Head Scanning Behavior Predicts Hazard Detection Safety Before Entering an Intersection.

OBJECTIVE: We conducted a driving simulator study to investigate scanning and hazard detection before entering an intersection. BACKGROUND: Insufficient scanning has been suggested as a factor contributing to intersection crashes. However, little is known about the relative importance of the head and eye movement components of that scanning in peripheral hazard detection. METHODS: Eleven older (mean 67 years) and 18 younger (mean 27 years) current drivers drove in a simulator while their head and eye movements were tracked. They completed two city drives (42 intersections per drive) with motorcycle hazards appearing at 16 four-way intersections per drive. RESULTS: Older subjects missed more hazards (10.2% vs. 5.2%). Failing to make a scan with a substantial head movement was the primary reason for missed hazards. When hazards were detected, older drivers had longer RTs (2.6s vs. 2.3s), but drove more slowly; thus, safe response rates did not differ between the two groups (older 83%; younger 82%). Safe responses were associated with larger (28.8° vs. 20.6°) and more numerous (9.4 vs. 6.6) gaze scans. Scans containing a head movement were stronger predictors of safe responses than scans containing only eye movements. CONCLUSION: Our results highlight the importance of making large scans with a substantial head movement before entering an intersection. Eye-only scans played little role in detection and safe responses to peripheral hazards. APPLICATION: Driver training programs should address the importance of making large scans with a substantial head movement before entering an intersection.

Clinical Report: Experiences of a Driver with Vision Impairment when Using a Tesla Car.

SIGNIFICANCE: Assisted and autonomous driving technologies may be a new paradigm shift for the driving rehabilitation field to enable less restricted driving, increase driving confidence, and maintain driving safety for drivers with vision impairment. PURPOSE: This study aimed to document how a driver with vision impairment uses assistance and automation systems in a Tesla car based on real-world experiences of using these technologies. METHODS: A 53-year-old man with Stargardt disease and 20/182 visual acuity self-explored the use of driver assistance technologies, which resulted in purchasing a Tesla Model Y with the full self-driving package in 2020. Two semistructured interviews were administered to quantify the driver's driving habits, adaptive strategies, use of the assisted and semiautonomous driving features in the Tesla car, and use of his bioptic telescope. RESULTS: When driving a Tesla car, the patient developed new driving strategies by codriving with different assisted and semiautonomous functions (e.g., Traffic-Aware Cruise Control, Traffic Light and Stop Sign Control, Autopilot) in different road environments. He shifted his main task from active driving to supervising the car automation systems in most driving situations. He also integrated a new use of his bioptic telescope to support him with monitoring the road environment before granting permission to the automated systems for car maneuver changes. The patient reported that driving confidence greatly increased and that he is able to drive more often and in situations that he would otherwise avoid because of difficulties related to his vision. CONCLUSIONS: This clinical report demonstrates how assisted and semiautonomous driving systems in a Tesla car were used to support daily driving by a driver with vision impairment. Codriving with these systems allows him to confidently drive more often and to avoid less situations than he used to.

Effects of Perceptual-motor Training on Collision Judgments with Peripheral Prism Expanded Vision.

SIGNIFICANCE: Peripheral prisms (p-prisms) improve blind-side detection of hazards in hemianopia by shifting the image of the hazard into the intact visual field. Collision judgments can be made accurately after detection by using a gaze shift to fixate the hazard in the prism-free portion of the lens, but this is slow relative to normal peripheral vision. A prior study found that prism adaptation for visual direction did not occur with general wear. We developed a perceptual-motor training regimen that resulted in accurate pointing at p-prism targets after six 1-hour sessions. PURPOSE: This study aimed to determine if improvements in pointing accuracy from perceptual-motor training generalized to collision judgments during simulated walking. METHODS: Participants with hemianopia (n = 13) made collision judgments in virtual reality for a person appearing 0.4 to 13.5° from the walking path. Judgments were measured under fixed gaze, requiring collision judgments via the p-prism image only, and free gaze, representing a more natural scenario. Measurements were made without and with p-prisms immediately after fitting, after a 2-week acclimation, after training, and 3 months later. Controls (n = 13) did one visit without p-prisms. RESULTS: Controls had 100% detection and symmetrically distributed collision judgments for the central 33 and 36% of hazards under fixed gaze and free gaze, respectively. In hemianopia, the seeing side was not different from controls. Blind-side detection was reduced without p-prisms to 40% fixed gaze and 82% free gaze and improved with p-prisms to 99% fixed gaze and 97% free gaze (P < .001). When first worn, fixed-gaze prism side collisions were 63 versus 37% on the seeing side and 41 versus 39% for free gaze (P < .001). There was a small improvement for fixed gaze after the 2-week acclimation (53%, P < .001), but no improvements from training or an additional 3 months of use. CONCLUSIONS: P-prisms improved detection, but collision judgments were inaccurate when seen only via the p-prisms and did not improve with perceptual-motor training. Patients should continue to be advised to turn their head and eyes to fixate the hazard after detection.

