Browsing by Author "Antin, Jonathan F."
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- Alcohol Intoxication Checklist: A Naturalistic ApproachWotring, Brian; Antin, Jonathan F.; Smith, Ryan C. (National Surface Transportation Safety Center for Excellence, 2021-07-16)This effort sought to determine the prevalence of particular visual and behavioral indicators for alcohol intoxication using data collected in the Strategic Highway Research Program 2 Naturalistic Driving Study (SHRP 2 NDS). A list of visual and behavioral cues was identified from previous research and served as the basis for identification. The prevalence of several of these cues reached statistical significance between judged states of intoxication. Some cues include, but are not limited to, lids-heavy, dozing, exhilarated, distracted, talkative, inability to sit upright, yawning, and leaning against window. While the study was able to determine the prevalence of the markers, several limitations temper interpretation. First, a large proportion of trips evaluated occurred between midnight and 4:00 a.m., when drivers are likely to be drowsy and exhibit many of the same visual and behavioral indicators also expected to be present in intoxicated individuals. Thus, impacts of drowsiness may be confounded with those of intoxication. In addition, the same visual cues were used both to determine the degree of intoxication as well as the behaviors most associated thereto, thus resulting in a logical conundrum. The results of this research should be viewed as exploratory work that can aid in the generation of hypotheses for future work.
- Automobile navigation methods: effectiveness, efficiency, and strategyAntin, Jonathan F. (Virginia Polytechnic Institute and State University, 1987)A study was performed to evaluate the effectiveness, efficiency, and strategy associated with three navigation methods: memorized route, conventional paper map, and a moving-map navigational display (the navigator). Thirty-two driver-subjects of both genders, and wide ranges of age (18-73) and driving experience (2,000 to 40,000 miles per year) navigated along public roadways for this research using a specially instrumented automobile. A variety of different roadway conditions were also used for this research including limited access four-lane highways, two-lane state routes, and city streets. In addition, the research was conducted under conditions of both light and moderate traffic densities. Measures taken include eye movement, navigation effectiveness, and driving performance measures. Results showed that the paper map took longer to study at the beginning of a run than the navigator. Even with this handicap, the total time taken when using the paper map was not significantly different from the time taken to use the navigator. Also, there were no differences in the directness or quality of routes selected when using either the paper map or the navigator to navigate. These findings were a result of the strategies adopted in the use of the various methods of navigation. During the initial study phase the paper map was essentially used to plan the entire route from start to finish. After the initial phase, the map was used only as an occasional reference. In contrast, effective use of the navigator could only be accomplished by repetitively glancing at the display to acquire important information as it was updated and presented. As a result, subjects spent more driving time glancing to the navigator than the paper map, and it substantially drew the subjects' gaze away from the driving task relative to the norm established in the memorized route condition, as well as in comparison to the paper map. Still, driving performance did not greatly change as a function of navigation method indicating that the additional visual attentional demand associated with the navigator was drawn primarily from spare driver resources. It is also very likely that the novelty of the navigator was responsible for some portion of the glance time spent on it.
- Development and Testing of an Integrated, Versatile, Bicycle-Based Data Acquisition SystemOwens, Justin M.; Alden, Andrew; Antin, Jonathan F.; Gibbons, Ronald B. (National Surface Transportation Safety Center for Excellence, 2022-09-27)The goal of this study was to develop and demonstrate the effectiveness of a novel bicycle data acquisition system (bikeDAS) to extend the Virginia Tech Transportation Institute’s expertise in instrumentation and naturalistic data collection into the realm of bicycles and other fully or partly human-powered vehicles. The methodology incorporated the identification of a series of design considerations for effective bicycle instrumentation, including weight and balance, power, data collection capability, and mount location and design. These were addressed in a series of prototype iterations, each of which included testing in on-road situations to determine areas for improvement. The final VTTI bikeDAS is based on a weatherproofed version of the VTTI MiniDAS. The MiniDAS was developed as a low-cost, self-contained data acquisition system (DAS) for use in automobiles and motorcycles and has been adapted for use on bicycles with the addition of a rechargeable battery pack that looks and mounts to the frame like a standard water bottle. It consists of a single main unit measuring approximately 165 mm by 133 mm that contains two video cameras and numerous sensors, including GPS and a multi-axis inertial measurement unit (IMU). A mounting system has been developed to allow flexibility of placement across different types of bicycles; the typical location is attached to the head tube, which allows an unobstructed forward view, as well as views of the rider’s face and hands, and approaching vehicles, depending on bicycle geometry. This report provides detail about the needs analysis, prototyping, development, and deployment phases, and discusses areas of future development and research.
