Event-related potentials and secondary task performance during simulated driving

Stimulus-preceding negativity and P3 reflecting relative amounts of attention allocation between primary and secondary tasks

OBJECTIVE

This study examined event-related potentials, particularly P3, in two attention states: a 'focused attention state', wherein attention was fully allocated to a primary task, and a 'poor attention state', wherein attention was disrupted by a secondary task, to elucidate attention allocation mechanisms during multitasking.

METHODS

P3 was recorded under two conditions. The focus condition (focused attention state) involved only the primary task. The split-attention condition (poor attention state) included both primary and secondary tasks. Stimulus-preceding negativity (SPN) evoked by the secondary task was also recorded in the split-attention condition.

RESULTS

P3 amplitude was significantly higher in the focus condition than in the split-attention condition. Importantly, a novel finding revealed a negative correlation between SPN amplitude for the secondary task and P3 amplitude for the primary task, suggesting a trade-off in attention allocation. Source analysis of the P3 revealed that regions associated with attention shifting and inhibitory control were active during the focus condition. In contrast, regions linked to impaired cognitive-sensory integration and increased impulsivity were prominent during the split-attention condition.

CONCLUSION

This study highlights a new finding: SPN and P3 amplitudes are interrelated, reflecting relative attention allocation between tasks. In poor attention states, impaired attentional shifting and inhibitory control led to reduced P3 amplitude for the primary task and heightened SPN activity for the secondary task.

Does level of cognitive load affect susceptibility?

We compared how different levels of cognitive load affect frontal P3 (fP3) Event-Related Potential (ERP) to novel sounds. Previous studies demonstrated the predictive value of the probe-elicited frontal P3 (fP3) ERP for subsequent detection failures. They also demonstrated how fP3 is reduced when performing visual and/or manual and/or cognitively demanding tasks. These results are consistent with fP3 indexing orienting to novels or, more neutrally: susceptibility. Here, we tested how fP3 is affected by a threefold variation of cognitive load induced by the verb (generation) task. Participants heard a noun and either listened to it, repeated it, or generated a semantically related verb. These conditions were manipulated between groups. One group (N = 16) experienced the listen and repeat condition; the other group (N = 16) experienced the listen and generate condition. When fP3 was probed 0 or 200 ms after noun offset, it was reduced (relative to no noun) only while repeating or generating, not while listening. An additional probe-elicited ERP was identified as novelty-related negativity, and its contaminating influence on fP3 estimation accounted for by a novel vector-filter procedure. We conclude that cognitive load does not affect fP3-indexed susceptibility. Instead, fP3-indexed susceptibility is affected by presentation of the stimulus, with the most pronounced effect in conditions where a vocal response is needed (i.e., repeat or generate, but not listen), independent of the complexity of the response.

Road safety: The influence of vibration frequency on driver drowsiness, reaction time, and driving performance

Driver drowsiness is a factor in at least 20% of serious motor vehicle accidents. Although research has shown that Whole-Body Vibration (WBV) can induce drowsiness in drivers, it is unknown whether particular frequencies are more problematic. The present study systematically investigated the influence of WBV frequency on driver drowsiness. Fifteen participants each undertook six 1-h sessions of simulated driving while being subjected to WBV of either 0 Hz (no vibration), 1-4 Hz, 4-8 Hz, 8-16 Hz, 16-32 Hz or 32-64 Hz. Subjective sleepiness, as measured by the Karolinska Sleepiness Scale (KSS), confirmed that drivers felt drowsier when exposed to the two lowest frequency ranges (1-4 Hz and 4-8 Hz). Reaction time, which measures attention and alertness, was significantly impaired by the two lowest frequency ranges. Objective driving performance measures (Standard Deviation of Lane Position (SDLP), Standard Deviation of (SD) Steering Angle, Time in Unsafe Zone) also showed significant degradation due to exposure to the two lowest frequency ranges. Exposure to 1-4 Hz or 4-8 Hz vibration caused attention to become significantly impaired within 15-20 min and driving performance to be significantly impaired by 30-35 min. The other frequency ranges had little or no effect. These findings point to a need to develop equivalent vibration-induced drowsiness contours that can be adopted as transportation safety standards.

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.

Effects of Distracting Behaviors on Driving Workload and Driving Performance in a City Scenario

Distractors faced by drivers grow continuously, and concentration on driving becomes increasingly difficult, which has detrimental influences on road traffic safety. The present study aims to investigate changes in driving workload and driving performance caused by distracting tasks. The recruited subjects were requested to drive along a city route in a real vehicle and perform three secondary tasks sequentially. Electrocardiography and driving performance were measured. Heart rate variability (HRV) was adopted to quantitatively analyze the driving workload. Findings show that: (i) increments are noticed in the root mean square differences of successive heartbeat intervals (RMSSD), the standard deviation of normal-to-normal peak (SDNN), the heart rate growth rate (HRGR), and the ratio of low-frequency to high-frequency powers (LF/HF) compared to undistracted driving; (ii) the hands-free phone conversation task has the most negative impacts on driving workload; (iii) vehicle speed reduces due to secondary tasks while changes in longitudinal acceleration exhibit inconsistency; (iv) the experienced drivers markedly decelerate during hands-free phone conversation, and HRGR shows significant differences in both driving experience and gender under distracted driving conditions; (v) correlations exist between HRV and driving performance, and LF/HF correlates positively with SDNN/RMSSD in the hands-free phone conversation and chatting conditions while driving.

