Older Drivers, Travel and Later Life Learning

Driving into old ageHow harnessing technology can prolong safe drivingCharles MusselwhiteSenior Lecturer in Traffic and Transport Psychology, Centre for Transport & SocietyCharles.Musselwhite@uwe.ac.uk0117 32 83010

FAST FORWARD CAN TECHNOLOGY HELP THE VULNERABLE ROAD USERWednesday 10th March 2010University of Birmingham Conference CentreSummaryIn-vehicle technologyacceptability

Background to an ageing society and importance of travel

Older people and acceptability of in-vehicle technology

ConclusionsIn-vehicle technology

3In-vehicle systems for driversAVCSS Advanced Vehicle Control and Safety Systems

ADAS Advanced Driver Assistance Systems

IVIS In-vehicle Information Systems

Purpose is to support the driver in his or her tasks

PASSIVE:INFORMATIVEReal-time information provisionADVISORY: SUGGESTIVE: Categorical Real-time Information increases situational awarenessDYNAMIC: PERSUASIVE and OBSTRUCTIVETakes over driving task voluntarily or automaticallyINFORMATIVEReal-time information provision

CurrentGauges - Speedometer, Rev counter

NewDistance to vehicle in frontRear view / side view camerasNight visionHead-up Display

Passive Feedback SystemsAdvisory Feedback (1)Current In-vehicleWarning lights: oil pressure, fuel low etcNavigation systemsParking sensors

Current InfrastructureVariable Message Systems

SUGGESTIVE: Categorical Real-time Information increases situational awareness

Advisory Feedback (2)New In-vehicleFatigue Detection SystemCurrent Speed WarningCollision Advice SystemLateral and trajectory position warningChild/animal (thermal) detection

New In-vehicle and infrastructureCurrent speed warning matched to speed of roadIn-vehicle sign display and prioritisation

SUGGESTIVE: Categorical Real-time Information increases situational awareness

DynamicPERSUASIVE and OBSTRUCTIVETakes over driving task voluntarily or automaticallyCurrentAutomatic Gear ShiftPower Steering

New In-vehicleAdaptive Cruise ControlCollision Warning System

New In-vehicle and infrastructureIntelligent Speed AdaptationAutomated Highway System

AdvantagesIMPROVED ENVIRONMENT: Reduction in emissions and fuel savings (between 1-8%) (e.g. Carsten and Tait, 2000; Liu, Tait and Boddy, 1999)

IMPROVED SAFETY:Reduction in average speed and more constant speed (e.g. Almqvist and Nygard, 1997; Persson, Towliat, Almqvist, Risser and Magdeburg, 1993; Varhelyi and Makinen, 2001; Walln Warner 2006) reduction in accident injury of between 10% and 40% depending upon the technology used (Carsten and Tait, 2000)

IMPROVED DRIVER COMFORTReduction in workload (Fancher et al., 1998; Hoedemeaker, 2000)

IMPROVED NETWORK:Reduction in congestion (Liu, Tait and Boddy, 1999)

Acceptability of technologyTECHNOLOGYrelative advantage (the extent to which it offers improvements over available tools), compatibility (its consistency with social practices and norms among its users), complexity (its ease of use or learning), trialability (the opportunity to try an innovation before committing to use it), observability (the extent to which the technology's gains are clear to see).PERSONBackground characteristics (age, gender, socio economic background), Cognitive style (how information is processed), Attitudes (towards technology, towards related items), Personality (need for achievement, degree of defensiveness, locus of control, and risk-taking propensity), Changes over time Innovation Diffusion (Rogers, 1995) Technology / Person interaction

New technologies are voluntaryAny mandatory technology will need political will and hence public acceptabilityAcceptability is related to (appropriate) uptake and (successful) use

Attitudes to Technology and SafetyHigh public support for current technology in cars (RAC, 2007)

Some growing support for speed limiters and black box technology (Cauzard, 2003, Stradling, 2008)

But, public worried about over reliance on technology (RAC, 2007)

And, on the whole prefer information systems rather than take-over systems (Musselwhite, 2004; Musselwhite and Haddad, 2007, 2008; Stradling, 2008)

Those who could benefit most from support and take over systems like them least and those that like them most tend to be the safest drivers (Musselwhite, 2004).