- Evaluation of Older Driver Fitness-to-Drive Metrics and Driving Risk Using Naturalistic Driving Study DataGuo, Feng; Fang, Youjia; Antin, Jonathan F. (National Surface Transportation Safety Center for Excellence, 2015-07-28)In this study, we evaluated the relationship between older drivers’ fitness assessment profiles and their driving risk, represented primarily by crash and near-crash (CNC) rate, and secondarily by high g-force (HGF) event rate, all recorded during a naturalistic study of senior drivers. Due to the relatively small sample size in this pilot investigation (20 primary drivers), principal component analysis was used for dimension reduction and classification of the 60 total fitness profile metrics. Negative binomial regression models were employed to model the CNC and HGF events. The results indicated that contrast sensitivity measures were significantly associated with CNC rate. The greater the sensitivity, the lower the CNC rate, as would be the expected nature of that association. In the HGF event analysis, we found that CNC rate was positively related to HGF rate. The fitness metric contrast sensitivity was also related to HGF event rate. In addition, two metrics related to metacognition, a measurement of one’s perception of one’s own cognitive status, were associated with HGF event rate. Higher HGF rates were associated with greater self-rating of cognitive status as well as greater disparities between that same self-rating and an objective metric of cognitive status. The results of this study provide crucial information on the metrics and protocols which could be applied by motor vehicle departments, physicians, occupational therapists, Certified Driving Rehabilitation Specialists, and others for whom determining seniors’ fitness to drive is an important component of their work. Further, these results can be further investigated and validated using the much larger database of senior driver data collected in the Second Strategic Highway Research Program (SHRP 2) Naturalistic Driving Study.
- Examining Senior Drivers Adaptation to Mixed Level Automated Vehicles: A Naturalistic StudyLiang, Dan; Antin, Jonathan F.; Lau, Nathan; Stulce, Kelly E.; Baker, Stephanie Ann; Wotring, Brian (SAFE-D: Safety Through Disruption National University Transportation Center, 2019-08)Advances in the development of advanced vehicle technologies (AVTs), such as blind spot alerts, lane keep assist,lane alert, and adaptive cruise control, can benefit senior drivers by reducing exposure to hazards andcompensating for diminished cognitive abilities sometimes seen in this population. However, the degree to whichsuch benefits can be realized in this vulnerable population depends largely on the degree to which senior driverswill accept, adopt, and adapt to these features. This study investigated how 18 seniors, aged 70–79, accepted,trusted, and used mixed-function AVTs when provided an AVT-equipped vehicle to drive as they desired for a 6-week period. Researchers assessed attitudes and the effect of exposure via before-and-after exposure surveys, briefweekly check-in surveys during the driving exposure period, and focus group sessions conducted after theconclusion of the driving exposure period. Analyses revealed that seniors prefer technologies that inform, such asblind spot alert, over those that assert independent control over the vehicle, such as lane keep assist. Increasedconfidence in and willingness to use AVTs correlated positively with exposure, with adequate time for orientationand appropriate user documentation emerging as key factors determining senior drivers’ acceptance.
- Examining senior drivers' attitudes toward advanced driver assistance systems after naturalistic exposureLiang, Dan; Lau, Nathan; Baker, Stephanie Ann; Antin, Jonathan F. (Oxford University Press, 2020-01-01)Background and Objectives: The increasing number of senior drivers may introduce new road risks due to age-related declines in physical and cognitive abilities. Advanced driver assistance systems (ADAS) have been proposed as solutions to minimize age-related declines, thereby increasing both senior safety and mobility. This study examined factors that influence seniors' attitudes toward adopting ADAS after significant exposure to the technology in naturalistic settings. Research Design and Methods: This study recruited 18 senior drivers aged 70-79 to drive vehicles equipped with ADAS for 6 weeks in their own environments. Afterward, each participant was enrolled in 1 of the 3 focus group sessions to discuss their changes in attitude toward ADAS based on their driving experiences. We applied structural topic modeling (STM) on the focus group transcripts to reveal key topics deemed important to seniors. Results: STM revealed 5 topics of importance for seniors. In order of prevalence, these were (i) safety, (ii) confidence concerning ADAS, (iii) ADAS functionality, (iv) user interface/usability, and (v) non-ADAS-related features. Based on topics and associated keywords, seniors perceived safety improvement with ADAS but expressed concerns about its limitations in coping with adverse driving conditions. Experience and training were suggested for improving seniors' confidence in ADAS. Blind spot alert and adaptive cruise control received the most discussion regarding perceived safety and comfort. Discussion and Implications: This study indicated that promoting road safety for senior drivers through ADAS is feasible. Acceptance and appropriate use of ADAS may be supported through intuitive and senior-friendly user interfaces, in-depth training programs, and owner's manuals specifically designed and tested for senior drivers.
