Brake Reaction Time Research Articles

Investigating work-related distraction’s impact on male taxi driver safety: A hazard-based duration model

With the increasing use of phone-based ride-hailing apps, concerns have arisen regarding road safety and driver distraction. Despite the recognized safety risks of driver distraction, limited research has explored how distractions from various ride-hailing systems affect drivers in the taxi industry. To close this gap, the current research utilized a driving simulator experiment involving 51 male taxi drivers in two road environments (urban street and motorway) and three distracted driving conditions (no distraction, auditory distraction via radio dispatching system, and visual-manual distraction via mobile application). A car-following scenario with sudden brake events was incorporated into the experiments because this is a typical safety–critical situation where attention will determine the outcome. The collected performance indicators include brake reaction time, time headway, and car-following distance. The grouped random parameters Weibull accelerated failure time model was applied to model the duration data under different road conditions. The brake reaction time and time headway are dependent variables, while the car-following distance is a covariate in the models. The results indicate that although taxi drivers show longer brake reaction time when distracted by mobile app and radio system, this does not necessarily equate with greater risk or reduced safety since they compensate for the risk of rear-end crashes by maintaining a longer time headway. In general, taxi drivers’ brake reaction time and time headway are more profoundly affected by mobile apps when distracted in both urban and motorway scenarios. This highlights the elevated risks associated with such technologies. In addition, significant interaction effects revealed the observed heterogeneity, which suggests that drivers’ personal characteristics influence the relationship between distraction type and driving performance. This research provides valuable insights for designing safer ride-hailing operations and systems.

Effect of additional tasks on the reaction time of braking responses in simulated car driving: beyond the PRP effect.

The presentation of one task increases the reaction time on a subsequent task, if stimulus onset asynchrony (SOA) between tasks is short. This psychological refractory period (PRP) effect is typically leveling off as SOA approaches 1 s, which has been documented both in classical laboratory paradigms and in simulated car driving. Here we report a more persistent effect on the subsequent task that goes well beyond the typical duration of the PRP effect. In a driving simulator, 120 healthy older participants followed a lead car that mostly drove at a constant speed. They had to maintain a regular distance from the lead car and had to brake when the lead car braked. Participants also engaged in several additional tasks during driving (two types of tasks: typing three-digit numbers, stating arguments on public issues). SOA between the braking task and the last preceding additional task was 11.49 s ± 1.99 (mean and standard deviation). In a control condition, the braking task was administered without additional tasks. Main performance outcome was Braking Reaction Time (RT, in s), as the interval between onset of brake lights of the lead car and the moment participants released the gas pedal. Additionally, foot movement time (MT, in s), i.e., the difference between gas pedal release and brake pedal onset, was considered for possible compensation behavior. Inter-vehicle distance to the lead car (in m) was taken into account as a moderator. We found that RT averaged 0.77 s without additional tasks, but averaged 1.45 s with additional tasks. This RT difference was less pronounced at smaller inter-vehicle distances, and was not compensated for by faster MT from the gas pedal to the brake pedal. We conclude that detrimental effects of additional tasks on subsequent braking responses can be more persistent than suggested by the PRP effect, possibly because of maintaining multiple task sets, requiring increased executive control. We further conclude that potential detrimental effects can be ameliorated at small inter-vehicle distances by mobilizing extra cognitive resources when response urgency is higher. As a practical implication of our study, distracting stimuli can have persisting detrimental effects on traffic safety.

Driving performance of long-term users of sedating antidepressants and benzodiazepines

