The advent of self-driving cars has sparked discussions about eye contact in traffic, particularly due to challenges that automated vehicles face in non-verbal communication with human road users. In his 1992 book, Turn Signals Are The Facial Expressions Of Automobiles, Don Norman describes how drivers in Mexico City deliberately avoid eye contact when entering a roundabout to create uncertainty in the minds of other drivers, leading the latter to yield right of way. Norman argued that such manipulative or aggressive behavior would not be tolerated in the United States. In the present study, we tested these claims through an online survey involving 3,857 respondents from 20 countries. The results confirmed that Mexican drivers reported a higher frequency of non-speeding ‘aggressive’ violations compared to those from most other countries. Regarding eye contact in the roundabout scenario presented in the survey, national differences were found not so much in the frequency of eye contact but in the reasons behind its use. Mexican drivers tended to avoid eye contact to reduce tension or avoid conflict with other drivers. However, they also frequently reported making eye contact to assert or subtly enforce their right of way. In higher-income countries like the United States, driver-driver eye contact is often deemed unnecessary. In conclusion, our findings partially correspond with Norman's anecdote based on his experiences in 1950s Mexico City. These results may have implications for understanding the stability of traffic cultures and the challenges related to eye contact and non-verbal communication faced by developers of automated vehicles.

This study investigated human performance in identifying AI-generated images. In a speeded forced-choice task, 255 participants viewed paired images (one real, one AI-generated by Midjourney) of standard or futuristic cars and buildings and had to identify the AI-generated one, while eye movements were recorded using an eye-tracker. Results revealed a powerful “futurism-as-artificiality” heuristic. Specifically, participants performed poorly (55% correct) when an AI-generated standard image was paired with a real futuristic image. Conversely, accuracy was high (91% correct) when the AI-generated futuristic image was paired with a real standard image. Participants’ gaze landed first on the AI-generated image more often when it depicted a futuristic design than when it depicted a standard one. The demonstrated heuristic presents a double-edged sword for information veracity: it may lead to the uncritical acceptance of AI-generated misinformation that appears conventional, while simultaneously causing real forward-thinking designs to be dismissed as fake.

As automated vehicles (AVs) become increasingly popular, the question arises as to how cyclists will interact with such vehicles. This study investigated (1) whether cyclists spontaneously notice if a vehicle is driverless, (2) how well they perform a driver-detection task when explicitly instructed, and (3) how they carry out these tasks. Using a Wizard-of-Oz method, 37 participants cycled a designated route and encountered an AV multiple times in two experimental sessions. In Session 1, participants cycled the route uninstructed, while in Session 2, they were instructed to verbally report whether they detected the presence or absence of a driver. Additionally, we recorded participants’ gaze behaviour with eye-tracking and their responses in post-session interviews. The interviews revealed that 30% of the cyclists spontaneously mentioned the absence of a driver (Session 1), and when instructed (Session 2), they detected the absence and presence of the driver with 93% accuracy. The eye-tracking data showed that cyclists looked more frequently and for longer at the vehicle in Session 2 compared to Session 1. Additionally, participants exhibited intermittent sampling of the vehicle, and they looked at the area in front of the vehicle when it was far away and towards the windshield region when it was closer. The post-session interviews also indicated that participants were curious, but felt safe, and reported a need to receive information about the AV's driving state. In conclusion, cyclists can detect the absence of a driver in the AV, and this detection may influence their perception of safety. Further research is needed to explore these findings in real-world traffic conditions.

Attention bias towards social threat has been linked to loneliness and anxiety, though findings are mixed and concerns about measurement reliability persist. This study examined whether state and trait loneliness, along with personality, self-esteem, social anxiety, and life satisfaction, are associated with attention bias towards social threat images (indicating rejection or exclusion) in young adults (N = 241). AI-generated images were used to enhance control over stimulus content and category distinctions. Participants completed an eye-tracking free-viewing task comprising 40 image matrices (four images per matrix, displayed for 6000 ms). We then computed attention bias (dwell time percentage, total fixation duration percentage, and fixation count percentage) and initial orientation of attention (first fixation percentage). The attention bias measures showed adequate-to-good internal consistency (α = 0.61–0.86). No significant associations emerged between loneliness and attention to socially threatening stimuli, suggesting that heightened vigilance to social threat may not be a feature of loneliness in non-clinical young adults. However, it was found that females exhibited greater attention to social positive images, and baseline pupil diameter was associated with social anxiety. Future research should assess whether loneliness-specific attention bias is a replicable phenomenon, ideally by using an extreme-sampling approach with very lonely individuals.

As global demand for fruits and vegetables continues to rise, the agricultural industry faces significant challenges in securing adequate labor. Robotic harvesting devices offer a promising solution to address this issue. Harvesting delicate fruits, such as blackberries, presents unique open challenges due to their fragility. This paper introduces BerryTwist, a prototype robotic gripper specifically designed for blackberry harvesting. The gripper features a fabric tube mechanism that uses motorized twisting action to gently envelop the fruit, ensuring uniform pressure application and minimizing damage. The twisting motion is transferred to the tube through a compliant mechanism, thus maintaining the overall softness of the structure. We thoroughly tested BerryTwist, paying particular attention to the effect of varying tube properties. We developed three types of tubes varying in elasticity and compressibility, using foam padding, spandex, and food-safe cotton cheesecloth. Performance testing focused on assessing each gripper's ability to detach and release blackberries, with an emphasis on quantifying damage rates. The results indicate that the proposed gripper achieved an 82% success rate in detaching blackberries and a 95% success rate in releasing them, demonstrating its promising potential for robotic harvesting applications. Finally, we will demonstrate the robotic harvesting operation by establishing a simple farm setup and integrating the gripper with Franka Emika's robot manipulator.

