Vehicle automation promises to reduce the demands of the driving task, making driving less fatiguing, more convenient, and safer. Nevertheless, Level 3 automated vehicles rely on a human driver to be ready to resume control, requiring the driver to reconstruct situation awareness (SA) and resume the driving task. Understanding the interaction between non-driving-related task (NDRT) use, SA, and takeover capacity is important because an effective takeover is entirely dependent on, and scaffolds from, effectively reconstructed SA. While a number of studies have looked at the behavioural impact of being 'in- or on-the-loop', fewer consider the cognitive impact, particularly the consequences for SA. The present study exposed participants to an extended simulated automated drive involving two critical takeover scenarios (early- and late-drive). We compared automated vehicle (AV) operators who were required to passively monitor the vehicle to those engaging with self-selected NDRTs. Monitoring operators demonstrated lower total- and schema-specific SA count scores following a fatiguing drive compared to those engaging with self-selected NDRTs. NDRT engagement resulted in no significant difference in SA count scores early- and late-drive. Assessment of differences in the type and sensory modality of NDRTs indicated operators make fundamentally different selections about the NDRTs they engage with in an automated driving environment compared to a manual environment. The present study provides further evidence linking SA and AV operator behaviour and underscores the need to understand the role of SA in takeover capacity. Our findings suggest that although SA declines over time regardless of driving task requirements (Monitoring versus NDRT engagement), NDRT use may facilitate better SA construction, with implications for the regulation of NDRT use in AVs as the technology progresses.

In this article, we reflect on two virtual workshops that we held during the ACM AutomotiveUI 2020 conference, where we aimed to provide participants an experience similar to in-person meetings, while at the same time making use of digital services for group collaboration. In particular, we elaborate on relevant differences, advantages, and disadvantages of virtual and physical workshops, discuss which important aspects of in-person meetings can be substituted with virtual activities (and which ones cannot), and how they might change collaboration in the future. Further, we examine the impact of virtual workshops on organizing committees who have to deal with issues of different time zones and durations of activities. The lessons learnt through organizing these events provide an outlook that could enrich workshop experiences for both scientific and educational purposes in the future.

Sharing the road with trucks is associated with increased risk of serious injury and death for passenger vehicle drivers. However, the onus for minimising risk lies not just with truck drivers; other drivers must understand the unique performance limitations of trucks associated with stopping distances, blind spots, and turning manoeuverability, so they can suitably act and react around trucks. Given the paucity of research aimed at understanding the specific crash risk vulnerability of young drivers around trucks, the authors employ a narrative review methodology that brings together evidence from both truck and young driver road safety research domains, as well as data regarding known crash risks for each driving cohort, to gain a comprehensive understanding of what young drivers are likely to know about heavy vehicle performance limitations, where there may be gaps in their understanding, and how this could potentially increase crash risk. We then review literature regarding the human factors affecting young drivers to understand how perceptual immaturity and engagement in risky driving behaviours are likely to compound risk regarding both the frequency and severity of collision between trucks and young drivers. Finally, we review current targeted educational initiatives and suggest that simply raising awareness of truck limitations is insufficient. We propose that further research is needed to ensure initiatives aimed at increasing young driver awareness of trucks and truck safety are evidence-based, undergo rigorous evaluation, and are delivered in a way that aims to (i) increase young driver risk perception skills, and (ii) reduce risky driving behaviour around trucks.

Takeover safety is a critical issue when using Level 2 advanced driver assistance systems. Understanding the context of takeover can facilitate the development of driver monitoring systems that can adapt to changing environments for more contextually appropriate assistance during takeover. The paper presents a hierarchical clustering analysis of hundreds of post-takeover vehicle kinematics in the MIT-AVT naturalistic driving study. Results show similar types of takeovers between Super Cruise and Autopilot: normal takeover, braking takeover, accelerating takeover, evasive-manoeuvre takeover, and right-swerve takeover (Autopilot only). Context analysis showed that braking takeover which occurred at a normal highway speed was often associated with upcoming highway exits and foreseeable low-speed situations, while accelerating, evasive-manoeuvre, and right-swerve takeovers were caused by strong brake (for Super Cruise) or large steering (for Autopilot) during slow car following. The findings indicate the potential for sensor-based approaches to assessing various contexts and facilitating a more holistic takeover reference model.