The Effect of Cognitive Load on Auditory Susceptibility During Automated Driving

OBJECTIVE

We experimentally test the effect of cognitive load on auditory susceptibility during automated driving.

BACKGROUND

In automated vehicles, auditory alerts are frequently used to request human intervention. To ensure safe operation, human drivers need to be susceptible to auditory information. Previous work found reduced susceptibility during manual driving and in a lesser amount during automated driving. However, in practice, drivers also perform nondriving tasks during automated driving, of which the associated cognitive load may further reduce susceptibility to auditory information. We therefore study the effect of cognitive load during automated driving on auditory susceptibility.

METHOD

Twenty-four participants were driven in a simulated automated car. Concurrently, they performed a task with two levels of cognitive load: repeat a noun or generate a verb that expresses the use of this noun. Every noun was followed by a probe stimulus to elicit a neurophysiological response: the frontal P3 (fP3), which is a known indicator for the level of auditory susceptibility.

RESULTS

The fP3 was significantly lower during automated driving with cognitive load compared with without. The difficulty level of the cognitive task (repeat or generate) showed no effect.

CONCLUSION

Engaging in other tasks during automated driving decreases auditory susceptibility as indicated by a reduced fP3.

APPLICATION

Nondriving task can create additional cognitive load. Our study shows that performing such tasks during automated driving reduces the susceptibility for auditory alerts. This can inform designers of semi-automated vehicles (SAE levels 3 and 4), where human intervention might be needed.

Applications of brain imaging methods in driving behaviour research

Applications of neuroimaging methods have substantially contributed to the scientific understanding of human factors during driving by providing a deeper insight into the neuro-cognitive aspects of driver brain. This has been achieved by conducting simulated (and occasionally, field) driving experiments while collecting driver brain signals of various types. Here, this sector of studies is comprehensively reviewed at both macro and micro scales. At the macro scale, bibliometric aspects of these studies are analysed. At the micro scale, different themes of neuroimaging driving behaviour research are identified and the findings within each theme are synthesised. The surveyed literature has reported on applications of four major brain imaging methods. These include Functional Magnetic Resonance Imaging (fMRI), Electroencephalography (EEG), Functional Near-Infrared Spectroscopy (fNIRS) and Magnetoencephalography (MEG), with the first two being the most common methods in this domain. While collecting driver fMRI signal has been particularly instrumental in studying neural correlates of intoxicated driving (e.g. alcohol or cannabis) or distracted driving, the EEG method has been predominantly utilised in relation to the efforts aiming at development of automatic fatigue/drowsiness detection systems, a topic to which the literature on neuro-ergonomics of driving particularly has shown a spike of interest within the last few years. The survey also reveals that topics such as driver brain activity in semi-automated settings or neural activity of drivers with brain injuries or chronic neurological conditions have by contrast been investigated to a very limited extent. Potential topics in driving behaviour research are identified that could benefit from the adoption of neuroimaging methods in future studies. In terms of practicality, while fMRI and MEG experiments have proven rather invasive and technologically challenging for adoption in driving behaviour research, EEG and fNIRS applications have been more diverse. They have even been tested beyond simulated driving settings, in field driving experiments. Advantages and limitations of each of these four neuroimaging methods in the context of driving behaviour experiments are outlined in the paper.

P300 Measures and Drive-Related Risks: A Systematic Review and Meta-Analysis

Detecting signs for an increased level of risk during driving are critical for the effective prevention of road traffic accidents. The current study searched for literature through major databases such as PubMed, EBSCO, IEEE, and ScienceDirect. A total of 14 articles that measured P300 components in relation to driving tasks were included for a systematic review and meta-analysis. The risk factors investigated in the reviewed articles were summarized in five categories, including reduced attention, distraction, alcohol, challenging situations on the road, and negative emotion. A meta-analysis was conducted at both behavioral and neural levels. Behavioral performance was measured by the reaction time and driving performance, while the neural response was measured by P300 amplitude and latency. A significant increase in reaction time was identified when drivers were exposed to the risk factors. In addition, the significant effects of a reduced P300 amplitude and prolonged P300 latency indicated a reduced capacity for cognitive information processing. There was a tendency of driving performance decrement in relation to the risk factors, however, the effect was non-significant due to considerable variations and heterogeneity across the included studies. The results led to the conclusion that the P300 amplitude and latency are reliable indicators and predictors of the increased risk in driving. Future applications of the P300-based brain–computer interface (BCI) system may make considerable contributions toward preventing road traffic accidents.

Electrophysiological correlates of attentional monitoring during a complex driving simulation task

Starting from the evidence that complex tasks (e.g., driving) require lots of cognitive resources, this research aims at assessing the change of attentional electrophysiological correlates during an oddball task performed while driving a simulator. Twenty-four participants drove along six courses on a moped simulator, preceded by a baseline condition (i.e., watching a video clip of one driving course). Throughout the task, an auditory passive multi-feature oddball with both traffic-related and unrelated stimuli was presented, and the EEG activity was recorded along with driving performance indexes. The main results point out that, as participants learn to drive safely, more attentional resources are available to process the deviant oddball stimuli, as shown by the increase in the amplitude of mismatch negativity (deviant pure tones) and P3a (traffic-related sounds) in the second block of driving. We interpreted these effects as dependent on stimuli complexity and salience.