- Examining senior drivers’ acceptance to advanced driver assistance systemsLiang, Dan; Antin, Jonathan F.; Lau, Nathan (2019-09-10)Advanced driver assistance systems (ADAS) can help maintain seniors’ safety and mobility with their decline in cognitive and physical capabilities. An early step of investigating the adoption and merits of ADAS for senior drivers is examining the factors that influence senior drivers’ acceptance of the technology. This paper presents our modeling effort on the acceptance of 18 senior drivers towards adaptive cruise control (ACC) and lane control features after six weeks of naturalistic driving with study vehicles. Adapting the Technology Acceptance Model (TAM), our model is built on questionnaire data on perceived usefulness (PU), perceived ease of use (PEoU), usebased trust (T) and perceived satisfaction (PS) in predicting behavioral intention to use (BIU) ADAS. Two major findings in our modeling effort are that (i) perceived ease of use has significant influence on trust and (ii) perceived satisfaction has significant influence on behavioral intention to use.
- Examining Seniors’ Adaptation to Mixed Function Automated Vehicles: Analysis of Naturalistic Driving DataLiang, Dan; Antin, Jonathan F.; Lau, Nathan; Stulce, Kelly E. (SAFE-D: Safety Through Disruption National University Transportation Center, 2021-02)The study examined whether advanced driver assistance systems (ADAS) can benefit the mobility and driving performance of senior drivers. Two groups of driving data, collected separately from two naturalistic driving projects, were examined. The Second Strategic Highway Research Program and the Examining Seniors’ Adaptation to Mixed Function Automated Vehicles project databases were used to compare measurements of mobility and driving performance. Mobility analyses did not yield significant differences between seniors who drove conventional vehicles and those who drove ADAS-equipped vehicles. As to driving performance, three analyses were conducted to address different research interests. Results indicated that ADAS-equipped vehicles influence seniors’ driving performance both in positive as well as negative ways. Seniors generally displayed better speed management performance while driving the ADAS-equipped vehicles. Using adaptive cruise control (ACC) may help seniors reduce the frequency and level of higher g-force accelerations. However, poorer lateral control performance was observed during trips where ACC was used. The study is the first to investigate the influence of ADAS on the mobility and driving performance of seniors in real-world traffic and road environments.
- An Exploration of Driver Behavior During Turns at Intersections (for Drivers in Different Age Groups)Angell, Linda; Aitch, Sudipto; Antin, Jonathan F.; Wotring, Brian (National Surface Transportation Safety Center for Excellence, 2015-06-23)A two-phase study of driver behavior at intersections was conducted using a naturalistic paradigm. In Phase 1, the behavior of teen, middle-aged, and older drivers was compared for left turns at three types of left turns across path (LTAP) intersections. Phase II was a follow-on effort focused more narrowly on a single T-intersection that included both left and right turns. A data-mining algorithm was used to aggregate data from two different naturalistic databases to obtain instances of unprotected turns at the same intersection and instances from a comparison protected turn at a signalized intersection. Several dependent variables were analyzed, including visual scanning measures, head-turning measures, speed approaching and driving through the intersection, and gap acceptance and rejection times. Results from Phase 1 show that driver behavior differed between the unprotected turns and the comparison protected turn. The two types of unprotected turns also had different effects on scan patterns and glance durations through the initiation, conflict, and completion zones of the turn. Definitive age-group effects were seen with head turning. The Phase 1 results suggest that older drivers scanned more narrowly and that they strategically oriented their scans in the direction of greatest threat for certain types of unprotected left turns. Results from Phase 2 replicated those from Phase 1. For left turns, most driver groups had a similar distribution of glances by location for this T-intersection, with the forward-looking glances constituting almost half of all glances, followed by glances through the window areas. However, older drivers showed a higher proportion of glances to the right, indicating a strategic shift of attention that was consistent with the head-turn analysis in Phase 1. Link analyses done on the visual scan patterns of drivers indicated that older drivers and middle-aged drivers had more-organized and more-strategic visual scans of the intersection compared with young drivers. While middle-aged drivers and younger drivers scanned broadly, older drivers had a narrower scan that was oriented slightly toward the right for a left turn and to the left for a right turn, perhaps indicating attention to gap selection and threats in the stream of traffic into which they were merging. Visual entropy analyses showed that active visual scanning to a larger number of areas increased for all age groups when traffic was present. This increase was most pronounced for younger drivers. Significant differences were observed for peak speed and average speed during a left turn, with older drivers using lower speeds throughout intersections and completing their turns at lower speeds than other age groups. These findings suggest that the behavior of older drivers is at least partly strategic in nature. The changes in scanning exhibited by older drivers appear to be more focused “versions” of the visual scanning typical of middle-aged drivers, tuned specifically to areas of highest threat during turns. However, this may lead to some neglect of other areas, and it is possible that age-related changes in perception and cognition may be contributing to some of the differences.
