Towards a general theory of driver behaviour

Fuller, Ray W.

doi:10.1016/j.aap.2004.11.003

Cited by 639 publications

(436 citation statements)

References 38 publications

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“…This study also only focused on one part of Fuller's [1] model, how demand can affect behaviour, the second part of the model suggests that competence may also have an effect.…”

Section: Resultsmentioning

confidence: 99%

“…Fuller's [1] model suggests that drivers' behaviour is regulated by a desire to maintain an acceptable level of task difficulty which varies based on two factors: driver competence and task demand. The current study manipulated task demand in order to test whether this theory can also help explain drivers' phone use behaviour.…”

Section: Discussionmentioning

confidence: 99%

“…Fuller [1] suggested that drivers try to maintain an acceptable level of task demand. He proposed the task capability interface (TCI) suggesting driver behaviour is affected by the interaction between task difficulty and the driver's capabilities which determine the level of task demand.…”

Section: Introductionmentioning

confidence: 99%

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Drivers’ willingness to engage with their mobile phone: the influence of phone function and road demand

Hancox

Richardson

Morris

2013

IET Intelligent Transport Systems

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“…This study also only focused on one part of Fuller's [1] model, how demand can affect behaviour, the second part of the model suggests that competence may also have an effect.…”

Section: Resultsmentioning

confidence: 99%

Section: Discussionmentioning

confidence: 99%

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Drivers’ willingness to engage with their mobile phone: the influence of phone function and road demand

Hancox

Richardson

Morris

2013

IET Intelligent Transport Systems

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“…RAT differs from RHT in that it specifies that individuals maintain a target range of a feeling of risk, rather than a single target level of crash risk put forward by RHT. Also RAT states that this target range is a lot more flexible and open to change than the target level of risk within RHT, which was seen as quite fixed and stable (Fuller & Santos, 2002;Fuller, 2005;Wilde, 1988). Within the theoretical underpinnings of RAT, Fuller is quite clear that "the effects of risk on decision making are not binary" and that "task difficulty and feelings of risk are continuously present variables which inform driver decisions" (Fuller et al, 2008, p. 31).…”

Section: Introductionmentioning

confidence: 99%

Speed maintenance under cognitive load – Implications for theories of driver behaviour

Lewis-Evans

Waard

Brookhuis

2011

Accident Analysis & Prevention

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No model of driver behaviour has yet managed to achieve widespread acceptance and use in the field of traffic psychology, par tly due to the difficulty in testing many of the theories. However, one class of theories, the motivational theories, can be usefully split into two groups, and the differences between them can then be examined. One group posits the constant monitoring and targeting of a cer tain subjective variable, often risk, as the controlling factor in driving. The other group however states that subjective variables such as risk are only relevant once a cer tain threshold has been passed.In this study we aimed to examine this difference by manipulating both speed of travel and the amount of cognitive load par ticipants were under. Par ticipants were asked to initially drive at their preferred speed for 1 minute in a driving simulator. Par ticipants' speed was then automatically increased or decreased by 10, 20, 30 km/h or left unchanged. Par ticipants were then required to maintain the new speed for 1 minute. After this 1 minute, the speed was again automatically changed and had to be maintained for one more minute, but this time par ticipants also carried out a secondary mental arithmetic task. Finally, par ticipants were asked to again drive for another 1 minute at their preferred speed. This procedure was repeated seven times, once for each speed manipulation; -30, -20, -10, +0, +10, +20 and +30 km/h. After each 1 minute interval, verbal ratings of task difficulty, effor t, feeling of risk, and the typicality of the speed, were collectedThe results show a threshold effect in ratings of task difficulty, effor t and feeling of risk, with no significant difference given between the ratings during the baseline period and the experimentally decreased speed periods until after par ticipant's preferred speed of travel had been exceeded. Fur thermore, even when under cognitive load the threshold relationship was still apparent, if somewhat diminished. Finally, it appears that when under cognitive load drivers have difficulty maintaining a travelling speed which is lower than the speed at which they would prefer to drive. However, driving at a speed in excess of their preferred speed appears to be easier to maintain, at least in the shor t term. 3Speed maintenance under cognitive load -Implications for theories of driver behaviour