The influence of cognitive load on susceptibility to audio

In this study we evaluate how cognitive load affects susceptibility to auditory signals. Previous research has used the frontal P3 (fP3) event related potential response to auditory novel stimuli as an index for susceptibility to auditory signals. This work demonstrated that tasks that induce cognitive load such as visual and manual tasks, reduced susceptibility. It is however unknown whether cognitive load without visual or manual components also reduces susceptibility. To investigate this, we induced cognitive load by means of the verb generation task, in which participants need to think about a verb that matches a noun. The susceptibility to auditory signals was measured by recording the event related potential in response to a successively presented oddball probe stimulus at 3 different inter-stimulus intervals, 0 ms, 200 ms or 400 ms after the offset of the noun from the verb generation task. An additional control baseline condition, in which oddball response was probed without a verb generation task, was also included. Results show that the cognitive load associated with the verb task reduces fP3 response (and associated auditory signal susceptibility) compared to baseline, independent of presentation interval. This suggests that not only visual and motor processing, but also cognitive load without visual or manual components, can reduce susceptibility to auditory signals and alerts.

Tracing the physiological response and behavioral performance of drivers at different levels of mental workload using driving simulators

INTRODUCTION

The use of mobile phones while driving is known to be a distraction factor and a cause of accidents. The way in which different kinds of conversations affect the behavioral performance of the driver as well as the persistence of the effects are not yet fully understood.

METHOD

In this study, in addition to comparing brain function and behavioral function in dual task conditions in three conversations types, the persistent effects of these types of conversations have also been traced.

RESULTS

The results show that the content of the mobile phone conversation while driving is the cause of the persistent changes in behavioral and brain functions. Increased time headway and lane departure was observed during and up to 5 min after the emotional conversation was finished. EEG bands also varied in different types of conversations. Cognitive conversations caused an increase in the activity of the alpha and beta bands while emotional conversations enhanced the rate of gamma and beta bands. A meaningful correlation was found between changes in the theta and alpha bands and changes in behavioral performance both during the dual task condition and after the conversation was finished, was also observed.

CONCLUSIONS

The content of the conversation is one of the most important factors that increase the risk of road accidents. This can also deteriorate the behavioral performance of the driver and can have persistent effects on behavioral performance and the brain. Practical applications: The findings of this study provide a basis to measure and tracing drivers' cognitive distractions induced by different levels of mental workload through physiological and behavioral performances.

Texting while walking: An expensive switch cost

Texting while walking has been highlighted as a dangerous behavior that leads to impaired judgment and accidents. This impairment could be due to task switching which involves activation of the present task and the inhibition of the previous task. However, the relative contributions of these processes and their brain activity have not yet been studied. We addressed this gap by asking participants to discriminate the orientation of an oncoming human shape in a virtual environment while they were: i) walking on a treadmill, or ii) texting while walking on a treadmill. Participants' performance (i.e., correctly identifying if a walker would pass them to their left or right) and electroencephalography (EEG) data was collected. Unsurprisingly, we found that participants performed better while they were only walking than when texting while walking. However, we also found that the diminished performance is differently related to task set inhibition and task set activation in the two conditions. The alpha oscillations, which can be used as an index of task inhibition, have a significantly different relation to performance in the two conditions, the relation being negative when subjects are texting. This may indicate that the more inhibition is needed, the more the performance is affected by texting. To our knowledge, this is the first study to investigate the brain signature of task switching in texting while walking. This finding is the first step in identifying the source of impaired judgment in texting pedestrians and in finding viable solutions to reduce the risks.

Change-Point Analysis of Eye Movement Characteristics for Female Drivers in Anxiety

Driver hazard perception is highly related to involvement in traffic accidents, and vision is the most important sense with which we perceive risk. Therefore, it is of great significance to explore the characteristics of drivers' eye movements to promote road safety. This study focuses on analyzing the changes of drivers' eye-movement characteristics in anxiety. We used various materials to induce drivers' anxiety, and then conducted the real driving experiments and driving simulations to collect drivers' eye-movement data. Then, we compared the differences between calm and anxiety on drivers' eye-movement characteristics, in order to extract the key eye-movement features. The least squares method of change point analysis was carried out to detect the time and locations of sudden changes in eye movement characteristics. The results show that the least squares method is effective for identifying eye-movement changes of female drivers in anxiety. It was also found that changes in road environments could cause a significant increase in fixation count and fixation duration for female drivers, such as in scenes with traffic accidents or sharp curves. The findings of this study can be used to recognize unexpected events in road environment and improve the geometric design of curved roads. This study can also be used to develop active driving warning systems and intelligent human⁻machine interactions in vehicles. This study would be of great theoretical significance and application value for improving road traffic safety.