Automatic processing of gaze movements to quantify gaze scanning behaviors in a driving simulator.

Eye and head movements are used to scan the environment when driving. In particular, when approaching an intersection, large gaze scans to the left and right, comprising head and multiple eye movements, are made. We detail an algorithm called the gaze scan algorithm that automatically quantifies the magnitude, duration, and composition of such large lateral gaze scans. The algorithm works by first detecting lateral saccades, then merging these lateral saccades into gaze scans, with the start and end points of each gaze scan marked in time and eccentricity. We evaluated the algorithm by comparing gaze scans generated by the algorithm to manually marked "consensus ground truth" gaze scans taken from gaze data collected in a high-fidelity driving simulator. We found that the gaze scan algorithm successfully marked 96% of gaze scans and produced magnitudes and durations close to ground truth. Furthermore, the differences between the algorithm and ground truth were similar to the differences found between expert coders. Therefore, the algorithm may be used in lieu of manual marking of gaze data, significantly accelerating the time-consuming marking of gaze movement data in driving simulator studies. The algorithm also complements existing eye tracking and mobility research by quantifying the number, direction, magnitude, and timing of gaze scans and can be used to better understand how individuals scan their environment.

The Effects of Age, Distraction, and Simulated Central Vision Impairment on Hazard Detection in a Driving Simulator.

SIGNIFICANCE: Despite similar levels of visual acuity and contrast sensitivity reductions, simulated central vision impairment increased response times to a much greater extent in older than in younger participants. PURPOSE: Driving is crucial for maintaining independence in older age, but age-related vision impairments and in-vehicle auditory distractions may impair driving safety. We investigated the effects of age, simulated central vision impairment, and auditory distraction on detection of pedestrian hazards. METHODS: Thirty-two normally sighted participants (16 younger and 16 older) completed four highway drives in a simulator and pressed the horn whenever they saw a pedestrian. Pedestrians ran toward the road on a collision course with the approaching vehicle. Simulated central vision impairment was achieved by attaching diffusing filters to a pair of laboratory goggles, which reduced visual acuity to 20/80 and contrast sensitivity by 0.35 log units. For drives with distraction, subjects listened to an audiobook and repeated out loud target words. RESULTS: Simulated central vision impairment had a greater effect on reaction times (660-millisecond increase) than age (350-millisecond increase) and distraction (160-millisecond increase) and had a greater effect on older than younger subjects (828- and 492-millisecond increase, respectively). Simulated central vision impairment decreased safe response rates from 94.7 to 78.3%. Distraction did not, however, affect safety because older subjects drove more slowly when distracted (but did not drive more slowly with vision impairment), suggesting that they might have perceived greater threat from the auditory distraction than the vision impairment. CONCLUSIONS: Older participants drove more slowly in response to auditory distraction. However, neither older nor younger participants adapted their speed in response to simulated vision impairment, resulting in unsafe detections. These results underline the importance of evaluating safety of responses to hazards as well as reaction times in a paradigm that flexibly allows participants to modify their driving behaviors.

The effects of age on the contributions of head and eye movements to scanning behavior at intersections.

