM）并未考虑这一点。这项研究还为应用多模式全道路用户地理空间轨迹数据，对无控制人行横道上的行人过街设施进行主动交通安全性能评估提供了宝贵的见解，并可指导未来改善行人安全的工作。

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引用次数: 0

Effects of integrated takeover request warning with personal portable device on takeover time and post-takeover performance in level 3 driving automation 带个人便携式设备的综合接管请求警告对 3 级自动驾驶中的接管时间和接管后性能的影响

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-04 DOI: 10.1016/j.jsr.2024.09.016

Niloy Talukder , Chris Lee , Yong Hoon Kim , Balakumar Balasingam , Francesco Biondi , Aditya Subramani Murugan , Eunsik Kim

Introduction: Level 3 driving automation defined by the Society of Automotive Engineers (SAE) requests human drivers to drive manually when the vehicle cannot perform the driving task. In this regard, researchers have studied the integrated takeover request (TOR) which provides visual and auditory TOR warning in both vehicle interface (e.g., dashboard, windshield (head-up display) and personal portable device (PPD) (e.g., cell phone, tablet). However, these studies neither used auditory TOR warning in PPD nor examined the effect of use of headphone on takeover. Thus, this study evaluates the effects of the integrated TOR with the use of headphones on the takeover time and the post-takeover performance. Method: The behavior of 60 drivers was observed in the driving simulator experiment. During the experiment, the drivers watched a video on a tablet in automated driving, received the TOR warning, and manually drove in the lane change and pullover scenarios. The survey was also conducted to ask drivers’ experience and preference for TOR warning. Results: The integrated TOR significantly reduced the takeover time compared to the conventional TOR which provides the TOR warning in vehicle interface only. The integrated TOR also improved the post-takeover performance as indicated by more stable steering operation and safer driving behavior after TOR warning. However, the use of headphones did not significantly reduce the takeover time or improve the post-takeover performance for the integrated TOR. The participants generally perceived higher subjective comfort and safety level with the integrated TOR than the conventional TOR. Conclusions: The integrated TOR with auditory warning in PPD can significantly reduce the takeover time and improve the post-takeover performance in both urgent and less urgent conditions. Practical applications: The integrated TOR with auditory warning in PPD can be applied to SAE Level 3 driving automation for safe transition from automated to manual driving.

导言：美国汽车工程师学会（SAE）定义的三级自动驾驶要求人类驾驶员在车辆无法完成驾驶任务时进行手动驾驶。在这方面，研究人员已经对综合接管请求（TOR）进行了研究，该请求可在车辆界面（如仪表盘、挡风玻璃（平视显示器））和个人便携设备（PPD）（如手机、平板电脑）上提供视觉和听觉TOR警告。但是，这些研究既没有在 PPD 中使用听觉 TOR 警告，也没有研究使用耳机对接管的影响。因此，本研究评估了使用耳机的综合 TOR 对接管时间和接管后表现的影响。研究方法在驾驶模拟器实验中观察了 60 名驾驶员的行为。在实验过程中，驾驶员在平板电脑上观看了自动驾驶视频，收到了 TOR 警告，并在变道和靠边停车场景中进行了手动驾驶。此外，还进行了一项调查，以了解驾驶员对 TOR 警告的体验和偏好。结果：与仅在车辆界面提供 TOR 警告的传统 TOR 相比，集成 TOR 大大缩短了接管时间。集成式 TOR 还改善了接管后的性能，表现在 TOR 警告后转向操作更稳定，驾驶行为更安全。不过，使用耳机并没有明显缩短接管时间，也没有明显改善集成式 TOR 的接管后性能。与传统的 TOR 相比，参与者普遍认为集成式 TOR 的主观舒适度和安全水平更高。结论：在 PPD 中使用带有听觉警告的综合 TOR 可以大大缩短接管时间，并提高紧急情况和非紧急情况下的接管后性能。实际应用：带有听觉警告的 PPD 集成 TOR 可应用于 SAE 3 级自动驾驶，实现从自动驾驶到手动驾驶的安全过渡。

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引用次数: 0

Determination of rates of occurrence for hydroplaning events with naturalistic driving data 利用自然驾驶数据确定水滑事件的发生率

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-10-02 DOI: 10.1016/j.jsr.2024.09.018

Christina Witcher , Daniel Christ , Jeremy Sudweeks , Charles Layman , Miguel Perez

Introduction: The degree to which hydroplaning occurs in real-world conditions is not entirely known. Naturalistic driving data can be helpful in addressing some of the limitations of existing data sources related to the incidence of hydroplaning. Method: Data from the Second Strategic Highway Research Program Naturalistic Driving Study were leveraged to estimate the incidence of hydroplaning. Two hydroplaning detection algorithms were used for candidate hydroplaning event generation. Hard braking events were also identified and analyzed as normative comparisons to the hydroplaning events. Results: A total of 1,141 hydroplaning events were found in the naturalistic driving data and utilized for analysis, including 650 hydroplaning events that were unnoticeable by the driver based on lack of observable reactions, 13 events that were deemed to be of “critical” severity, and only 3 events that resulted in crash events during more than 30 million miles of driving. Hard braking events occurred nearly four times more often, and at comparatively lower speeds, than hydroplaning events. Observable driver reactions also differed between event types. For example, more drivers changed their posture after a hydroplaning event than after a hard braking event and drivers maintained both hands on the wheel at higher rates after experiencing a hydroplaning event than after a hard braking event. Suspension of secondary tasks during hard braking and hydroplaning events was also observed. Conclusions: Overall, these findings suggest that drivers perceive hydroplaning events as more harmful than hard braking events, despite the large discrepancy and incompatibility in how often these driving situations lead to vehicular crashes. Practical application: The findings of this research will provide vehicle and tire designers with empirical data that quantifies the important tradeoffs they must make in balancing vehicle and tire performance in wet and dry environments, and in tradeoffs related to tire wear performance and grip.