Susceptibility to audio signals during autonomous driving

We investigate how susceptible human drivers are to auditory signals in three situations: when stationary, when driving, or when being driven by an autonomous vehicle. Previous research has shown that human susceptibility is reduced when driving compared to when being stationary. However, it is not known how susceptible humans are under autonomous driving conditions. At the same time, good susceptibility is crucial under autonomous driving conditions, as such systems might use auditory signals to communicate a transition of control from the automated vehicle to the human driver. We measured susceptibility using a three-stimulus auditory oddball paradigm while participants experienced three driving conditions: stationary, autonomous, or driving. We studied susceptibility through the frontal P3 (fP3) Electroencephalography Event-Related Potential response (EEG ERP response). Results show that the fP3 component is reduced in autonomous compared to stationary conditions, but not as strongly as when participants drove themselves. In addition, the fP3 component is further reduced when the oddball task does not require a response (i.e., in a passive condition, versus active). The implication is that, even in a relatively simple autonomous driving scenario, people's susceptibility of auditory signals is not as high as would be beneficial for responding to auditory stimuli.

EEG-Based Detection of Braking Intention Under Different Car Driving Conditions

The anticipatory recognition of braking is essential to prevent traffic accidents. For instance, driving assistance systems can be useful to properly respond to emergency braking situations. Moreover, the response time to emergency braking situations can be affected and even increased by different driver's cognitive states caused by stress, fatigue, and extra workload. This work investigates the detection of emergency braking from driver's electroencephalographic (EEG) signals that precede the brake pedal actuation. Bioelectrical signals were recorded while participants were driving in a car simulator while avoiding potential collisions by performing emergency braking. In addition, participants were subjected to stress, workload, and fatigue. EEG signals were classified using support vector machines (SVM) and convolutional neural networks (CNN) in order to discriminate between braking intention and normal driving. Results showed significant recognition of emergency braking intention which was on average 71.1% for SVM and 71.8% CNN. In addition, the classification accuracy for the best participant was 80.1 and 88.1% for SVM and CNN, respectively. These results show the feasibility of incorporating recognizable driver's bioelectrical responses into advanced driver-assistance systems to carry out early detection of emergency braking situations which could be useful to reduce car accidents.

Effect of distraction task on driving performance of experienced taxi drivers

Background

Driving performance is influenced by human, vehicular, and environmental factors.

Objectives

To investigate the effects of distraction tasks, such as sending a text message (STM) and searching a navigation device (SN), on the driving performance of experienced taxi drivers.

Methods

Twelve male taxi drivers (age: 56.3 ± 4.4 y; experience: 28.4 ± 6.4 y) and 14 female taxi drivers (age: 55.5 ± 3.5 y; experience: 19.4 ± 5.0 y) drove in a simulator at a constant speed (90 km/h) for 2 min while maintaining a gap of 30 m from the car in front, also traveling at 90 km/h. Participants were instructed to drive only for the first 1 min (control phase). For an additional 1 min (task phase), they were instructed to drive only, drive + STM, or drive + SN.

Results

Compared with driving only, during driving + STM or driving + SN, the drivers’ skin conductance level was relatively increased, suggesting that the distraction task increased the drivers’ workload and sympathetic nervous system activity. Compared with driving only, during driving + STM or driving + SN, the average distance from the car in front, speed deviation, and anterior–posterior and medial–lateral coefficients of variation increased, suggesting that maintaining the instructed gap and speed, and the longitudinal and transverse control of the car, was more difficult because of the distraction task.

Conclusions

Even for highly experienced taxi drivers, distraction tasks increased workload, increased the difficulty of vehicle control, and detracted from safe driving.

Measuring working memory load effects on electrophysiological markers of attention orienting during a simulated drive

Intersection accidents result in a significant proportion of road fatalities, and attention allocation likely plays a role. Attention allocation may depend on (limited) working memory (WM) capacity. Driving is often combined with tasks increasing WM load, consequently impairing attention orienting. This study (n = 22) investigated WM load effects on event-related potentials (ERPs) related to attention orienting. A simulated driving environment allowed continuous lane-keeping measurement. Participants were asked to orient attention covertly towards the side indicated by an arrow, and to respond only to moving cars appearing on the attended side by pressing a button. WM load was manipulated using a concurrent memory task. ERPs showed typical attentional modulation (cue: contralateral negativity, LDAP; car: N1, P1, SN and P3) under low and high load conditions. With increased WM load, lane-keeping performance improved, while dual task performance degraded (memory task: increased error rate; orienting task: increased false alarms, smaller P3). Practitioner Summary: Intersection driver-support systems aim to improve traffic safety and flow. However, in-vehicle systems induce WM load, increasing the tendency to yield. Traffic flow reduces if drivers stop at inappropriate times, reducing the effectiveness of systems. Consequently, driver-support systems could include WM load measurement during driving in the development phase.

Detection-Response Task-Uses and Limitations

The Detection-Response Task is a method for assessing the attentional effects of cognitive load in a driving environment. Drivers are presented with a sensory stimulus every 3–5 s, and are asked to respond to it by pressing a button attached to their finger. Response times and hit rates are interpreted as indicators of the attentional effect of cognitive load. The stimuli can be visual, tactile and auditory, and are chosen based on the type of in-vehicle system or device that is being evaluated. Its biggest disadvantage is that the method itself also affects the driver’s performance and secondary task completion times. Nevertheless, this is an easy to use and implement method, which allows relevant assessment and evaluation of in-vehicle systems. By following the recommendations and taking into account its limitations, researchers can obtain reliable and valuable results on the attentional effects of cognitive load on drivers.