Support for systems taking over driving increase as driver gets older (Meadows and Stradling, 2006)

More support for take over systems from females (Meadows and Stradling, 2006)

11The current technology in vehicles is seen very positively, but there are some concerns that it can make their own vehicles seem too safe and isolate them from feedback from the road which induces more dangerous driving and higher speeds but is this real or an excuse?There is growing support for speed limiters and black box technology this has over the past few years probably as information is increasingly being shared about them but what other factors are contributing to this? In addition, support increases with use of technology - hence behaviour can inform attitudes. How many other implementations can this be true for.Preference for systems that provide information rather than take over tasks, more support from females and older drivers. Something here about giving-up control of tasks yet this has happened in other technologies perhaps actual use can inform attitudes? Sacred of the unknown? Background: An ageing society and the importance of travel for older people

12BackgroundThe population in the UK, as in the Western World, is ageing. Population of older people in UK is increasing in number and in % of overall age groups. Population aged 65 or over in the UK has increased from 1.8million in 1901, to 9.7million(4.2m men; 5.5m female) in 2005.in 1901 those aged over 65 years made up 4% of the population and the equivalent age group made up 16% in 2008600,000 aged 85+ in 1983, 1.3m in 2008.

Predictions suggest that this growth in number and percentage will continue to 15.27 million people aged over 65 in 2033, representing 23% of the total population (Tomassini, 2004).

More active age group than ever before & therefore more mobile

Background1.5m drivers over 75 in the UK50% of population over 70 hold driving licence (compared to 15% in 1975)23,000 registered drivers over 91 years of age

200% increase in male drivers over 65; 600% increase in female drivers over 65 in past 30 years

Over 70s % holding licence Males 1975: 32% to 2001: 69%; Females 1975: 4% to 2001: 32%

Predicted growth10m drivers over 70 in the UK by 2050

14Weve are all aware/have heard that the population in the UK, as in the Western World, is ageing. Population of older people in UK is increasing in number and in % of overall age groups.At present 20% of UK population is over 60Estimated that this is likely to be 30% by 2031More active age group than ever before & therefore more mobile

PRIMARY TRAVEL NEEDSInstrumental/Practical NeedsMake appointments, access shops and services, workAs quickly, efficiently, safely and conveniently as possibleSECONDARY TRAVEL NEEDSPsychosocial/Affective NeedsThe need for independence, control, status, rolesTERTIARY TRAVEL NEEDSAesthetic NeedsThe need for relaxation, visit nature, test cognitive skillsMost awarenessLeast awarenessTravel Needs15Accidents and older driversOlder drivers are involved in collisions that generally occur in daylight, at intersection and at low speeds (DfT, 2001; McGwin and Brown, 1999).

Less likely to be involved in single-vehicle collisions (DfT, 2001).

Have difficulty in making critical decisions under time pressure and dealing with immense traffic conditions. overloaded with information when performing manoeuvres (Brendemuhl, Schmidt and Schenk, 1988), merging onto roads (Schlag, 1993) junctions and intersections, especially those with no traffic control (e.g. traffic signals and lights) and those that involve right hand turns (in the UK i.e. across the oncoming traffic) (Hakaimes-Blomqvist, 1988; Maycock, Lockwood and Lester, 1991; Presusser, Williams, Ferguson, Ulmer and Weinstein, 1998). Research suggests inappropriate gap selection, high task complexity and distraction from other road use as underlying factors that contribute to intersection and turning crashes (Oxley, Fildes, Corben and Langford, 2006).

Reasons for Increase in AccidentsPhysiological - eye-sight and hearing problems, restricted physical mobility

Cognitive - working memory problems, decrease in information processing capacity decision making under pressure

Psychological - Lack of confidence, anxiety, social norms, stereotypes, labelling

17Physiological - deterioration of eye-sight, including problems with distance vision, sensitivity to glare, binocular depth perception and colour sensitivity, increased hearing problems and restricted physical mobility such as stiffer joints and muscles

Cognitive an increase in problems with working memory and a decrease in information processing capacity and the capability to make critical decisions under time pressure

Giving-up drivingAverage age of giving-up driving is 74But large variation

Gradual reductionDeliberate vs non-deliberateCompensatory behaviour not going out at night; no right-hand turns; avoid rush-hour.

Voluntarily vs Told-toMale/female differencesImpact afterwards

Giving-up Driving4 motivations

Self-diagnosisInfluence of friends / familySpecific incident / eventMedical professionalMost commonLeast commonEXTERNAL DISTRACTIONSMAINTAINNG A CONSTANT SPEEDTIREDNESSREACTIONSGLARE AND LUMINANCEDriver NeedsHelpWantedCompensatory Behaviour20Older peoples acceptance of technology

Dashboard sign displayMost preferred amongst older people

Head-up sign displayMost preferred option amongst car designers, technologists and academics.