The current study was aimed at evaluating the effects of age on the contributions of head and eye movements to scanning behavior at intersections. When approaching intersections, a wide area has to be scanned requiring large lateral head rotations as well as eye movements. Prior research suggests older drivers scan less extensively. However, due to the wide-ranging differences in methodologies and measures used in prior research, the extent to which age-related changes in eye or head movements contribute to these deficits is unclear. Eleven older (mean 67 years) and 18 younger (mean 27 years) current drivers drove in a simulator while their head and eye movements were tracked. Scans, analyzed for 15 four-way intersections in city drives, were split into two categories: eye-only (consisting only of eye movements) and head+eye (containing both head and eye movements). Older drivers made smaller head+eye scans than younger drivers (46.6° vs. 53°), as well as smaller eye-only scans (9.2° vs. 10.1°), resulting in overall smaller all- gaze scans. For head+eye scans, older drivers had both a smaller head and a smaller eye movement component. Older drivers made more eye-only scans than younger drivers (7 vs. 6) but fewer head+eye scans (2.1 vs. 2.7). This resulted in no age effects when considering all-gaze scans. Our results clarify the contributions of eye and head movements to age-related deficits in scanning at intersections, highlight the importance of analyzing both eye and head movements, and suggest the need for older driver training programs that emphasize the importance of making large scans before entering intersections.

Towards Wide Range Tracking of Head Scanning Movement in Driving.

Gaining environmental awareness through lateral head scanning (yaw rotations) is important for driving safety, especially when approaching intersections. Therefore, head scanning movements could be an important behavioral metric for driving safety research and driving risk mitigation systems. Tracking head scanning movements with a single in-car camera is preferred hardware-wise, but it is very challenging to track the head over almost a 180° range. In this paper we investigate two state-of-the-art methods, a multi-loss deep residual learning method with 50 layers (multi-loss ResNet-50) and an ORB feature-based simultaneous localization and mapping method (ORB-SLAM). While deep learning methods have been extensively studied for head pose detection, this is the first study in which SLAM has been employed to innovatively track head scanning over a very wide range. Our laboratory experimental results showed that ORB-SLAM was more accurate than multi-loss ResNet-50, which often failed when many facial features were not in the view. On the contrary, ORB-SLAM was able to continue tracking as it doesn't rely on particular facial features. Testing with real driving videos demonstrated the feasibility of using ORB-SLAM for tracking large lateral head scans in naturalistic video data.

The Effects of Hemianopia on Perception of Mutual Gaze.

SIGNIFICANCE: Individuals with left hemianopic field loss (HFL), especially with neglect history, may have greater difficulties than individuals with right HFL in judging the direction of another person's gaze. PURPOSE: Individuals with HFL often show a spatial bias in laboratory-based perceptual tasks. We investigated whether such biases also manifest in a more real-world task, perception of mutual gaze direction, an important, nonverbal communication cue in social interactions. METHODS: Participants adjusted the eye position of a life-size virtual head on a monitor at a 1-m distance until (1) the eyes appeared to be looking straight at them, or (2) the eyes were perceived to be no longer looking at them (to the right and left). RESULTS: Participants with right HFL (n = 8) demonstrated a rightward error in line bisection but made gaze judgments within the range of normally sighted controls (n = 17). Participants with left HFL without neglect history (n = 6) made leftward errors in line bisection and had more variable gaze judgments; three had estimates of gaze direction outside the reference range. Four participants with left HFL and neglect history made estimates of gaze direction that were to the right of the reference range. CONCLUSIONS: Our results suggest that individuals with left HFL, especially with neglect history, may have greater difficulties than individuals with right HFL in compensating for low-level spatial biases (as manifested in line bisection) when performing the more complex, higher-level task of judging gaze direction.

The effects of age and cognitive load on peripheral-detection performance.