Impulsivity and risky decision making among taxi drivers in Hong Kong: An event-related potential study

Taxi drivers play an important role in providing safe and professional public transport services. However, they tend to be more involved than other professional driver groups in accidents caused by deliberate recklessness. This study used an event-related potential (ERP) experiment to examine risk-taking behavior arising from impulsivity by comparing the underlying neural processes of taxi drivers with and without traffic offence records in Hong Kong. A sample of 15 traffic offenders and 15 nonoffenders, matched by sociodemographic characteristics, was recruited. The results show that the offender group demonstrated significantly less negative-going (less negative) feedback-related negativity but more positive-going (more positive) feedback-related P300 when than with their nonoffending counterparts. These findings show that taxi drivers with traffic offence records were less sensitive to the consequences of behavior and more attuned to the magnitude of potential reward. In addition, behavioral data revealed that they were more willing to make risky decisions. All these characteristics pertain to impulsive personality traits. Based on these findings, we can conclude that the offenders in this sample were more impulsive than their nonoffending counterparts.

Training and testing ERP-BCIs under different mental workload conditions

OBJECTIVE

As one of the most popular and extensively studied paradigms of brain-computer interfaces (BCIs), event-related potential-based BCIs (ERP-BCIs) are usually built and tested in ideal laboratory settings in most existing studies, with subjects concentrating on stimuli and intentionally avoiding possible distractors. This study is aimed at examining the effect of simultaneous mental activities on ERP-BCIs by manipulating various levels of mental workload during the training and/or testing of an ERP-BCI.

APPROACH

Mental workload was manipulated during the training or testing of a row-column P300-speller to investigate how and to what extent the spelling performance and the ERPs evoked by the oddball stimuli are affected by simultaneous mental workload.

MAIN RESULTS

Responses of certain ERP components, temporal-occipital N200 and the late reorienting negativity evoked by the oddball stimuli and the classifiability of ERP features between targets and non-targets decreased with the increase of mental workload encountered by the subject. However, the effect of mental workload on the performance of ERP-BCI was not always negative but depended on the conditions where the ERP-BCI was built and applied. The performance of ERP-BCI built under an ideal lab setting without any irrelevant mental activities declined with the increasing mental workload of the testing data. However, the performance was significantly improved when an ERP-BCI was built under an appropriate mental workload level, compared to that built under speller-only conditions.

SIGNIFICANCE

The adverse effect of concurrent mental activities may present a challenge for ERP-BCIs trained in ideal lab settings but which are to be used in daily work, especially when users are performing demanding mental processing. On the other hand, the positive effects of the mental workload of the training data suggest that introducing appropriate mental workload during training ERP-BCIs is of potential benefit to the performance in practical applications.

Effect of working memory load on electrophysiological markers of visuospatial orienting in a spatial cueing task simulating a traffic situation

Visuospatial attentional orienting has typically been studied in abstract tasks with low ecological validity. However, real-life tasks such as driving require allocation of working memory (WM) resources to several subtasks over and above orienting in a complex sensory environment. The aims of this study were twofold: firstly, to establish whether electrophysiological signatures of attentional orienting commonly observed under simplified task conditions generalize to a more naturalistic task situation with realistic-looking stimuli, and, secondly, to assess how these signatures are affected by increased WM load under such conditions. Sixteen healthy participants performed a dual task consisting of a spatial cueing paradigm and a concurrent verbal memory task that simulated aspects of an actual traffic situation. Behaviorally, we observed a load-induced detriment of sensitivity to targets. In the EEG, we replicated orienting-related alpha lateralization, the lateralized ERPs ADAN, EDAN, and LDAP, and the P1-N1 attention effect. When WM load was high (i.e., WM resources were reduced), lateralization of oscillatory activity in the lower alpha band was delayed. In the ERPs, we found that ADAN was also delayed, while EDAN was absent. Later ERP correlates were unaffected by load. Our results show that the findings in highly controlled artificial tasks can be generalized to spatial orienting in ecologically more valid tasks, and further suggest that the initiation of spatial orienting is delayed when WM demands of an unrelated secondary task are high.

Differences in driving performance due to headway distances and gender: the application of jerk cost function

Driving is directly controlled by the driver's movement. This study tried to compare differences in gender and headway distances between the DRIVING phase and the SUDDEN STOP phase by using subjects' movement during driving in the simulator. To quantify subjects' movement, the jerk cost function (JC) was used, and conventional vehicle control parameters such as the coefficient of variation of the mediolateral trajectory (MLCV) for lane keeping and the brake time (BT) were also used. As the headway distance increased, MLCV and JC decreased significantly in the DRIVING phase. In the SUDDEN STOP phase, BT was increased and, MLCV and JC were decreased. Differences between genders were detected for both MLCV (males < females) and JC (males > females). The results of this study demonstrate that JC may be used as a variable in evaluating driving performance as influenced by driving conditions and gender.

P300 event-related potential as an indicator of inattentional deafness?