- Improving Mobility for Rural Older Adults: A Program ReviewWotring, Brian; Antin, Jonathan F. (National Surface Transportation Safety Center for Excellence, 2020-08-07)The population of older adults is increasing and is expected to represent a larger proportion of the population over the next several decades. Those who live in rural areas face many transportation challenges, including a reliance on personal vehicles, reduced availability of public transportation, fewer friends and family to rely on for rides, and longer travel distances. This research effort entailed expert interviews and a search to determine what types of programs currently exist in rural or urban environments that might enable rural seniors to retain mobility. The results illustrate a wide variety of programs, many of which offer multiple types of services. Among these, there are also minute but important differences. Several gaps between users requiring rides and available mobility options for seniors are noted. Suggestions for an implementation to bridge the gap are explored. Researchers discovered that many law enforcement training programs appear to no longer be functional. Additionally, gaps related to the use of GPS technologies as well as expansions of current implementations are discussed.
- In-vehicle device acquisition and usage in personal vehicles : commercial versus non-commercial driver's license holdersWotring, Brian; Angell, Linda; Antin, Jonathan F. (National Surface Transportation Safety Center for Excellence, 2011-03-28)A survey was administered to 1,524 Virginia Tech faculty, staff, and students and Blacksburg Transit drivers in an effort to differentiate between commercial driver's license holders (72 of the respondents) and "regular" (i.e., non-commercial) drivers in terms of their ownership and personal in-vehicle usage of handheld devices (e.g., cell phones and MP3 players). Results indicated that discrepancies exist between these two groups for some devices and usage. For instance, almost 35% of commercial drivers reported that they "never" text while driving their personal vehicles compared with only 4% of the non-commercial drivers.
- Investigating Lane Change Behaviors and Difficulties for Senior Drivers Using the SHRP 2 Naturalistic DatabaseAntin, Jonathan F.; Wotring, Brian; Perez, Miguel A.; Glaser, Daniel (National Surface Transportation Safety Center for Excellence, 2017-10-19)Older drivers are more likely to be involved in a lane change crash compared with middle-aged drivers. While a number of different blind spot warning systems and intervention systems exist, a more thorough understanding of in situ lane change behaviors and difficulties for older drivers may be beneficial to inform future lane-change support systems and the development or improvement of related training modules. This effort examined lane-change behavior and glance locations for three age groups, younger (18–29 years), middle-aged (30–49 years), and older drivers (70–94 years), using data from the Second Strategic Highway Research Program (SHRP 2) Naturalistic Driving Study (NDS). Descriptive outcomes were reported for several glance characteristics, including glance duration and percentage of time, as well as entropy as a measure of glance dispersion. Various behaviors, including turn signal use, glance errors, and environmental characteristics, were analyzed. For both uninterrupted and interrupted lane changes, results showed that many drivers, regardless of age, failed to make over-the-shoulder (OTS) and side mirror glances prior to initiating the lane change. Most drivers relied on side mirror and rearview mirror checks for lane change safety. Many drivers failed to check the side mirror prior to initiating the lane change maneuver. In addition, many drivers failed to activate the turn signal prior to lane change initiation, and only approximately 60% of older drivers activated the signal at any point during the lane change. For uninterrupted lane changes, when a conflict did occur with relation to the lane change maneuver, it was most frequently associated with either a lead vehicle in or a lead vehicle incurring into the destination lane. Results for interrupted lane changes showed that when a conflict did occur with relation to the lane change maneuver, it was most frequently associated with two sources of conflict: lead vehicle in or incurring into the destination lane or a trailing vehicle in or incurring into the destination lane. Left lane changes also showed a moderate level of conflict with adjacent vehicles in or incurring into the destination lane. Nearly one-third of interrupted lane change maneuvers involved an event where the participant proceeded despite improper spacing and cut off a trailing vehicle in the destination lane. As driver age increases, the percentage of events where the driver cut off another vehicle increases: while younger drivers cut off another vehicle 19% of the time, middle-aged drivers did so 27% of the time, and older drivers 28% of the time.
