Age Differences in the Useful Field of View in a Part-Task Driving Simulator

1993 ◽  
Vol 37 (14) ◽  
pp. 960-963 ◽  
Author(s):  
Jonathan Walker ◽  
Catherine Sedney ◽  
Kathryn Wochinger ◽  
Deborah A. Boehm-Davis ◽  
William A. Perez
Keyword(s):  
Age Differences ◽  
Driving Simulator ◽  
Response Times ◽  
Age Groups ◽  
Field Of View ◽  
Cognitive Tasks ◽  
Task Load ◽  
Useful Field Of View ◽  
Age Related ◽  
Motion Threshold

This study investigated age-related differences in the useful field of view (UFOV) using a part-task driving simulator. Thirty-six licensed drivers, aged 20-25, 40-45, and 65-70, participated. Dynamic roadway images were projected on screens to the front and sides of the driver. Target stimuli consisted of full-size simplified images of a van moving forward on the side screens at a speed below the motion threshold. Subjects performed forward view tracking and cognitive tasks while responding to the van stimuli on the side screens. Increased levels of the forward view task load adversely affected response times to the vans for the older group only, but performance of the tracking task declined for all age groups with increased load.

Age Differences in the Useful Field of View during Real-World Driving

2005 ◽  
Vol 49 (2) ◽  
pp. 182-185 ◽  
Author(s):  
Frank Schieber ◽  
Jess Gilland
Keyword(s):  
Target Detection ◽  
Age Differences ◽  
Real World ◽  
Field Of View ◽  
Peripheral Target ◽  
Car Following ◽  
Useful Field Of View ◽  
Target Eccentricity ◽  
Age Related ◽  
Age Related Changes

Age differences in the useful field of view (UFOV) were assessed during real-world driving using a newly developed car-following protocol. Nineteen young (mean age = 23) and 19 older (mean age = 73) drivers were examined. Peripheral target detection performance declined significantly with age and target eccentricity. However, consistent with several recent studies, no age by target eccentricity interaction was observed. These findings contribute to the validation of the UFOV construct and provide a foundation for better understanding age-related changes in visual attention in the real-world driving domain.

scholarly journals Visual Attention and Aging: an Age-Related Cognitive Model of Positive Adaptation

2014 ◽  
Vol 4 (3) ◽  
pp. 181-191
Author(s):  
José Manuel Rodríguez-Ferrer
Keyword(s):  
Young People ◽  
Visual Attention ◽  
Response Times ◽  
Age Groups ◽  
Cognitive Model ◽  
Covert Attention ◽  
Positive Adaptation ◽  
Healthy Elderly ◽  
Age Related ◽  
Healthy Young People

We have studied the effects of normal aging on visual attention. Have participated a group of 38 healthy elderly people with an average age of 67.8 years and a group of 39 healthy young people with average age of 19.2 years. In a first experiment of visual detection, response times were recorded, with and without covert attention, to the presentation of stimuli (0.5º in diameter grey circles) appearing in three eccentricities (2.15, 3.83 and 5.53° of visual field) and with three levels of contrast (6, 16 and 78%). In a second experiment of visual form discrimination circles and squares with the same features as in the previous experiment were presented, but in this case subjects only should respond to the emergence of the circles. In both age groups, the covert attention reduced response times. Compared to young people, the older group achieved better results in some aspects of attention tests and response times were reduced more in the stimuli of greater eccentricity. The data suggest that there is a mechanism of adaptation in aging, in which visual attention especially favors the perception of those stimuli more difficult to detec

scholarly journals Age Differences in the Required Coefficient of Friction During Level Walking Do Not Exist When Experimentally-Controlling Speed and Step Length

2014 ◽  
Vol 30 (4) ◽  
pp. 542-546 ◽  
Author(s):  
Dennis E. Anderson ◽  
Christopher T. Franck ◽  
Michael L. Madigan
Keyword(s):  
Older Adults ◽  
Age Differences ◽  
Coefficient Of Friction ◽  
Age Groups ◽  
Step Length ◽  
Age Difference ◽  
Age Related ◽  
Negative Effect ◽  
Independent Effects ◽  
Positive Effect