An analysis of airplane accidents reveals that pilots sometimes purely fail to react to critical auditory alerts. This inability of an auditory stimulus to reach consciousness has been coined under the term of inattentional deafness. Recent data from literature tends to show that tasks involving high cognitive load consume most of the attentional capacities, leaving little or none remaining for processing any unexpected information. In addition, there is a growing body of evidence for a shared attentional capacity between vision and hearing. In this context, the abundant information in modern cockpits is likely to produce inattentional deafness. We investigated this hypothesis by combining electroencephalographic (EEG) measurements with an ecological aviation task performed under contextual variation of the cognitive load (high or low), including an alarm detection task. Two different audio tones were played: standard tones and deviant tones. Participants were instructed to ignore standard tones and to report deviant tones using a response pad. More than 31% of the deviant tones were not detected in the high load condition. Analysis of the EEG measurements showed a drastic diminution of the auditory P300 amplitude concomitant with this behavioral effect, whereas the N100 component was not affected. We suggest that these behavioral and electrophysiological results provide new insights on explaining the trend of pilots' failure to react to critical auditory information. Relevant applications concern prevention of alarms omission, mental workload measurements and enhanced warning designs.

The relation between cognitive control and risky driving in young novice drivers

This study investigated if decreased cognitive control, reflected in response inhibition and working-memory performance, is an underlying mechanism of risky driving in young novice drivers. Thirty-eight participants aged 17 to 25 years old, with less than 1 year of driving experience, completed a simulated drive that included several risky driving measures. Measures of response inhibition and verbal working memory were negatively associated with the standard deviation of the lateral lane position. Response inhibition, but not working memory, was also negatively related with the detection of, reaction to, and crashes with road hazards. Unexpectedly, increased cognitive control did not always relate to decreased risky driving. Visuospatial working-memory performance related positively with yellow-light running and negatively with the minimal following distance inside the city center. The findings evidence the role of cognitive control in explaining risky driving in young novice drivers. This relationship, however, differed per cognitive function and per driving parameter. Implications for future research and traffic safety interventions are discussed.

Isolating the neural mechanisms of interference during continuous multisensory dual-task performance

The need to engage in multiple tasks simultaneously is often encountered in everyday experience, but coordinating between two or more tasks can lead to impaired performance. Typical investigations of multitasking impairments have focused on the performance of two tasks presented in close temporal proximity on discrete trials; however, such paradigms do not match well with the continuous performance situations more typically encountered outside the laboratory. As a result, the stages of information processing that are affected during multisensory continuous dual tasks and how these changes in processing relate to behavior remain unclear. To address these issues, participants were presented simultaneous rapid visual and auditory stimulus sequences under three conditions: attend visual only, attend auditory only, and dual attention (attend both visual and auditory). Performance, measured in terms of response time and perceptual sensitivity (d'), revealed dual-task impairments only in the auditory task. Neural activity, measured by the ERP technique, revealed that both early stage sensory processing and later cognitive processing of the auditory task were affected by dual-task performance, but similar stages of processing of the visual task were not. Critically, individual differences in neural activity at both early and late stages of information processing accurately rank-ordered individuals based on the observed difference in behavioral performance between the single and dual attention conditions. These results reveal relationships between behavioral performance and the neural correlates of both early and late stage information processing that provide key insights into the complex interplay between the brain and behavior when multiple tasks are performed continuously.

The effects of disruption in attention on driving performance patterns: analysis of jerk-cost function and vehicle control data

This study analyzes the effects of attention disruption factors, such as sending text messages (STM) and performing searching navigation (SN) on driving performance patterns while actively driving, centering on motion signals. To this end, it analyzes not only data on control of the vehicle including the Anterior-Posterior Coefficient of Variation (APCV), Medial-Lateral Coefficient of Variation (MLCV), and Deviation of Vehicle Speed but also motion data such as the Jerk-Cost function (JC). A total of 55 drivers including 28 males (age: 24.1 ± 1.5, driving experience: 1.8 years ± 1.7 years) and 27 females (age: 23.8 ± 2.6, driving experience: 1.5 ± 1.0) participated in this study. All subjects were instructed to drive at a constant speed (90 km/h) for 2 min while keeping a distance of 30 m from the front car also running at a speed of 90 km/h. They were requested to drive for the first 1 min and then drive only (Driving Only) or conduct tasks while driving for the subsequent 1 min (Driving + STM or Driving + SN). The information on APCV, MLCV, and deviation of speed were delivered by a driving simulator. Furthermore, the motion signal was measured using 4 high-speed infrared cameras and based on the measurement results, JCs in a total of 6 parts including left shoulder (L.shoulder), left elbow (L.elbow), left hand (L.hand), right knee (R.knee), right ankle (R.ankle), and right toe (R.toe) were calculated. Differences among the results of 3 conditions of experiment, Driving Only, Driving + STM, and Driving + SN, were compared and analyzed in terms of APCV, MLCV, Deviation of Vehicle Speed, and JC. APCV and Deviation of Vehicle Speed increased in Driving + SN, rather than in Driving Only. MLCV increased in Driving + STM and Driving + SN, rather than in Driving Only. In the case of most JCs except that of L.hand, the values increased in Driving + SN, compared to Driving Only. This study indicated that JC could be a reliable parameter for the evaluation of driving performance patterns. In addition, it was discovered that additional tasks under driving, such as STM and SN, impaired smoothness or proficiency in driving motion, thereby increasing anterior-posterior and medio-lateral variability and deviation of speed.