- Modeling of older adults’ driving exposure and avoidance using objective driving data in a naturalistic driving studyLiang, Dan; Lau, Nathan; Antin, Jonathan F. (Elsevier, 2022-09-01)Older adults in the United States rely heavily on driving their own vehicles to commute to work, shop for groceries, and access public services. To effectively help older adults maintain mobility and independence, we need to better understand how the cognitive, visual functioning, and health declines influence their tendency to self-restrict their driving. The objective of this study is to develop a causal model to examine the effects of age, gender, household status (specifically living alone), physical, cognitive, visual abilities, and health status on older adults’ driving mobility in terms of driving exposure and avoidance. Driving exposure was measured by actual driving data, whereas driving avoidance was assessed by both self-report data and actual driving exposure to challenging situations. Structural equation modeling was used to analyze data collected in the Second Strategic Highway Research Program Naturalistic Driving Study for establishing relationships between the selected factors and mobility. The structural equation model included a total of 794 participants aged 65 and over (367 or 46.22% females and 427 or 53.78% males). Results indicate that poorer health is associated with less driving exposure; deteriorating cognitive and physical capabilities are associated with more self-reported driving avoidance and less actual driving in challenging situations; visual function is associated with self-reported avoidance; living alone is associated with higher driving exposure in general as well as in challenging situations; self-reported driving avoidance of challenging situations has a negative association with actual driving in those same situations. The final model could be applied to predict older adults’ mobility changes according to their age, gender, household status, as well as their visual, physical, cognitive and health status.
- Naturalistic Driving Study: Technical Coordination and Quality Control (SHRP 2 Report S2-S06-RW-1)Dingus, Thomas A.; Hankey, Jonathan M.; Antin, Jonathan F.; Lee, Suzanne E.; Eichelberger, Lisa; Stulce, Kelly E.; McGraw, Doug; Perez, Miguel A.; Stowe, Loren (Transportation Research Board, 2015)
- New Dilemma Zone Mitigation StrategiesZaheriSarabi, Donia (Virginia Tech, 2016-03-22)Drivers' mistakes in making immediate decision facing yellow signal interval to stop or go through the intersection is one of main factors contributing to intersection's safety. Incorrect decision might lead to a red light running and a right-angle Collison when passing through the intersection or a rear-end collision when failing to stop safely.Improperly timed traffic signal intervals result in the inability of the drivers to make the right decision and can place them in the dilemma zone. Advance warning systems (AWS) have been used to provide information about the downstream traffic signal change prior to approaching the intersection. On the other hand, advance warning systems increase drivers approach speed according to the literature. However, effect of AWS on dilemma zone has not been studied before. The goal of this thesis is to minimize the number of vehicles caught in dilemma zone by determining more precise boundaries for dilemma zone and to reduce the number of red light violations by predicting the red light runners before arriving to the intersection. Here, dilemma zone boundaries at the presence of AWS has been reexamined with the aid of a large dataset (more than 1870 hours of data for two different intersections). Upper dilemma zone boundaries found to be higher for the intersections with AWS. This is due to vehicles' increasing the speed at the flashing yellow sings to escape the dilemma zone.Moreover, an algorithm for predicting red light runners and distinguishing them from right turners is presented.
- An On-Road Evaluation of the Impact of Explicit and Implicit Cognitive Training Protocols on Safety-Related Senior Driver BehaviorsAntin, Jonathan F.; Owens, Justin M.; Wotring, Brian (National Surface Transportation Safety Center for Excellence, 2017-04-21)This study presents a long-term examination of the effects of two types of perceptual-cognitive brain training programs on senior driver behavior and on-road driving performance. Seniors over the age of 69 engaged in either a Toyota-designed in-vehicle training program based on implicit learning principles or a commercially available computer-based training program developed by Posit Science®. Another group served as a control group and received no training; total enrollment was 55 participants. Participants completed a series of four experimental sessions: (1) baseline pre-training, (2) immediate post-training, (3) 6–9 months post-training, and (4) 12–16 months post-training. Experimental metrics taken at each session included a laboratory metrics portion, a target-detection performance on a closed-road course, and a public-road portion examining vehicle control and glance behavior. These sessions were designed to examine not only whether training provided immediate benefit to senior drivers, but also whether any improvements persisted after training or precluded decrements in performance found in untrained individuals. The results found few statistically significant improvements in performance with either type of training. However, there were non-significant trends toward improved glance behavior at risky intersections for participants in the Car Training group, suggesting that this might be a valuable target of future research using experimental designs with increased statistical power. In addition, several tests of training improvements examined by individual differences suggested that drivers with particular deficits on physical and cognitive metrics could benefit differentially from this type of training, leading to future research questions on appropriate targeting and the potential benefits of refresher training.