Objective Using benzodiazepines and certain antidepressants is associated with an increased risk of motor vehicle crashes due to impaired driving skills. Hence, several countries prohibit people who use these drugs from driving. Traffic regulations for driving under the influence of these drugs are, however, largely based on single-dose studies with healthy participants. The effects of drugs on chronic users may be different because of potential development of tolerance or by adapting behavior. In this study, we test the effects of anti-depressants, hypnotics, or anxiolytics use on driving performance in patients who use these drugs for different durations and compare the effects to healthy controls’ performance. Methods Sixty-six healthy controls and 82 medication users were recruited to perform four drives in a driving simulator. Patients were divided into groups that used anti-depressants, hypnotics, or anxiolytics, for shorter or longer than 3 years (i.e. LT3− or LT3+, respectively). The minimum term of use was 6 months. Driving behavior was measured in terms of longitudinal and lateral control (speed variability and Standard Deviation of Lateral Position: SDLP), brake reaction time, and time headway. Impaired driving performance was defined as performing similar to driving with a Blood Alcohol Concentration of 0.5‰ or higher, determined by means of non-inferiority analyses. Results Reaction time analyses revealed inconclusive findings in all groups. No significant performance differences between matched healthy controls, LT3− (n = 2), and LT3+ (n = 8) anxiolytics users were found. LT3+ antidepressants users (n = 12) did not perform inferior to their matched controls in terms of SDLP. LT3− hypnotics users (n = 6) showed more speed variability than their matched healthy controls, while this effect was not found for the LT3+ group (n = 14): the latter did not perform inferior to the healthy controls. Regarding Time Headway, no conclusions about the LT3− hypnotics group could be drawn, while the LT3+ group did not perform inferior compared to the control group. Conclusions The small number of anxiolytics users prohibits drawing conclusions about clinical relevance. Although many outcomes were inconclusive, there is evidence that some elements of complex driving performance may not be impaired (anymore) after using antidepressants or hypnotics longer than 3 years.

Greater prosociality toward other human drivers than autonomous vehicles: Human drivers’ discriminatory behavior in mixed traffic

The development of autonomous vehicles (AVs) has rapidly evolved in recent years, aiming to gradually replace humans in driving tasks. However, road traffic is a complex environment involving numerous social interactions. As new road users, AVs may encounter different interactive situations from those of human drivers. This study therefore investigates whether human drivers show distinct degrees of prosociality toward AVs or other human drivers and whether AV behavioral patterns exert a relevant influence. Sixty-two drivers participated in the driving simulation experiment and interacted with other human drivers and different kinds of AVs (conservative, human-like, aggressive). The results show that human drivers are more willing to yield to other human drivers than to all kinds of AVs. Their braking reaction time is longer when yielding to AVs and their distance to AVs is shorter when choosing not to yield. AVs of different behavioral patterns do not significantly differ in yielding rate, but the braking reaction time of human-like AVs is longer than conservative AVs and shorter than aggressive AVs. These findings suggest that human drivers show more prosocial behaviors toward other human drivers than toward AVs. And human drivers’ yielding behavior changes as the behavioral patterns of AVs changes. Accordingly, this study improves the understanding of how human drivers interact with nonliving road users such as AVs and how the former accept AVs with different driving styles on the road.

Rapid Return to Braking After Anterior and Posterior Approach Total Hip Arthroplasty.

Little is known about the effect of surgical approach on return to braking after total hip arthroplasty (THA), and few studies have investigated braking after THA with modern surgical techniques and rehabilitation protocols. In a prospective comparative design, we enrolled 65 patients who received right-sided primary THA at our institution from April 2018 through March 2020, 34 with a direct anterior approach (DAA) and 31 with a posterior approach (PA). Braking tests measuring brake reaction time (BRT) and brake pedal depression (BPD) were administered to patients preoperatively and at 1, 2, and 4 weeks postoperatively using a realistic driving simulator. BRT and BPD were compared between groups and preoperatively versus postoperatively using mixed-effects models. Preoperative BRT averaged 638 msec in the DAA group and 604 msec in the PA group (P = 0.31). At 1 week postoperatively, the DAA group had significantly prolonged BRT compared with preoperatively (694 msec, P = 0.02). No significant difference was observed in the PA group (633 msec, P = 0.31). Both groups had returned to baseline by 2 weeks, and both had significantly faster BRT at 4 weeks compared with preoperatively (583 msec for DAA, P = 0.01; 537 msec for PA, P < 0.001). BPD was similar between groups, and there were no significant differences between preoperative and postoperative BPD at any time point. With modern surgical techniques, BRT after right-sided THA returns to baseline levels approximately 2 weeks after surgery. There seems to be a quicker return to preoperative BRT observed in patients with a PA.