The effects of gait speed and step length on the required coefficient of friction (COF) confound the investigation of age-related differences in required COF. The goals of this study were to investigate whether age differences in required COF during self-selected gait persist when experimentally-controlling speed and step length, and to determine the independent effects of speed and step length on required COF. Ten young and 10 older healthy adults performed gait trials under five gait conditions: self-selected, slow and fast speeds without controlling step length, and slow and fast speeds while controlling step length. During self-selected gait, older adults walked with shorter step lengths and exhibited a lower required COF. Older adults also exhibited a lower required COF when walking at a controlled speed without controlling step length. When both age groups walked with the same speed and step length, no age difference in required COF was found. Thus, speed and step length can have a large influence on studies investigating age-related differences in required COF. It was also found that speed and step length have independent and opposite effects on required COF, with step length having a strong positive effect on required COF, and speed having a weaker negative effect.

The Effects of Cognitive and Visual Workload on Peripheral Detection in the Detection Response Task

2018 ◽  
Vol 60 (6) ◽  
pp. 855-869 ◽  
Author(s):  
Wim van Winsum
Keyword(s):  
Cognitive Load ◽  
Driving Simulator ◽  
Response Times ◽  
Cognitive Task ◽  
Theory Development ◽  
Reaction Times ◽  
Task Load ◽  
Detection Response ◽  
Response Task ◽  
Stimulus Eccentricity

Objective: The independent effects of cognitive and visual load on visual Detection Response Task (vDRT) reaction times were studied in a driving simulator by performing a backwards counting task and a simple driving task that required continuous focused visual attention to the forward view of the road. The study aimed to unravel the attentional processes underlying the Detection Response Task effects. Background: The claim of previous studies that performance degradation on the vDRT is due to a general interference instead of visual tunneling was challenged in this experiment. Method: vDRT stimulus eccentricity and stimulus conspicuity were applied as within-subject factors. Results: Increased cognitive load and visual load both resulted in increased response times (RTs) on the vDRT. Cognitive load increased RT but revealed no task by stimulus eccentricity interaction. However, effects of visual load on RT showed a strong task by stimulus eccentricity interaction under conditions of low stimulus conspicuity. Also, more experienced drivers performed better on the vDRT while driving. Conclusion: This was seen as evidence for a differential effect of cognitive and visual workload. The results supported the tunnel vision model for visual workload, where the sensitivity of the peripheral visual field reduced as a function of visual load. However, the results supported the general interference model for cognitive workload. Application: This has implications for the diagnosticity of the vDRT: The pattern of results differentiated between visual task load and cognitive task load. It also has implications for theory development and workload measurement for different types of tasks.

Speed-of-Processing and Driving Simulator Training Result in Improved Driving Performance

2003 ◽  
Vol 45 (2) ◽  
pp. 218-233 ◽  
Author(s):  
Daniel L. Roenker ◽  
Gayla M. Cissell ◽  
Karlene K. Ball ◽  
Virginia G. Wadley ◽  
Jerri D. Edwards
Keyword(s):  
Older Adults ◽  
Training Program ◽  
Driving Simulator ◽  
Driving Performance ◽  
Low Risk ◽  
Field Of View ◽  
Simulator Training ◽  
Speed Of Processing ◽  
Useful Field Of View ◽  
Speed Of Processing Training

Useful field of view, a measure of processing speed and spatial attention, can be improved with training. We evaluated the effects of this improvement on older adults' driving performance. Elderly adults participated in a speed-of-processing training program ( N = 48), a traditional driver training program performed in a driving simulator ( N = 22), or a low-risk reference group ( N = 25). Before training, immediately after training or an equivalent time delay, and after an 18-month delay each participant was evaluated in a driving simulator and completed a 14-mile (22.5-km) open-road driving evaluation. Speed-of-processing training, but not simulator training, improved a specific measure of useful field of view (UFOV®), transferred to some simulator measures, and resulted in fewer dangerous maneuvers during the driving evaluation. The simulator-trained group improved on two driving performance measures: turning into the correct lane and proper signal use. Similar effects were not observed in the speed-of-processing training or low-risk reference groups. The persistence of these effects over an 18-month test interval was also evaluated. Actual or potential applications of this research include driver assessment and/or training programs and cognitive intervention programs for older adults.

scholarly journals ANGER, LOVE, SADNESS: DO EMOTION WORDS HAVE THE SAME SEMANTIC MEANING ACROSS AGE-GROUPS?