导言：在真实世界条件下发生水浸的程度尚不完全清楚。自然驾驶数据有助于解决现有数据源在水浸发生率方面的一些局限性。方法：利用第二次公路战略研究计划自然驾驶研究的数据来估算水浸发生率。使用两种水浸检测算法生成候选水浸事件。此外，还确定并分析了硬制动事件，作为与水浸事件的标准对比。结果：在自然驾驶数据中发现并用于分析的水浸事件共有 1,141 起，其中包括 650 起驾驶员因缺乏可观察到的反应而无法察觉的水浸事件、13 起被视为 "严重 "的水浸事件，以及在超过 3,000 万英里的驾驶里程中仅有 3 起导致碰撞事件的水浸事件。与水滑事故相比，急刹车事故的发生率要高出近四倍，而且车速相对较低。可观察到的驾驶员反应也因事件类型而异。例如，与急刹车相比，更多的驾驶员在发生水滑事故后会改变姿势；与急刹车相比，驾驶员在发生水滑事故后将双手放在方向盘上的比例更高。此外，还观察到驾驶员在急刹车和侧滑事件中暂停了次要任务。结论：总体而言，这些研究结果表明，驾驶员认为侧滑事件比急刹车事件更有害，尽管在这些驾驶情况导致车辆碰撞的频率上存在巨大差异和不一致性。实际应用：这项研究的结果将为车辆和轮胎设计师提供经验数据，量化他们在干湿环境中平衡车辆和轮胎性能时必须做出的重要权衡，以及与轮胎磨损性能和抓地力相关的权衡。

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引用次数: 0

Applying the Health Belief Model to mobile device distracted driving 将健康信念模型应用于移动设备分心驾驶

IF 3.9 2区工程技术 Q1 ERGONOMICS

Journal of Safety Research

Pub Date : 2024-09-29 DOI: 10.1016/j.jsr.2024.09.014

Aimee E. Cox, Jessica B. Cicchino, Ian J. Reagan, David S. Zuby

Introduction: The advancement of mobile devices has resulted in constant connectivity, but at the expense of traffic safety. The goal of this study was to apply the Health Belief Model to understand the barriers preventing drivers from driving without manipulating their devices, and what they perceived would motivate them to stop driving distracted. Methods: We conducted a nationwide survey of 2,013 U.S. licensed drivers. Participants indicated how much they agreed with or supported 63 statements and concepts pertaining to the Health Belief Model constructs of threats, barriers, benefits, and cues to action related to manipulating devices while driving. Heath Belief Model constructs were compared between distracted drivers, or those who regularly did (during most or all drives in the previous 30 days) one or more mobile device tasks, and non-distracted drivers. Logistic regression evaluated the relationship between Health Belief Model constructs and distracted driver designation. Results: Those who agreed more with threats (odds ratio [OR], 1.61; 95% confidence interval [CI], 1.27, 2.04) and disagreed more with barriers to stopping (OR, 0.36; 95% CI, 0.31, 0.41) were more likely to not drive distracted. We identified distracted drivers’ top barriers to avoiding cellphone distractions, as well as barrier categories that were significantly greater for distracted drivers than non-distracted drivers. Distracted drivers felt most strongly that intrapersonal, interpersonal, and policy cues would motivate behavior termination, and more support of technological countermeasures was associated with regularly driving distracted after controlling for support for policy and organizational countermeasures. Conclusions: Simultaneously increasing threat perceptions, targeting the top barriers identified, and implementing policy-, interpersonal-, and technological-based countermeasures may encourage device-free driving. Practical Applications: When designing interventions or programs, state highway safety offices should find new ways to increase threat perceptions and offer solutions to the barriers most cited by distracted drivers.

简介移动设备的进步带来了持续的连接性，但却牺牲了交通安全。本研究的目的是应用健康信念模型来了解阻碍驾驶员在不操作设备的情况下开车的障碍，以及他们认为哪些因素会促使他们停止分心驾驶。研究方法我们在全国范围内对 2,013 名美国持证驾驶员进行了调查。受访者表示了他们对 63 项陈述和概念的同意或支持程度，这些陈述和概念涉及健康信念模型的威胁、障碍、益处和行动提示，与驾驶时操作设备有关。对分心驾驶者或经常（在过去 30 天的大部分或全部驾驶过程中）执行一项或多项移动设备任务的驾驶者与非分心驾驶者之间的健康信念模式构建进行了比较。Logistic 回归评估了健康信念模型构建与分心驾驶者指定之间的关系。结果显示更同意威胁（几率比 [OR]，1.61；95% 置信区间 [CI]，1.27, 2.04）和更不同意停车障碍（OR，0.36；95% 置信区间 [CI]，0.31, 0.41）的人更有可能不分心驾驶。我们确定了分心驾驶者避免手机分心的最大障碍，以及分心驾驶者明显大于非分心驾驶者的障碍类别。分心驾驶者最强烈地感受到人际、人际关系和政策线索会促使其行为终止，在控制了对政策和组织对策的支持后，对技术对策的更多支持与经常分心驾驶有关。最后得出结论：同时提高威胁感知、针对所发现的主要障碍以及实施基于政策、人际和技术的对策，可能会鼓励无设备驾驶。实际应用：各州公路安全办公室在设计干预措施或项目时，应寻找新的方法来提高威胁感知，并针对分心驾驶者提到最多的障碍提供解决方案。

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引用次数: 0