The effect of relaxing music on driving anger and performance in a simulated car‐following task

AbstractStudies have focused on the negative effects of anger on driving performance, but insufficient research has addressed intervention methods to reduce these emotional effects. This research investigated how music mitigates the deterioration of driving performance associated with angry emotions in a simulated car‐following task. Forty‐three licensed drivers participated in this study, and they were randomly separated into two groups: an intervention group and a control group. First, all the participants completed a car‐following task involving neutral arousal. Then, both groups completed the car‐following task after the anger arousal task. The intervention group drove while listening to relaxing music, but the control group did not. Driving performance and electrocardiographic data were recorded. The results showed that participants who listened to relaxing music had significantly shorter braking reaction times and greater heart rate variability (HRV) than did those who did not listen to music. Relaxing music can reduce driving anger and improve driving behavior.

Modulating Driver Alertness via Ambient Olfactory Stimulation: A Wearable Electroencephalography Study.

Poor alertness levels and related changes in cognitive efficiency are common when performing monotonous tasks such as extended driving. Recent studies have investigated driver alertness decrement and possible strategies for modulating alertness with the goal of improving reaction times to safety critical events. However, most studies rely on subjective measures in assessing alertness changes, while the use of olfactory stimuli, which are known to be strong modulators of cognitive states, has not been commensurately explored in driving alertness settings. To address this gap, in the present study we investigated the effectiveness of olfactory stimuli in modulating the alertness state of drivers and explored the utility of electroencephalography (EEG) in developing objective brain-based tools for assessing the resulting changes in cortical activity. Olfactory stimulation induced a significant differential effect on braking reaction time. The corresponding effect to the cortical activity was characterized using EEG-derived metrics and the devised machine learning framework yielded a high discriminating accuracy (92.1%). Furthermore, neural activity in the alpha frequency band was found to be significantly associated with the observed drivers' behavioral changes. Overall, our results demonstrate the potential of olfactory stimuli to modulate the alertness state and the efficiency of EEG in objectively assessing the resulting cognitive changes.

Factors Affecting on the Brake Response Time of Motorcycle

Vehicle collision accidents happen frequently. A study was conducted, and the findings indicated that warning systems (visual, auditory, or tactile) would reduce the number of collisions and improved brake response times. The purpose of this study is to factors affecting on the brake response time of following vehicle with respect to motorcycle. The survey was made using Google Form and sent to random 54 respondentsin UTHM residents. A few factors that brought major influence to Brake Reaction Time such as Age, Gender, Drive Skills, Driving Experience, Road Accident Experient, Mistake while driving and leg riding position werechose as variable for this study. Software called SPSS is used to organizeand evaluate the data that have been collected. Results indicate that, for the most of the factors listed, flashing or conventional brake lights appear to improve brake response time. This study significantly expands our understanding of how brake lights affect brake response time. All of the data have been discussed, and the majority of studies have shown that conventional brake lights indeed speed up drivers' responses. According to some statistics, flashing lights marginally slow down respondents' reaction times.

Anticipatory information makes the difference: Behavioral effects and user assessments of a cyclist warning system to enhance cyclists’ situation awareness

Problem: Increasing numbers of crashes involving pedelecs, and particularly older pedelec users, induce a need to enhance cycling safety. We evaluated a prototype cyclist warning system (CWS) that aims to increase situation awareness (SA) by alerting to safety critical events (SCE) with trimodal (auditory, visual, tactile). Method: To investigate the effects of CWS usage, we conducted a 2x2 mixed design bicycle simulator study with factors (1) CWS usage (within: rides WITH vs. WITHOUT CWS) and (2) age group (between: younger vs. older cyclists) on braking reaction time, gaze behavior, mental workload, and perceived safety. In sum, N = 64 participants (n = 32 younger, 18–40 years; n = 32 older, ≥ 55 years) took part in the study and experienced two balanced blocks of short rides including SCE of particular relevance for cycling safety. Results: CWS usage resulted in earlier braking reactions to all investigated SCE and partly earlier fixation on the critical interaction partners (CIP) indicating increased cyclists’ SA. Consistently to behavioral measures, participants’ assessments regarding perceived safety further supported the safety improvements derived from CWS independently of age group. Moreover, CWS usage did not add to mental workload ratings. Age effects were selectively found for gaze data showing that across all SCE, older adults fixated longer and more frequently on street alignment, and less frequently on other road users. Discussion: Taken together, the CWS evaluation showed promising results indicating the potential of the tested CWS to increase SA and enhance cyclists’ safety both on a behavioral level and regarding subjective assessments. Further research should address the systems’ safety potential under real-world conditions and for situations of higher complexity. Practical Applications: Understanding the potential impact of road safety measures such as CWS is important to contribute effectively to reducing SCE.