Age-related declines in both peripheral vision and cognitive resources could contribute to the increased crash risk of older drivers. However, it is unclear whether increases in age and cognitive load result in equal detriments to detection rates across all peripheral target eccentricities (general interference effect) or whether these detriments become greater with increasing eccentricity (tunnel effect). In the current study we investigated the effects of age and cognitive load on the detection of peripheral motorcycle targets (at 5°-30° eccentricity) in static images of intersections. We used a dual-task paradigm in which cognitive load was manipulated without changing the complexity of the central (foveal) visual stimulus. Each image was displayed briefly (250 ms) to prevent eye movements. When no cognitive load was present, age resulted in a tunnel effect; however, when cognitive load was high, age resulted in a general interference effect. These findings suggest that tunnel and general interference effects can co-occur and that the predominant effect varies with the level of demand placed on participants' resources. High cognitive load had a general interference effect in both age groups, but the effect attenuated at large target eccentricities (opposite of a tunnel effect). Low cognitive load had a general interference effect in the older but not the younger group, impairing detection of motorcycle targets even at 5° eccentricity, which could present an imminent collision risk in real driving.

The effects of simulated acuity and contrast sensitivity impairments on detection of pedestrian hazards in a driving simulator.

Driving is a highly visual task, yet the vision requirements for driving licensure vary widely. All US states have a threshold for visual acuity (e.g. most use 20/40 for an unrestricted license). Contrast sensitivity (CS) is not measured for licensure, despite evidence that it may be a better predictor of crash risk than visual acuity (VA). Two experiments were conducted to investigate how simulated reductions in VA and CS affect the detection of pedestrians in a driving simulator during the daytime in a highway setting. Young normally-sighted current drivers wore goggles simulating different levels of VA and CS loss (within a range that would meet licensing criteria) and pressed the horn as soon as they saw a pedestrian. The proportion of pedestrians detected and driving speed was not different between the conditions. Reducing VA alone did not significantly reduce reaction time or the deceleration needed to stop before the collision point. However, adding a CS loss to a VA deficit increased both reaction time and the deceleration required to stop before the collision point. These results suggest that an individual's CS should be considered when determining visual fitness to drive, especially in the early stages of ocular disease, such as cataract, where CS may be impaired while high contrast VA is still relatively unimpaired.

Preliminary Evaluation of a Wearable Camera-based Collision Warning Device for Blind Individuals.

SIGNIFICANCE: This work describes a preliminary evaluation of a wearable collision warning device for blind individuals. The device was found to provide mobility benefit in subjects without (or deprived of) vision. This preliminary evaluation will facilitate further testing of this developmental stage device in more naturalistic conditions. PURPOSE: We developed a wearable video camera-based device that provided tridirectional collision warnings (right, center, and left) via differential feedback of two vibrotactile wristbands. We evaluated its mobility benefit in blind and normally sighted (NS) blindfolded individuals in indoor mobility courses. METHODS: Three evaluation experiments were conducted. First, the ability of the device to provide warnings for hanging objects not detected by a long cane was evaluated in eight NS and four blind subjects in an obstacle course with and without the device. Second, the accuracy of collision warning direction assignment was evaluated in 10 NS subjects as they walked toward a hanging object at random offsets and verbally reported the obstacle offset position with respect to their walking path based on the wristbands' vibrotactile feedback. Third, the mobility benefit of collision warning direction information was evaluated by 10 NS and 4 blind subjects when walking with and without differential wristband feedback. RESULTS: In experiment 1, collisions reduced significantly from a median of 11.5 without to 4 with the device (P < .001). Percent preferred walking speed reduced only slightly from 41% without to 36% with the device (P = .04). In experiment 2, the most likely reported relative obstacle positions were consistent with the actual positions. In experiment 3, subjects made more correct navigational decisions with than without the collision warning direction information (91% vs. 69%, P < .001). CONCLUSIONS: Substantial mobility benefit of the device was seen in detection of aboveground collision threats missed by a long cane and in enabling better navigational decision making based on the tridirectional collision warning information.

Peripheral Prisms Improve Obstacle Detection during Simulated Walking for Patients with Left Hemispatial Neglect and Hemianopia.