- A Preliminary Investigation into the Safety-Critical Event Risk of Aging Commercial Motor Vehicle DriversDunn, Naomi J.; Antin, Jonathan F.; Soccolich, Susan A. (National Surface Transportation Safety Center for Excellence, 2018-09-07)The majority of research into age-related declines in driving performance has concentrated on light vehicle, non-commercial drivers. However, the aging of the commercial motor vehicle (CMV) workforce raises a number of important questions regarding the potential impact of age-related declines in perceptual, cognitive, and psychomotor performance on the ability to safely operate a CMV. The current study offers a secondary analysis of four existing naturalistic truck driving studies examining the safety-critical event risk of younger CMV drivers (30 to 40 years old) versus older drivers (50+ years old). Results for the initial analysis show that the younger and older driver groups did not differ significantly from each other, with the exception that the younger drivers had 2.4 times the odds of being involved in an at-fault near-crash. Additional comparisons were also conducted between younger drivers (30 to 40 years old), older drivers (50 to 64 years old), and the oldest drivers (65 years old or older), though the sample size of six drivers for the oldest drivers group was small. Results for the second analysis indicate that the SCE, at-fault SCE, near-crash, and crash-relevant conflict rates did not differ significantly between the younger, older, and oldest driver groups. Crash rates also did not differ significantly, though this needs to be interpreted with caution due to the small number of crashes in the final data set. In general, the results provide evidence that older (50 to 64 years old) drivers are as safe behind the wheel as their younger counterparts. Due to the small sample size for the oldest driver group (65+ years old), the preliminary impression that they are as safe as the other two groups cannot be statistically tested or confirmed.
- Senior Mobility Awareness Symposium BriefAntin, Jonathan F. (National Surface Transportation Safety Center for Excellence, 2013)Researchers at the Virginia Tech Transportation Institute (VTTI) hosted a symposium designed to increase awareness of the mobility challenges faced by seniors and offer state-of-the-art solutions to those individuals who are striving to address such challenges on a daily basis. Challenges include driving at night, in complex or high-traffic situations, or at highway speeds, as well as any required walking and handling of packages once the destination is reached. Additionally, as drivers begin to restrict driving to avoid such situations or cease driving altogether, the challenges increase in terms of finding accessible and affordable living and personal mobility options that will permit them to perform all the necessary and leisure activities important to maintaining healthy and satisfying lives.
- Speed Management Countermeasures: Gaps and OpportunitiesWotring, Brian; Medina, Alejandra; Antin, Jonathan F. (National Surface Transportation Safety Center for Excellence, 2023-02-01)The number of speeding-related crashes continues to be a major concern on U.S. highways, with 29% of roadway fatalities determined to be due to speeding (National Center for Statistics and Analysis, 2022). To reduce the number of fatalities and move towards a goal of zero roadway deaths, it is important to understand the risks and factors that lead to speeding behaviors as well as to evaluate currently deployed speeding countermeasures. In order to determine the state of speeding countermeasures, a highly targeted literature review was focused on published documentation from national agencies and the peer-reviewed literature. These specific sources were chosen to rely solely on the highest quality countermeasure information currently available. Using these sources, a gap analysis was then completed based on statements and postulations within the noted literature. Additionally, the research team engaged in a brainstorming session to determine additional gaps and potential opportunities for improved countermeasure implementation not yet represented in the formal literature. Finally, the research team also collected information on several speeding campaigns and initiatives currently in place. In order to better organize the findings, they were grouped by domain. Such groups include advanced technologies, education and outreach, enforcement, engineering, and other. Overall, the review of documentation on speeding countermeasures revealed a large number of gaps and opportunities in the current knowledge space. One benefit of housing so many in a single location is to aid in the process of hypothesis generation. This collection may prove useful in guiding or eliciting future ideas.