Comparison of Experienced and Novice Drivers' Visual and Driving Behaviors during Warned or Unwarned Near-Forward Collisions.

Forward collision warning systems (FCWSs) monitor the road ahead and warn drivers when the time to collision reaches a certain threshold. Using a driving simulator, this study compared the effects of FCWSs between novice drivers (unlicensed drivers) and experienced drivers (holding a driving license for at least four years) on near-collision events, as well as visual and driving behaviors. The experimental drives lasted about six hours spread over six consecutive weeks. Visual behaviors (e.g., mean number of fixations) and driving behaviors (e.g., braking reaction times) were collected during unprovoked near-collision events occurring during a car-following task, with (FCWS group) or without FCWS (No Automation group). FCWS presence reduced the number of near-collision events drastically and enhanced visual behaviors during those events. Unexpectedly, brake reaction times were observed to be significantly longer with FCWS, suggesting a cognitive cost associated with the warning process. Still, the FCWS showed a slight safety benefit for novice drivers attributed to the assistance provided for the situation analysis. Outside the warning events, FCWS presence also impacted car-following behaviors. Drivers took an extra safety margin, possibly to prevent incidental triggering of warnings. The data enlighten the nature of the cognitive processes associated with FCWSs. Altogether, the findings support the general efficiency of FCWSs observed through a massive reduction in the number of near-collision events and point toward the need for further investigations.

How Does an Extra-Long Freeway Tunnel Influence Driving Performance? A Comparative Study of Driving Simulation

Extra-long tunnels have adverse effects on driving performance since drivers will be affected by the enclosed, dimly lit, and monotonous environment for a longer time. In the context of the increasing number of extra-long tunnels, this study aims to investigate the effects of extra-long freeway tunnels with a length of 20 km on driving performance using driving simulation tests. Factors including the tunnel environment, driving time, traffic flow, and gender were considered as influencing factors. Performance indicators including the brake reaction time, standard deviation of driving speed, and standard deviation of lateral position were collected. A total of 60 drivers were recruited for the driving simulation study, and the relationships between the driving performance indicators and influencing factors were analyzed by establishing linear mixed models with random intercept. The results demonstrate that driving performance significantly degraded after 5 – 6 min of driving in the extra-long tunnel although drivers were more cautious and presented a better performance when just entering the tunnel. Moderately higher traffic flow could improve driving performance in the extra-long tunnel but not on the open road. Meanwhile, female drivers had better lateral and longitudinal stability in the extra-long tunnel, while no significant difference was witnessed in reaction ability and driving performance on the open road.

Prefrontal activation during simulated driving in people with schizophrenia: A functional near-infrared spectroscopy study

People with schizophrenia (PWS) could be at risk when driving, yet this remains to be confirmed. In this study, we used functional near-infrared spectroscopy (fNIRS) and a driving simulator to assess potential driving skill difficulties as reflected by brain activity in PWS and compared them with those of healthy controls (HCs). Twenty PWS and 20 HCs were evaluated. Four tasks were performed: 50-kph and 100-kph sudden braking and 50-kph left and right curve tasks. The hemodynamic activity and driving performance of the two groups were compared. No significant differences were found in the performance of the four tasks. However, significant differences in hemodynamic activity were observed in the left and right dorsolateral prefrontal cortex (DLPFC) during the 100-kph sudden braking task. In addition, a significant negative correlation was found between brake reaction time and brain activity in the left DLPFC during the 100-kph sudden braking task in both groups. The brain mechanisms involved in processing the mental load associated with driving a car are possibly similar in PWS and HCs. Our results suggest that PWS may be able to drive their vehicles safely in the community.