Mixed dashboard & head-up has some supportUser-prioritisation increases popularity.Older people also advocate clearer signs and a change in legislation about amount of signs.EXTERNAL DISTRACTIONS

MAINTAINING A CONSTANT SPEED

Head-up display of current vehicle speedpreferred by older people

Audible vehicle speed cue preferred by older people

Intelligent Speed AdaptationAudible warning when reach actual speed limit (Advisory ISA)Preferred by academics and technology expertsTake over speed (Supportive ISA)Preferred by academics and car manufacturers and by older people if everyone has it fitted.

GLARE AND LUMINANCENight vision enhancementHead-up displayDashboard display

Either system is preferred by academics, technologists and car designers

Older people remain more sceptical about use of such systemGeneric findings (1)Keep technology simple to use and aesthetically pleasingIn line with expectations and norms of driving.Easy to learn to use and easy not to forget how to use.Older people dont want adaptations that make their car look like an old persons car many current adaptations do e.g. Spinners, pedal extenders, automatic gears.

Different cognitive processing ability.

Increasing support for technologies following trials (in line with much previous research e.g. Fancher et al., 1998; Wallen-Warner, 2006). Especially head-up display

Worried about relinquishing controlMore support for additional information rather than take over systems

Generic findings (2)Older people compared to younger people are more likely to be laggers

(intention to) adopt (and use) / accept technology is linked more closely to attitudes, beliefs, norms and perceived behavioural control with the technology and not in any way linked to deficit of driver need/ability

Males prefer information systems like to overrule them and remain in control

Females less likely to overrule systems

Dont like menu driven technology not used to it and requires constant cognitive stages to be understood.Want to think for themselves and make own judgements was key for older people (much less so for younger people)

Generally the older generation have a different culture to the present generation, as we were not brought up on the computer. We tend to think for ourselves and not rely on the process that computers take you through. Also, Health and Safety regulation was not around when we were younger. Again we had to think for ourselves and make our own judgments.(Dennis, Older driver, Delphi round 3, Musselwhite and Haddad, 2007)CONCLUSION

Conclusions (1)Increase acceptability to increase positive impactVoluntaryPolitical will for mandatory systems

Older drivers view car as important to their livesGood for physical and mental health Functional: Day-to-day activities, services, A to BPsychological: personality, prestige, self-esteem, mastery, identityAesthetic: need to see nature, relax, and test cognitive skills

Key driving issues for older drivers areDistractionKeeping to the speed limitFatigue/tirednessReactionsGlare and luminance

Conclusions (2)Technologies to take forwards and be developed along with older peopleSign display and prioritisationAdditional speed warning and cuesIntelligent Speed AdaptationNight vision?

Keep technology simple to use and aesthetically pleasingIn line with expectations and normsOlder people dont want adaptations that make their car look like an old persons car

Cohort differences? Younger older people:More likely to have driven all their livesMore likely to use technology in day to day life.

Maintain needs-led and bottom-up approach.

Thanks for listeningMany thanks to Hebba Haddad, my Researcher, and all the participants on my older drivers project for their valuable time and help and to the SPARC team for their help, guidance and funding Verity Smith, Peter Lansley, Nicky Hewson and Richard Faragher.Further informationDr Charles MusselwhiteSenior LecturerCentre for Transport & SocietyUniversity of the West of England,Frenchay Campus,Coldharbour Lane,Bristol. BS16 1QY

Charles.Musselwhite@uwe.ac.uk0117 32 83010www.transport.uwe.ac.uk

31Further readingDillon, A. (2001) User Acceptance of Information Technology. In W. Karwowski (ed). Encyclopedia of Human Factors and Ergonomics. London: Taylor and Francis

Musselwhite, C. B. A. and Haddad, H. (2007). Prolonging the Safe Driving of Older People through Technology. Final report, October 2007. Centre for Transport & Society, University of the West of England, Bristol.Chart13345111581561196420

malefemaleYear%Percentage of population who are full licence holders (70 years plus)

Sheet160-69 yearsmalefemale1975-659151985-672241989-9178331993-9582391996-98824870 years plusmalefemale1975-63341985-651111989-9158151993-9561191996-986420

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malefemale

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malefemaleYear%Percentage of population who are full licence holders

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