Auditory event-related potentials (P3a, P3b) and genetic variants within the dopamine and serotonin system in healthy females

The late positive components of the human event-related brain potential comprise electrocortical reflections of stimulus-driven attentional capture (the anteriorly distributed P3a) and top-down control detection of relevant events (the posteriorly distributed P3b). As of yet, the neuropharmacologic and neurogenetic origin of the P3a and P3b is not fully understood. In this study, we address the contribution of dopaminergic and serotoninergic mechanisms. Sixty healthy females completed an active auditory novelty oddball paradigm while EEG was recorded. In all subjects, genetic polymorphisms within the dopamine system (dopamine transporter [DAT1], catecholamine-O-methyltransferase val158met [COMT val158met]) and the serotonin system (serotonin transporter [5HTTLPR]) were assessed. Across genotypes, novels (relative to standards) elicited a fronto-centrally distributed P3a, and targets (relative to standards) a parieto-centrally distributed P3b. Genotypes effects were observed for both P3a (COMT, 5HTTPLR) and P3b (DAT1, COMT, 5HTTLPR) only at prefrontal electrode location (Fz). Specifically, the frontal P3a was enhanced in COMT met/met homozygotes, but not in DAT1 9R. The target-related P3b was enhanced in COMT met/met and DAT1 9R relative to its genetic counterparts, but only at frontal electrodes. This 'anteriorized' enhancement may reflect either an additional frontal component in the target-related P3 dependent on dopamine, or a more subtle shift in the neural ensemble that generates the target-related P3. Results for 5HTTLPR short allele homozygotes mimicked those in COMT met/met homozygotes. In all, the present findings suggest involvement of frontal-cortical dopaminergic and serotoninergic mechanisms in bottom-up attentional capture (COMT val158met, 5HTTLPR), with an additional top-down component sensitive to striatal signals (DAT1).

Blocking-out auditory distracters while driving: A cognitive strategy to reduce task-demands on the road

The current research examined how drivers handle task-demands induced by listening to the radio while driving. In particular, we explored the traces of a possible cognitive strategy that might be used by drivers to cope with task-demands, namely blocking-out auditory distracters. In Study 1 (N=15), participants listened to a radio-broadcast while watching traffic videos on a screen. Based on a recall task asking about what they had listened to, we created baseline scores reflecting the general levels of blocking-out of radio-content when there was no concurrent driving task accompanying the radio-listening. In Study 2 (N=46), participants were asked to complete two drives in the simulator: one drive in high-complexity traffic and another in low-complexity traffic. About half of the participants listened to a radio-broadcast while driving, and the other half drove in silence. The radio-listeners were given the same recall task that we had used in Study 1. The results revealed that the participants who drove while listening to the radio (Study 2) recalled less material from the radio-broadcast as compared to the participants who did not drive (Study 1). In addition, the participants who drove while listening to the radio recalled less talk-radio excerpts when driving in high-complexity traffic than when driving in low-complexity traffic. Importantly, listening to the radio did not impair driving performance. Together, these findings indicate that blocking-out radio-content might indeed be a strategy used by drivers to maintain their driving performance.

The Distracted Driver

This chapter investigates driver distraction, a pressing road safety issue. First, research findings regarding the demands placed on drivers by the primary driving tasks and various non-driving-related secondary tasks are reviewed. Second, promising theories and models are reviewed for characterizing how driver distraction is caused and how it affects the driving task. Third, a review is provided of current investigation and measurement methods used in distraction research, guidelines, standards, antidistraction devices, and antidistraction legislation. Fourth, the most important implications from this review are summarized for the various stakeholders in the driver distraction debate. And finally, some important issues for future research into driver distraction are discussed, as is the importance of considering driver distraction in the context of an integrated safety vision.

A spatial explicit strategy reduces error but interferes with sensorimotor adaptation

Although sensorimotor adaptation is typically thought of as an implicit form of learning, it has been shown that participants who gain explicit awareness of the nature of the perturbation during adaptation exhibit more learning than those who do not. With rare exceptions, however, explicit awareness is typically polled at the end of the study. Here, we provided participants with either an explicit spatial strategy or no instructions before learning. Early in learning, explicit instructions greatly reduced movement errors but also resulted in increased trial-to-trial variability and longer reaction times. Late in adaptation, performance was indistinguishable between the explicit and implicit groups, but the mechanisms underlying performance improvements remained fundamentally different, as revealed by catch trials. The progression of implicit recalibration in the explicit group was modulated by the use of an explicit strategy: these participants showed a lower level of recalibration as well as decreased aftereffects. This phenomenon may be due to the reduced magnitude of errors made to the target during adaptation or inhibition of implicit learning mechanisms by explicit processing.