Modeling driver behavior in critical traffic scenarios for the safety assessment of automated driving

Objective Before market introduction, the safety of highly automated driving systems needs to be assessed prospectively. BMW has developed a holistic approach for the assessment of the traffic safety impact by these systems in which stochastic traffic simulations play a significant role. A driver behavior model which represents realistic driver behavior ranging from performance in non-critical everyday driving toward performance in critical situations is key for this approach. To ensure trustworthy results, validation of the driver model is needed. The paper aims at demonstrating that the presented driver model acts realistically in different critical real-world traffic scenarios. Methods BMW has been developing the Stochastic Cognitive Model (SCM) which models cognitive processes in traffic situations. These processes range from information acquisition by gaze behavior, mental representation of the environment, recognition of situations from the visual information and reaction to the situation. The driver model combines these cognitive processes with stochastic driver parameters to obtain a variation in driver behavior in simulations. Especially visual attention modeling is key to realistic traffic interactions in simulations as this is the input for the sequential cognitive processes, i.e., the recognition of situations and the reaction to the situation. Modeling of driver’s gaze behavior with SCM is thus shown in this paper. Results SCM is applied in three critical real-world traffic scenarios in which gaze behavior, brake reaction times and time-to-collisions are evaluated and compared to the real-world data. Due to the stochastic approach not only a single SCM agent but a collective of virtual SCM test drivers is assessed. Results show that SCM is capable to simulate the influence of visual inattention on collision risk. Conclusion Realistic driver behavior in simulations can be achieved by using SCM. Especially in the presented critical scenarios SCM is able to represent real-world driving behavior which is determined particularly by its gaze behavior and subsequent reaction. Driving performance varies over different SCM agents which mean that different driving behavior can be simulated with SCM as well. However, the investigation in this paper included only three real-world cases. Therefore, further critical, and additionally non-critical scenarios need to be investigated in the future.

On the importance of working memory in the driving safety field: A systematic review

In recent years, many studies have used poor cognitive functions to explain risk safety differences among drivers. Working memory is a cognitive function with information storage and attentional control that plays a crucial role in driver information processing. Furthermore, it is inextricably linked to parameters such as driving performance, driving eye movements and driving neurophysiology, which have a significant impact on drivers' risky behavior and crash risk. In particular, crash risk is a serious risk to social safety and economic development. For this reason, it is necessary to understand how risk-related working memory affects driving so that pre-driving safety pre-training programs and in-vehicle safety assistance systems for driving can be developed accordingly, contributing to the development of semi-autonomous vehicles and even autonomous vehicles. In this paper, a systematic search of the literature over the past 23 years resulted in 78 articles that met the eligibility criteria and quality assessment. The results show that higher working memory capacity, as measured neuropsychologically, is associated with more consistent and safer driving-related parameters for drivers (e.g., lane keeping) and may be related to pupil dilation during risk perception while driving, which is associated with driving outcomes (tickets, pull-overs, penalty points and fines,and driving accidents) is closely related to the perceived usefulness of the human–machine interface, reaction time, standard deviation of steering wheel corners, etc. when the autonomous driving takes over. In addition, higher working memory load interference was associated with more inconsistent and unsafe driving-related parameters (including but not limited to eye movements, electrophysiology, etc.), with higher working memory load being associated with easier driver concentration on the road, faster heart rate, lower heart rate variability, and lower oxyhemoglobin (OxyHb) and deoxyhemoglobin (DeoxyHb). Only a limited number of studies have simultaneously investigated the relationship between working memory capacity, working memory load and driving, showing an interaction between working memory capacity and working memory load on lane change initiation and lane change correctness, with working memory capacity acting as a covariate that mediated the effect of working memory load on braking reaction time. In addition, working memory-related cognitive training had a transfer effect on improving driving ability. Overall, working memory capacity determines the upper limit of the number of working memory attention resources, while working memory load occupies part of the working memory attention resources, thus influencing information perception, decision judgment, operational response, and collision avoidance in driving. Future effective interventions for safe driving can be combined with capacity training and load alerting. These findings contribute to our understanding of the role of working memory in driving and provide new insights into the design of driver safety training programs and automated driving personalized in-vehicle safety systems and roadside devices such as signage.

