a b s t r a c tHeart rate data are often collected in human factors studies, including those into vehicle automation. Advances in open hardware platforms and off-the-shelf photoplethysmogram (PPG) sensors allow the non-intrusive collection of heart rate data at very low cost. However, the signal is not trivial to analyse, since the morphology of PPG waveforms differs from electrocardiogram (ECG) waveforms and shows different noise patterns. Few validated open source available algorithms exist that handle PPG data well, as most of these algorithms are specifically designed for ECG data.In this paper we present the validation of a novel algorithm named HeartPy, useful for the analysis of heart rate data collected in noisy settings, such as when driving a car or when in a simulator. We benchmark the performance on two types of datasets and show that the developed algorithm performs well. Further research steps are discussed.

This paper describes the functioning and development of HeartPy: a heart rate analysis toolkit designed for photoplethysmogram (PPG) data. Most openly available algorithms focus on electrocardiogram (ECG) data, which has very different signal properties and morphology, creating a problem with analysis. ECG-based algorithms generally don't function well on PPG data, especially noisy PPG data collected in experimental studies. To counter this, we developed HeartPy to be a noise-resistant algorithm that handles PPG data well. It has been implemented in Python and C. Arduino IDE sketches for popular boards (Arduino, Teensy) are available to enable data collection as well. This provides both pc-based and wearable implementations of the software, which allows rapid reuse by researchers looking for a validated heart rate analysis toolkit for use in human factors studies.

Cyclists may have incorrect expectations of the behaviour of automated vehicles in interactions with them, which could bring extra risks in traffic. This study investigated whether expectations and behavioural intentions of cyclists when interacting with automated cars differed from those with manually driven cars. A photo experiment was conducted with 35 participants who judged bicycle-car interactions from the perspective of the cyclist. Thirty photos were presented. An experimental design was used with between-subjects factor instruction (two levels: positive, neutral), and two within-subjects factors: car type (three levels: roof name plate, stickerthese two external features indicated automated cars; and traditional car), and series (two levels: first, second). Participants were asked how sure they were to be noticed by the car shown in the photos, whether the car would stop, and how they would behave themselves. A subset of nine participants was equipped with an eye-tracker. Findings generally point to cautious dispositions towards automated cars: participants were not more confident to be noticed when interacting with both types of automated cars than with manually driven cars. Participants were more confident that automated cars would stop for them during the second series and looked significantly longer at automated cars during the first.

The present study aims to add to the literature on driver workload prediction using machine learning methods. The main aim is to develop workload prediction on a multi-level basis, rather than a binary high/low distinction as often found in literature. The presented approach relies on measures that can be obtained unobtrusively in the driving environment with off-the-shelf sensors, and on machine learning methods that can be implemented in low-power embedded systems. Two simulator studies were performed, one inducing workload using realistic driving conditions, and one inducing workload with a relatively demanding lane-keeping task. Individual and group-based machine learning models were trained on both datasets and evaluated. For the group-based models the generalizing capability, that is the performance when predicting data from previously unseen individuals, was also assessed. Results show that multi-level workload prediction on the individual and group level works well, achieving high correct rates and accuracy scores. Generalizing between individuals proved difficult using realistic driving conditions but worked well in the highly demanding lane-keeping task. Reasons for this discrepancy are discussed as well as future research directions.

Persuasive in-vehicle systems aim to intuitively influence the attitudes and/or behaviour of a driver (i.e. without forcing them). However, the challenge in using these systems in a driving setting, is to maximise the persuasive effect without infringing upon the driver's safety. This paper proposes a conceptual model for driver persuasion at the tactical level (i.e., driver manoeuvring level, such as lane-changing and car-following). The main focus of the conceptual model is to describe how to safely persuade a driver to change his or her behaviour, and how persuasive systems may affect driver behaviour. First, existing conceptual and theoretical models that describe behaviour are discussed, along with their applicability to the driving task. Next, we investigate the persuasive methods used with a focus on the traffic domain. Based on this we develop a conceptual model that incorporates behavioural theories and persuasive methods, and which describes how effective and safe driver persuasion functions. Finally, we apply the model to a case study of a lane-specific advice system that aims to reduce travel time delay and traffic congestion by advising some drivers to change lanes in order to achieve a better distribution of traffic over the motorway lanes.

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In this paper we report a new speaker evaluation experiment to follow up on an earlier study, which found that the Moroccan accent of Netherlandic Standard Dutch was generally downgraded. As in the previous study, both traditional Superiority evaluations and modern Dynamism considerations (pertaining to media cool) were extracted, albeit with greater methodological care: we included a three-level accent strength variable in the stimuli, and measured Dynamism-evaluations on independently validated scales. While mildly accented Moroccan-Dutch speech was deemed less inferior than its strongly accented counterpart (though not as superior as any indigenous speech), Moroccan-flavoured speech was found to be the most dynamic in general. It is argued that the new data account for the increasing vitality of Moroccan-accented speech much better than previous findings, but also, and contrary to previous claims, that the Dynamism evaluations which power this vitality are not implicit or subconscious.

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