2019 ◽  
Vol 3 (Supplement_1) ◽  
pp. S841-S842
Author(s):  
Madeline J Nichols ◽  
Jennifer A Bellingtier ◽  
Frances Buttelmann
Keyword(s):  
Older Adults ◽  
Age Differences ◽  
Language Use ◽  
Age Groups ◽  
Past Research ◽  
Semantic Meaning ◽  
Younger Adults ◽  
Emotion Words ◽  
Emotion Word ◽  
Age Related

Abstract Every day we use emotion words to describe our experiences, but past research finds that the meanings of these words can vary. Furthermore, historical shifts in language use and experiential knowledge of the emotions may contribute to age-differences in what these emotion words convey. We examined age-related differences in the valence, arousal, and expression connoted by the words anger, love, and sadness. We predicted age-related differences in the semantic meanings of the words would emerge such that older adults would more clearly differentiate the positivity/negativity of the words, whereas younger adults would report higher endorsement for the conveyed arousal and expression. Participants included American and German older adults (N=61; mean age=68.98) and younger adults (N=77; mean age=20.77). Using the GRID instrument (Swiss Center for Affective Sciences, 2013), they rated each emotion word for its valence, arousal, and expression when used by a speaker of the participant’s native language. Across emotions and dimensions, older adults were generally more moderate in their understanding of emotion words. For example, German older adults rated anger and sadness as suggesting the speaker felt less bad and more good than the younger adults. American older adults rated love as connoting the speaker felt more bad and less good than younger adults. Arousal ratings were higher for German younger, as opposed to older, adults. Cultural differences were most pronounced for sadness such that German participants gave more moderate answers than American participants. Overall, our research suggests that there are age-related differences in the understanding of emotion words.

scholarly journals USEFUL FIELD OF VIEW AND DRIVING SIMULATION ACROSS TWO AGE GROUPS

2019 ◽  
Vol 3 (Supplement_1) ◽  
pp. S968-S969
Author(s):  
Rebecca A Dunterman ◽  
Robert C Intrieri ◽  
Marisa Guernsey
Keyword(s):  
Older Adults ◽  
Digit Span ◽  
Age Groups ◽  
Reaction Times ◽  
Community Dwelling ◽  
Older Drivers ◽  
Field Of View ◽  
Driving Simulation ◽  
Risk Scores ◽  
Useful Field Of View

Abstract The Insurance Information Institute (2017) reports that drivers aged 65 and older have the second highest rate of fatal car crashes. Research with the useful field of view (UFOV) assessment has predicted crashes in older drivers (Ball, 2006). “UFOV is defined as the area from which an individual can extract information quickly without head or eye movement” (Posit Science, 2019). Research demonstrates that older drivers are limited by poorer vision, divided attention and the inability to ignore distractions, and slower reaction time to critical stimuli (Owsley et al. 1998). As a result UFOV is an effective variable in assessing driver safety. We hypothesized that older compared to younger drivers would be less likely to inhibit attention to task irrelevant visual stimuli while engaged in a simulated driving task. Participants were community dwelling older adults and students recruited from a research pool and through word of mouth. Participants completed a series of demographic and health questions, Snellen visual acuity test a series of cognitive measures (e. g., Trails 1 and 2, digit symbol, digit span) and the UFOV assessment. Participants completed a driving simulation task while information on driving performance: number of collisions, speed limit deviations, turn signal use, time spent tailgating another vehicle, and braking reaction times. ANOVA demonstrated that as hypothesized, younger participants had significantly lower UFOV risk scores (p = .000). Older adults’ (M = 2.15, SD = .945) and younger adults’ (M = 1, SD = 0).