SIGNIFICANCE: The first report on the use of peripheral prisms (p-prisms) for patients with left neglect and homonymous visual field defects (HVFDs). PURPOSE: The purpose of this study was to investigate if patients with left hemispatial neglect and HVFDs benefit from p-prisms to expand the visual field and improve obstacle detection. METHODS: Patients (24 with HVFDs, 10 of whom had left neglect) viewed an animated, virtual, shopping mall corridor and reported if they would have collided with a human obstacle that appeared at various offsets up to 13.5° from their simulated walking path. There were 40 obstacle presentations on each side, with and without p-prisms. No training with p-prisms was provided, and gaze was fixed at the center of expansion. RESULTS: Detection on the side of the HVFD improved significantly with p-prisms in both groups, from 26 to 92% in the left-neglect group and 43 to 98% in the non-neglect group (both P < .001). There was a tendency for greater improvement in the neglect patients with p-prisms. For collision judgments, both groups exhibited a large increase in perceived collisions on the side of the HVFD with the prisms (P < .001), with no difference between the groups (P = .93). Increased perceived collisions represent a wider perceived safety margin on the side of the HVFD. CONCLUSIONS: Within the controlled conditions of this simulated, collision judgment task, patients with left neglect responded well to initial application of p-prisms exhibiting improved detection and wider safety margins on the side of the HVFD that did not differ from non-neglect patients. Further study of p-prisms for neglect patients in free-gaze conditions after extended wear and in real-world mobility tasks is clearly warranted.

Evaluation of a Paradigm to Investigate Detection of Road Hazards when Using a Bioptic Telescope.

SIGNIFICANCE: A new driving simulator paradigm was developed and evaluated that will enable future investigations of the effects of the ring scotoma in bioptic drivers with diverse vision impairments and different telescope designs. PURPOSE: The ring scotoma may impair detection of peripheral hazards when viewing through a bioptic telescope. To investigate this question, we developed and tested a sign-reading and pedestrian-detection paradigm in a driving simulator. METHODS: Twelve normally sighted subjects with simulated acuity loss (median 20/120) used a 3.0× monocular bioptic to read 36 road signs while driving in a simulator. Thirteen of 21 pedestrian hazards appeared and ran on the road for 1 second within the ring scotoma while participants were reading signs through the bioptic. Head movements were analyzed to determine whether the pedestrian appeared before or only while using the bioptic. Six subjects viewed binocularly, and six viewed monocularly (fellow eye patched). Two patients with real visual acuity loss in one eye and no light perception in the other performed the same tasks using their own telescopes. RESULTS: For the monocular simulated acuity loss group, detection rates were significantly higher when the pedestrian appeared before using the bioptic than when it appeared while using the bioptic and was likely within the area of the ring scotoma (77% vs. 28%, P < .001). For the binocular simulated acuity loss group, there was no significant difference in detection rates for pedestrians that appeared before or while using the bioptic (80% vs. 91%, P = .20). The two monocular patients detected only 17% of pedestrians that appeared while looking through the bioptic. CONCLUSIONS: Our results confirm the utility of the testing paradigm and suggest that the fellow eye of normally sighted observers with simulated acuity loss was able to compensate for the ring scotoma when using a monocular bioptic telescope in a realistic driving task.

High-Power Prismatic Devices for Oblique Peripheral Prisms.

PURPOSE: Horizontal peripheral prisms for hemianopia provide field expansion above and below the horizontal meridian; however, there is a vertical gap leaving the central area (important for driving) without expansion. In the oblique design, tilting the bases of both prism segments toward the horizontal meridian moves the field expansion area vertically and centrally (closing the central gap) while the prisms remain in the peripheral location. However, tilting the prisms results also in a reduction of the lateral field expansion. Higher prism powers are needed to counter this effect. METHODS: We developed, implemented, and tested a series of designs aimed at increasing the prism power to reduce the central gap while maintaining wide lateral expansion. The designs included inserting the peripheral prisms into carrier lenses that included yoked prism in the opposite direction, combination of two Fresnel segments attached at the base and angled to each other (bi-part prisms), and creating Fresnel prism-like segments from nonparallel periscopic mirror pairs (reflective prisms). RESULTS: A modest increase in lateral power was achieved with yoked-prism carriers. Bi-part combination of 36Δ Fresnel segments provided high power with some reduction in image quality. Fresnel reflective prism segments have potential for high power with superior optical quality but may be limited in field extent or by interruptions of the expanded field. Extended apical scotomas, even with unilateral fitting, may limit the utility of very high power prisms. The high-power bi-part and reflective prisms enable a wider effective eye scanning range (more than 15 degrees) into the blind hemifield. CONCLUSIONS: Conventional prisms of powers higher than the available 57Δ are limited by the binocular impact of a wider apical scotoma and a reduced effective eye scanning range to the blind side. The various designs that we developed may overcome these limitations and find use in various other field expansion applications.