How do different ambient temperatures and vehicle speeds affect the cognitive performance of male drivers? Evidence from ERP

Objective Excessive cold or overheating can cause a decline in driver performance and even serious traffic accidents, but the influence mechanism of ambient temperature and vehicle speeds on drivers’ cognitive performance is still unclear. This research developed an easy driving simulator experiment to study driver performance under different ambient temperatures and vehicle speeds. Method Simulated driving tasks were performed by 30 male participants at different speeds in low, medium, and high-temperature environments. A behavioral experiment was adopted, and the average reaction time of emergency braking was used as the evaluation index of driver performance. Results Both ambient temperature and vehicle speed had a statistically significant relationship with driver’s braking reaction time, and the interaction effect was significant. Conclusion Drivers’ cognitive efforts in medium-temperature environments were significantly lower than that at high and low temperatures. Compared with previous studies, this study also monitored differences in the activity of drivers’ brain regions in three ambient temperatures, providing a physiological basis for measuring drivers’ cognitive efforts.

Driver Vigilance State Estimation Based on Multisource Data

Accurate estimation of driver vigilance state is important for improving driving safety and preventing accidents. Previous studies have extensively investigated the potential of driving performance measures (e.g., lane position, steering wheel angle, and lateral acceleration) and eye movement measures (e.g., glance frequency and duration) on the driver’s vigilance state estimation. However, the change in these measures may be caused by various factors. Therefore, comprehensively involving more direct measures (e.g., drivers’ electroencephalogram (EEG) response) is expected to increase the vigilance estimation performance. This study comprehensively uses measures across different functional domains (i.e., driving performance, eye movement, and EEG) to establish an estimation model of the driver’s vigilance state. Twenty participants were assigned a 2-h sustained-attention driving task in a simulator, in which they followed a lead car closely. According to their brake reaction times (RTs) to the brake signal of the lead vehicle, their vigilance states were divided into three levels (i.e., low, medium, and high). A logistic regression model that estimates drivers’ vigilance state level based on multisource data was established. This model is a promising approach to driver states detection and reveals the factors that should be considered in subsequent model development processes. It can be combined with driver vigilance arousal methods to improve driving safety.

Return to Driving Is Safe 6 Weeks After Anterior Cervical Surgery for Symptomatic Cervical Degenerative Disc Disease.

Prospective Cohort Study. This study aims to determine the timing and clinical parameters for a safe return to driving. Returning to driving after cervical spine surgery remains a controversial topic, with no clear consensus on how to best assess a patient's fitness to drive. Previous studies using brake reaction time or subjective questionnaires recommend a return to driving 6 weeks after surgery. Patients above 18 years of age who underwent anterior cervical spine surgery for symptomatic cervical degenerative disk disease and possessed a valid motorcar driving license were recruited from 2018 to 2020. Neck Disability Index (NDI), modified Japanese Orthopaedic Association (mJOA) scores, range of motion, and functional strength of the cervical spine were collected preoperatively and at 2-, 4-, 6- and 12 weeks postsurgery. Patients underwent a standard functional driving assessment protocol at the institution to determine their fitness to drive. This comprised of a clinic-based off-road screening tests and on-road driving test in a real-world environment. Twenty-one patients were recruited. The mean age was 56.6±8.9 years. Eighty-one percent of the patients passed the on-road driving assessment at 6 weeks. Patients who passed the driving assessment had lower mean NDI scores, 3.4±3.1 versus 10.8±8.0 ( P =0.006), and higher mean mJOA scores 16.1±0.6 versus 15.0±1.8 ( P =0.045). Patients who passed the driving assessment also had higher functional cervical flexor strength, 21.1s±5.8s versus 13.0s±10.2s ( P =0.042) in a supine position but not correlated with a range of motion of the spine in all directions. Most patients undergoing single or dual-level anterior cervical surgery for symptomatic cervical degenerative disk disease demonstrate the ability to pass a standardized driving assessment and are safe to return to driving more than 6 weeks after surgery. Driving ability appears to be correlated with NDI scores ≤3 ( P =0.006), mJOA scores ≥16 ( P =0.045), and cervical flexion endurance of ≥21s ( P =0.042). Level II.