Differences and Similarities in Forgiveness Seeking Across Childhood and Adolescence

2018 ◽  
Vol 44 (8) ◽  
pp. 1119-1132 ◽  
Author(s):  
Blake M. Riek ◽  
Christin C. DeWit
Keyword(s):  
Prosocial Behavior ◽  
Age Differences ◽  
Age Groups ◽  
Teacher Ratings ◽  
Childhood And Adolescence ◽  
Older Students ◽  
Offense Severity ◽  
12Th Grade ◽  
Age Related

The current study examines age-related differences and similarities in forgiveness seeking. Students in third, seventh, and 12th grade imagined themselves committing various transgressions and the characteristics of these transgression (e.g., severity of consequences, type of offense) were manipulated. Across the age groups, forgiveness seeking was predicted by guilt, whereas withdrawal was predicted by shame. For all age groups, forgiveness seeking was more likely to occur when the offense was an active one rather than a failure to act. However, age differences were found in how offense severity affected forgiveness seeking. Older students were more likely to seek forgiveness when the offense was high rather than low in severity, but younger students did not show this difference. Age differences were also found in the motivations for seeking forgiveness. Finally, teacher ratings of students’ overall prosocial behavior were positively correlated with forgiveness seeking.

Orienting Responses as a Function of Age and Task Complexity

1976 ◽  
Vol 42 (2) ◽  
pp. 543-553 ◽  
Author(s):  
Roger L. Greene
Keyword(s):  
Age Differences ◽  
Visual Stimulus ◽  
Task Complexity ◽  
Age Groups ◽  
Stimulus Onset ◽  
Age Related ◽  
Stimulus Content ◽  
Stimulus Offset ◽  
Age Related Changes ◽  
And Task

Age-related differences in the elicitation and habituation of orienting responses to the onset and offset of stimuli have been suggested by several authors. Electrodermal and cardiac orienting responses to the onset and offset of a visual stimulus were measured in three age groups (4 yr., 7 yr., and undergraduate). Each S made one of three judgments: non-signal (observe stimulus), content (color of stimulus), and duration (length of time stimulus presented). Few age differences were found in elicitation or habituation of orienting responses to stimulus onset or offset. There was a trend for elicitation of orienting responses to stimulus offset to be age-related, but the failure to find any other age-related changes made this difference somewhat questionable. Instructions as to the judgment to be made by S were the primary determinants of orienting responses to stimulus onset and offset across all age groups.

scholarly journals The crash involvement of older drivers is associated with their hazard perception latencies

2010 ◽  
Vol 16 (5) ◽  
pp. 939-944 ◽  
Author(s):  
MARK S. HORSWILL ◽  
KAARIN J. ANSTEY ◽  
CHRISTOPHER G. HATHERLY ◽  
JOANNE M. WOOD
Keyword(s):  
Road Safety ◽  
Operating Characteristic ◽  
Response Times ◽  
Field Of View ◽  
Hazard Perception ◽  
Mean Response Time ◽  
Useful Field Of View ◽  
Safety Interventions ◽  
The One ◽  
And Training

AbstractHazard perception in driving is the one of the few driving-specific skills associated with crash involvement. However, this relationship has only been examined in studies where the majority of individuals were younger than 65. We present the first data revealing an association between hazard perception and self-reported crash involvement in drivers aged 65 and over. In a sample of 271 drivers, we found that individuals whose mean response time to traffic hazards was slower than 6.68 s [the receiver operating characteristic (ROC) curve derived pass mark for the test] were 2.32 times [95% confidence interval (CI), 1.46, 3.22) more likely to have been involved in a self-reported crash within the previous 5 years than those with faster response times. This likelihood ratio became 2.37 (95% CI, 1.49, 3.28) when driving exposure was controlled for. As a comparison, individuals who failed a test of useful field of view were 2.70 (95% CI, 1.44, 4.44) times more likely to crash than those who passed. The hazard perception test and the useful field of view measure accounted for separate variance in crash involvement. These findings indicate that hazard perception testing and training could be potentially useful for road safety interventions for this age group. (JINS, 2010, 16, 939–944.)

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