There is a need to improve the validity of the driving test as a measure of an individual’s ability to drive safely. This paper explores the use of algorithms to analyze acceleration and GPS data from a smartphone and a GoPro to distinguish between different driving styles, as performed by experienced examiners portraying stereotypical driving test candidates. Measures from nine driving tests were analyzed, including (harsh) accelerations, jerk, mean speed, and speeding. Results showed that the type of car, instructed driving style, and driving route impacted the dependent measures. It is concluded that GPS and accelerometer data can effectively distinguish between cautious, normal, and aggressive driving. However, it is important to consider additional sensors, such as cameras, to allow for more context-aware assessments of driving behavior. Furthermore, we demonstrate methods to quantify variations in road conditions and provide suggestions for presenting the data to driving examiners.

Personality research has traditionally relied on questionnaires, which bring with them inherent limitations, such as response style bias. With the emergence of large language models such as ChatGPT, the question arises as to what extent these models can be used in personality research. In this study, ChatGPT (GPT-4) generated 2000 text-based personas. Next, for each persona, ChatGPT completed a short form of the Big Five Inventory (BFI-10), the Brief Sensation Seeking Scale (BSSS), and a Short Dark Triad (SD3). The mean scores on the BFI-10 items were found to correlate strongly with means from previously published research, and principal component analysis revealed a clear five-component structure. Certain relationships between traits, such as a negative correlation between the age of the persona and the BSSS score, were clearly interpretable, while some other correlations diverged from the literature. An additional analysis using four new sets of 2000 personas each, including a set of ‘realistic’ personas and a set of cinematic personas, showed that the correlation matrix among personality constructs was affected by the persona set. It is concluded that evaluating questionnaires and research hypotheses prior to engaging with real individuals holds promise.

Introduction: Communication from automated vehicles (AVs) to pedestrians using augmented reality (AR) could positively contribute to traffic safety. However, previous AR research for pedestrians was mainly conducted through online questionnaires or experiments in virtual environments instead of real ones. Methods: In this study, 28 participants conducted trials outdoors with an approaching AV and were supported by four different AR interfaces. The AR experience was created by having participants wear a Varjo XR-3 headset with see-through functionality, with the AV and AR elements virtually overlaid onto the real environment. The AR interfaces were vehicle-locked (Planes on vehicle), world-locked (Fixed pedestrian lights, Virtual fence), or head-locked (Pedestrian lights HUD). Participants had to hold down a button when they felt it was safe to cross, and their opinions were obtained through rating scales, interviews, and a questionnaire. Results: The results showed that participants had a subjective preference for AR interfaces over no AR interface. Furthermore, the Pedestrian lights HUD was more effective than no AR interface in a statistically significant manner, as it led to participants more frequently keeping the button pressed. The Fixed pedestrian lights scored lower than the other interfaces, presumably due to low saliency and the fact that participants had to visually identify both this AR interface and the AV. Discussion: In conclusion, while users favour AR in AV-pedestrian interactions over no AR, its effectiveness depends on design factors like location, visibility, and visual attention demands. In conclusion, this work provides important insights into the use of AR outdoors. The findings illustrate that, in these circumstances, a clear and easily interpretable AR interface is of key importance.

Marie Skłodowska-Curie Actions; Innovative Training Networks (ITN); SHAPE-IT; Grant number 860410

Publication date: 30 January 2024

DOI: 10.3389/frobt.2024.1324060

Vision-language models are of interest in various domains, including automated driving, where computer vision techniques can accurately detect road users, but where the vehicle sometimes fails to understand context. This study examined the effectiveness of GPT-4V in predicting the level of 'risk' in traffic images as assessed by humans. We used 210 static images taken from a moving vehicle, each previously rated by approximately 650 people. Based on psychometric construct theory and using insights from the self-consistency prompting method, we formulated three hypotheses: (i) repeating the prompt under effectively identical conditions increases validity, (ii) varying the prompt text and extracting a total score increases validity compared to using a single prompt, and (iii) in a multiple regression analysis, the incorporation of object detection features, alongside the GPT-4V-based risk rating, significantly contributes to improving the model's validity. Validity was quantified by the correlation coefficient with human risk scores, across the 210 images. The results confirmed the three hypotheses. The eventual validity coefficient was r = 0.83, indicating that population-level human risk can be predicted using AI with a high degree of accuracy. The findings suggest that GPT-4V must be prompted in a way equivalent to how humans fill out a multi-item questionnaire.

Trucks are disproportionately involved in fatal traffic accidents and contribute significantly to CO₂ emissions. Gathering data from trucks presents a unique opportunity for estimating driver-specific costs associated with truck operation. Although research has been published on the predictive validity of driver data, such as in the contexts of pay-how-you-drive insurance and naturalistic driving studies, the investigation into how telematics data relate to the negative consequences of truck driving remains limited. In the present study, driving data from 180 truck drivers, collected over a 2-year period, were examined to predict damage incidents, traffic fines, and fuel consumption. Correlation analysis revealed that the number of fines and damage incidents could be predicted based on the number of harsh braking events per hour of driving, whereas fuel consumption was predicted by engine torque exceedances. Our analysis also sheds light on the impact of covariates, including the engine capacity of the truck operated and time of day, among others. We conclude that the damage incidents and fines incurred by truck drivers can be predicted not only from their number of harsh decelerations but also through driving demands that extend beyond the driver’s immediate control. It is recommended that transportation companies adopt a systemic approach to mitigating truck-driving-related expenses.