PERCEIVED AND OBJECTIVE EXECUTIVE DYSFUNCTION JOINTLY PREDICT BRAKING REACTION TIME IN OLDER DRIVERS

Abstract Motor vehicle crashes are a leading cause of injury and death for older adults in the United States. Braking reaction time (BRT), how quickly a driver responds to the situational demands of driving, is a known predictor of driver fitness and hypothesized as sensitive to difficulties with executive functioning. Unclear is how BRT may vary across different levels of executive functioning, including objective test performance and perceived executive dysfunction, and if awareness of executive dysfunction in the presence of objective difficulties jointly predicts BRT. Using data from a simulated driving study, 50 adults aged 65-94 years old (49.1% female) completed computerized EF tests (inhibition [Stroop], working memory [Automated Operation Span]), the Behavior Rating Inventory of Executive Function, the Big Five Inventory, and a simulated drive. Multilevel modeling analyses controlling for covariates of empirical and design relevance (simulated road segment, age, gender, and neuroticism) were performed. Our results show a significant interaction between perceived executive dysfunction and objective test performance on BRT. Specifically, associations with BRT were stronger for individuals who perceived more executive dysfunction in the presence of worse inhibition (b = 0.79, 95%CI = 0.27, 1.30) and worse working memory (b = 0.94, 95%CI = 0.26, 1.62). Findings provide further justification for the role of executive functioning in monitoring driver fitness in older age. Future directions and implications are discussed.

Emergency Braking Evoked Brain Activities during Distracted Driving

Electroencephalogram (EEG) was used to analyze the mechanisms and differences in brain neural activity of drivers in visual, auditory, and cognitive distracted vs. normal driving emergency braking conditions. A pedestrian intrusion emergency braking stimulus module and three distraction subtasks were designed in a simulated experiment, and 30 subjects participated in the study. The common activated brain regions during emergency braking in different distracted driving states included the inferior temporal gyrus, associated with visual information processing and attention; the left dorsolateral superior frontal gyrus, related to cognitive decision-making; and the postcentral gyrus, supplementary motor area, and paracentral lobule associated with motor control and coordination. When performing emergency braking under different driving distraction states, the brain regions were activated in accordance with the need to process the specific distraction task. Furthermore, the extent and degree of activation of cognitive function-related prefrontal regions increased accordingly with the increasing task complexity. All distractions caused a lag in emergency braking reaction time, with 107.22, 67.15, and 126.38 ms for visual, auditory, and cognitive distractions, respectively. Auditory distraction had the least effect and cognitive distraction the greatest effect on the lag.

The Effects of Cannabidiol on the Driving Performance of Healthy Adults: A Pilot RCT

A common side effect of cannabidiol is drowsiness, which could impact safe driving. This study's purpose was to determine the feasibility and whether cannabidiol impacts simulated driving performance. This was a randomized, parallel-group, sex-stratified, double-blind, pilot trial that consisted of a volunteer sample of healthy, currently driving college students. Participants were randomized and allocated to receive a placebo (n=19) or 300 mg cannabidiol (n=21) by oral syringe. Participants completed a ~40-minute driving simulation. A post-test survey assessed acceptability. The primary outcomes were mean SD of lateral position, total percent time the individual drove outside travel lanes, total collisions, time to initial collision, and mean brake reaction time. Outcomes were compared between groups using Student's t-tests and Cox proportional hazards models. None of the relationships were statistically significant, but the study was underpowered. Those receiving cannabidiol experienced slightly more collisions (0.90 vs 0.68, p=0.57) and had slightly higher mean SD of lateral position and slower brake reaction times (0.60 vs 0.58 seconds, p=0.61) than those who received placebo. Participants were satisfied with their experiences. The design was feasible. Larger trials may be warranted because it is unclear whether the small differences in performance seen in the cannabidiol group were clinically relevant.