Mobile gaze tracking system for outdoor walking behavioral studies.

Most gaze tracking techniques estimate gaze points on screens, on scene images, or in confined spaces. Tracking of gaze in open-world coordinates, especially in walking situations, has rarely been addressed. We use a head-mounted eye tracker combined with two inertial measurement units (IMU) to track gaze orientation relative to the heading direction in outdoor walking. Head movements relative to the body are measured by the difference in output between the IMUs on the head and body trunk. The use of the IMU pair reduces the impact of environmental interference on each sensor. The system was tested in busy urban areas and allowed drift compensation for long (up to 18 min) gaze recording. Comparison with ground truth revealed an average error of 3.3° while walking straight segments. The range of gaze scanning in walking is frequently larger than the estimation error by about one order of magnitude. Our proposed method was also tested with real cases of natural walking and it was found to be suitable for the evaluation of gaze behaviors in outdoor environments.

Peripheral prism glasses: effects of moving and stationary backgrounds.

PURPOSE: Unilateral peripheral prisms for homonymous hemianopia (HH) expand the visual field through peripheral binocular visual confusion, a stimulus for binocular rivalry that could lead to reduced predominance and partial suppression of the prism image, thereby limiting device functionality. Using natural-scene images and motion videos, we evaluated whether detection was reduced in binocular compared with monocular viewing. METHODS: Detection rates of nine participants with HH or quadranopia and normal binocularity wearing peripheral prisms were determined for static checkerboard perimetry targets briefly presented in the prism expansion area and the seeing hemifield. Perimetry was conducted under monocular and binocular viewing with targets presented over videos of real-world driving scenes and still frame images derived from those videos. RESULTS: With unilateral prisms, detection rates in the prism expansion area were significantly lower in binocular than in monocular (prism eye) viewing on the motion background (medians, 13 and 58%, respectively, p = 0.008) but not the still frame background (medians, 63 and 68%, p = 0.123). When the stimulus for binocular rivalry was reduced by fitting prisms bilaterally in one HH and one normally sighted subject with simulated HH, prism-area detection rates on the motion background were not significantly different (p > 0.6) in binocular and monocular viewing. CONCLUSIONS: Conflicting binocular motion appears to be a stimulus for reduced predominance of the prism image in binocular viewing when using unilateral peripheral prisms. However, the effect was only found for relatively small targets. Further testing is needed to determine the extent to which this phenomenon might affect the functionality of unilateral peripheral prisms in more real-world situations.

The effect of central vision loss on perception of mutual gaze.

PURPOSE: To evaluate the effects of central vision loss (CVL) on mutual gaze perception (knowing whether somebody else is looking at you), an important nonverbal visual cue in social interactions. METHODS: Twenty-three persons with CVL (visual acuity 20/50 to 20/200), 16 with a bilateral central scotoma and 7 without, and 23 age-matched control subjects completed a gaze perception task and a brief questionnaire. They adjusted the eyes of a life-size virtual head on a monitor at a 1-m distance until they either appeared to be looking straight at them or were at the extreme left/right or up/down positions at which the eyes still appeared to be looking toward them (defining the range of mutual gaze in the horizontal and vertical planes). RESULTS: The nonscotoma group did not differ from the control subjects in any gaze task measure. However, the gaze direction judgments of the scotoma group had significantly greater variability than those of the nonscotoma and control groups (p < 0.001). In addition, their mutual gaze range tended to be wider (p = 0.15), suggesting a more liberal judgment criterion. Contrast sensitivity was the strongest predictor of variability in gaze direction judgments followed by self-reported difficulties. CONCLUSIONS: Our results suggest that mutual gaze perception is relatively robust to CVL. However, a follow-up study that simulates less-than-optimal viewing conditions of everyday social interactions is needed. The gaze perception task holds promise as a research tool for investigating the effects of vision impairment on mutual gaze judgments. Self-reported difficulty and contrast sensitivity were both independent predictors of gaze perception performance, suggesting that the task captured higher-order as well as low-level visual abilities.