Attentional demand and processing of relevant visual information during simulated driving: a MEG study

It is a well-known fact that attention is crucial for driving a car. This innovative study aims to assess the impact of attentional workload modulation on cerebral activity during a simulated driving task using magnetoencephalography (MEG). A car simulator equipped with a steering wheel, turn indicators, an accelerator and a brake pedal has been specifically designed to be used with MEG. Attentional demand has been modulated using a radio broadcast. During half of the driving scenarios, subjects could ignore the broadcast (simple task, ST) and during the other half, they had to actively listen to it in order to answer 3 questions (dual task, DT). Evoked magnetic responses were computed in both conditions separately for two visual stimuli of interest: traffic lights (from green to amber) and direction signs (arrows to the right or to the left) shown on boards. The cortical sources of these activities have been estimated using a minimum-norm current estimates modeling technique. Results show the activation of a large distributed network similar in ST and DT and similar for both the traffic lights and the direction signs. This network mainly involves sensory visual areas as well as parietal and frontal regions known to play a role in selective attention and motor areas. The increase of attentional demand affects the neuronal processing of relevant visual information for driving, as early as the perceptual stage. By demonstrating the feasibility of recording MEG activity during an interactive simulated driving task, this study opens new possibilities for investigating issues regarding drivers' activity.

Effects of alcohol on attention orienting and dual-task performance during simulated driving: an event-related potential study

Driving is a complex task and is susceptible to inattention and distraction. Moreover, alcohol has a detrimental effect on driving performance, possibly due to alcohol-induced attention deficits. The aim of the present study was to assess the effects of alcohol on simulated driving performance and attention orienting and allocation, as assessed by event-related potentials (ERPs). Thirty-two participants completed two test runs in the Divided Attention Steering Simulator (DASS) with blood alcohol concentrations (BACs) of 0.00%, 0.02%, 0.05%, 0.08% and 0.10%. Sixteen participants performed the second DASS test run with a passive auditory oddball to assess alcohol effects on involuntary attention shifting. Sixteen other participants performed the second DASS test run with an active auditory oddball to assess alcohol effects on dual-task performance and active attention allocation. Dose-dependent impairments were found for reaction times, the number of misses and steering error, even more so in dual-task conditions, especially in the active oddball group. ERP amplitudes to novel irrelevant events were also attenuated in a dose-dependent manner. The P3b amplitude to deviant target stimuli decreased with blood alcohol concentration only in the dual-task condition. It is concluded that alcohol increases distractibility and interference from secondary task stimuli, as well as reduces attentional capacity and dual-task integrality.

Phoning while driving I: a review of epidemiological, psychological, behavioural and physiological studies

The impact of cell (mobile) phone use on driving performance has been widely questioned for 20 years. This paper reviews the literature to evaluate the extent to which phoning may impact behaviour with a risk to affect safety. After analysing epidemiological studies that give an overview of cell phone use, this paper examines the experimental results and focuses on variables showing that driving is impacted by holding a mobile-phone conversation. Information processing (e.g. reaction time and detection rate of cues related to driving information) and variables associated with vehicle control (e.g. lane-keeping, headway and vehicle speed) seem the most relevant. Although less studied than behavioural indices, physiological data give information about the supplementary potential strain that the driver may undergo under dual-task conditions. This first part of the review highlights common findings, questionable results and differences among studies, which originate from specific experimental designs with particular dependent variables, i.e. self-report, behavioural and physiological indicators. Finally, how drivers try to compensate for the additional load brought by phone use is described. STATEMENT OF RELEVANCE: The two papers review the influence of mobile-phone use on driving performance. While there is ample evidence that this dual task is likely to increase the risk of car crash, the review analyses the variables eliciting detrimental conditions and, conversely, those that may preserve acceptable conditions for safety, close to usual driving. The decision of answering or initiating a cell phone call while driving depends upon the complex interaction among several variables, including driving conditions and driver's own characteristics. In addition, this decision remains under driver's awareness of being able or not to manage the two tasks simultaneously.

Effects of alcohol on performance on a distraction task during simulated driving

BACKGROUND

Prior studies report that accidents involving intoxicated drivers are more likely to occur during performance of secondary tasks. We studied this phenomenon, using a dual-task paradigm, involving performance of a visual oddball (VO) task while driving in an alcohol challenge paradigm. Previous functional MRI (fMRI) studies of the VO task have shown activation in the anterior cingulate, hippocampus, and prefrontal cortex. Thus, we predicted dose-dependent decreases in activation of these areas during VO performance.

METHODS

Forty healthy social drinkers were administered 3 different doses of alcohol, individually tailored to their gender and weight. Participants performed a VO task while operating a virtual reality driving simulator in a 3T fMRI scanner.

RESULTS

Analysis showed a dose-dependent linear decrease in Blood Oxygen Level Dependent activation during task performance, primarily in hippocampus, anterior cingulate, and dorsolateral prefrontal areas, with the least activation occurring during the high dose. Behavioral analysis showed a dose-dependent linear increase in reaction time, with no effects associated with either correct hits or false alarms. In all dose conditions, driving speed decreased significantly after a VO stimulus. However, at the high dose this decrease was significantly less. Passenger-side line crossings significantly increased at the high dose.

CONCLUSIONS

These results suggest that driving impairment during secondary task performance may be associated with alcohol-related effects on the above brain regions, which are involved with attentional processing/decision-making. Drivers with high blood alcohol concentrations may be less able to orient or detect novel or sudden stimuli during driving.