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“…The psychological mechanisms behind BA are yet to be elucidated, but it has been postulated that drivers exhibit a trade-off between two conflicting motivations, namely arriving at a destination in time (efficiency) versus avoiding dangerous situations (safety), and whereby the driver's level of subjective risk (Näätänen & Summala, 1974;Wilde, 2013;Wilde, 1998), task difficulty (Fuller, 2005), or time/safety margins (Gibson & Crooks, 1938;van Winsum, de Waard, & Brookhuis, 1999) are important homeostatic variables. Accordingly, drivers adopt a higher speed or a shorter headway when the driving task becomes easier, less risky, or less temporally demanding due to a change in the road-vehicle-driver system, such as improved environmental conditions (e.g., increased speed that occurs when adding road lighting; Assum et al, 1999) or increased controllability of the car itself (e.g., increased speed and shorter headway time adopted when driving with an adaptive cruise control; Dragutinovic et al, 2005).…”

Section: Introductionmentioning

confidence: 99%

Does haptic steering guidance instigate speeding? A driving simulator study into causes and remedies

Melman

Winter

Abbink

2017

Accident Analysis & Prevention

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C o v e r i ma g e a d o p t e d f r o m: F o t o k e r e n ( 2 0 1 5 , No v e mb e r ) . Ni g h t h i g h s p e e d c a r f u n [ Di g i t a l i ma g e ] . Re t r i e v e dMa y 2 3 , 2 0 1 6 , f r o m h t t p : / / f o t o k e r e n . n e t / n i g h t -h i g h -s p e e d -c a r -f u n / Driving a car has become a major part of our life. To assist drivers during this task new Advanced Driver Assistance Systems (ADAS) are developed to increase safety and comfort. In reality, however, these safety benefits are often diminished because of adaptations by the driver, such as adopting a higher speed or driving closer to the vehicle in front. In current literature, I found many theories trying to explain why people adapt, but few studies investigating ways to prevent these negative adaptations from occurring (entire literature study is available at http://repository.tudelft.nl/ for more detail). In this MSc. thesis I took the first step from explaining towards preventing behavioral adaptation, with the aim to make novel ADAS more effective in terms of safety.This thesis report is part of the fulfillment for the Master degree of Biomechanical Design at the Delft University of Technology. The driving simulator code, Matlab code used for the data analysis, and statistical analyses have been submitted to the BioMechanical Engineering depository on a USB stick, which is available on request. T. Melman Delft, May 2016iii Acknowledgments First, I would like to thank both my supervisors David Abbink and Joost de Winter for their enthusiasm and support during my MSc. thesis. David always knew how to motivate me, and was there to oversee the bigger picture, whereas Joost, with his keen eye for details, assisted me with tremendous devotion, especially during the last couple of weeks in order to send my thesis to a journal before my graduation. Although we had many memorable discussions, one moment in particular deserves to be mentioned in this acknowledgment; at Sunday evening prior to my experiment, I had some serious concerns. That very same evening, both helped me out, and took these concerns away. Despite the late hour, both were available to help me when I needed them the most. Abstract-An important issue in road traffic safety is that drivers show adverse behavioral adaptation (BA) to driver assistance systems. Haptic steering guidance is an upcoming assistance system which facilitates lane-keeping performance while keeping drivers in the loop, and which may be particularly prone to BA. Thus far, most experiments on haptic steering guidance have measured driver performance while the vehicle speed was kept constant, and so the degree of BA could not be established. The aim of the present driving simulator study was to examine whether haptic steering guidance causes BA in the form of speeding, and to evaluate two types of haptic steering guidance designed not to suffer from BA. Twenty-four participants drove a 1.8 m wide car for 13.9 km on a curved road, with cones demarcating a single 2.2 m narrow lane. Participants comple...

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Towards a general theory of driver behaviour

Cited by 639 publications

References 38 publications

Drivers’ willingness to engage with their mobile phone: the influence of phone function and road demand

Drivers’ willingness to engage with their mobile phone: the influence of phone function and road demand

Speed maintenance under cognitive load – Implications for theories of driver behaviour

Does haptic steering guidance instigate speeding? A driving simulator study into causes and remedies

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