Knowing me, knowing you-A study on top-down requirements for compensatory scanning in drivers with homonymous visual field loss.

OBJECTIVE: It is currently still unknown why some drivers with visual field loss can compensate well for their visual impairment while others adopt ineffective strategies. This paper contributes to the methodological investigation of the associated top-down mechanisms and aims at validating a theoretical model on the requirements for successful compensation among drivers with homonymous visual field loss. METHODS: A driving simulator study was conducted with eight participants with homonymous visual field loss and eight participants with normal vision. Participants drove through an urban surrounding and experienced a baseline scenario and scenarios with visual precursors indicating increased likelihoods of crossing hazards. Novel measures for the assessment of the mental model of their visual abilities, the mental model of the driving scene and the perceived attention demand were developed and used to investigate the top-down mechanisms behind attention allocation and hazard avoidance. RESULTS: Participants with an overestimation of their visual field size tended to prioritize their seeing side over their blind side both in subjective and objective measures. The mental model of the driving scene showed close relations to the subjective and actual attention allocation. While participants with homonymous visual field loss were less anticipatory in their usage of the visual precursors and showed poorer performances compared to participants with normal vision, the results indicate a stronger reliance on top-down mechanism for drivers with visual impairments. A subjective focus on the seeing side or on near peripheries more frequently led to bad performances in terms of collisions with crossing cyclists. CONCLUSION: The study yielded promising indicators for the potential of novel measures to elucidate top-down mechanisms in drivers with homonymous visual field loss. Furthermore, the results largely support the model of requirements for successful compensatory scanning. The findings highlight the importance of individualized interventions and driver assistance systems tailored to address these mechanisms.

The effect of strabismus on object detection in the ring scotoma of a monocular bioptic telescope.

PURPOSE: People with reduced visual acuity are permitted to drive with the aid of bioptic telescopes in the USA, the Netherlands, and Canada. When viewing through a monocular bioptic telescope, suppression of the deviating eye in strabismus may reduce the ability of the non-telescope eye to detect objects whose images fall in the ring scotoma area of the telescope eye, which could impair detection of traffic-relevant events. This ability to detect stimuli in the ring scotoma area was compared for strabismic and non-strabismic patients. METHODS: Ten strabismic and six non-strabismic patients with bilaterally reduced visual acuity (0.30-1.0 logMAR, 6/12 to 6/60) participated. A dichoptic perimeter presented stimuli to the fellow (non telescope) eye in the area of the ring scotoma under binocular viewing. Fellow-eye detection rates were determined with and without a bioptic, on uniform and patterned backgrounds, while performing passive (viewing a cross) and active (reading letters) fixation tasks. RESULTS: All strabismic patients were found to have anomalous retinal correspondence. Both non-strabismic and strabismic patients had lower fellow-eye detection rates on patterned than on uniform backgrounds, and while performing the active task. In addition, strabismic patients had lower detection with than without the bioptic on the patterned background. They also had a larger decrease in detection from the uniform to the patterned background than non-strabismic patients (26% vs 8%). Depending on the angle and direction of the deviation relative to the stimulus side, strabismus either increased or decreased fellow-eye stimulus eccentricity on the retina. Larger detection rate reductions between the uniform and patterned backgrounds were associated with more eccentric stimulus locations (ρ = 0.61, p = 0.013). CONCLUSIONS: Both strabismic patients and non-strabismic patients were able to detect stimuli with the fellow eye in the ring scotoma area, demonstrating successful bi-ocular multiplexing. However, strabismic patients generally had a greater reduction in detection performance from the uniform to the patterned background than non-strabismic patients, which was accounted for in part by differences in stimulus eccentricities on the retina (that varied with the angle and direction of the strabismus). However, a study with a larger sample, including participants with strabismus and normal retinal correspondence, is needed before our findings can be generalized.