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1
Lerner, Neil. "Giving the older driver enough perception-reaction time." Experimental Aging Research 20, no. 1 (January 1994): 25–33. http://dx.doi.org/10.1080/03610739408253951.
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Fambro, Daniel B., Rodger J. Koppa, Dale L. Picha, and Kay Fitzpatrick. "Driver Perception–Brake Response in Stopping Sight Distance Situations." Transportation Research Record: Journal of the Transportation Research Board 1628, no. 1 (January 1998): 1–7. http://dx.doi.org/10.3141/1628-01.
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One of the most important requirements in highway design is the provision of adequate stopping sight distance at every point along the roadway. At a minimum, this sight distance should be long enough to enable a vehicle traveling at or near the design speed to stop before reaching a stationary object in its path. Stopping sight distance is the sum of two components–brake reaction distance and braking distance. Brake reaction distance is based on the vehicle’s speed and the driver’s perception–brake reaction time (PBRT). Four separate, but coordinated, driver braking performance studies measured driver perception–brake response to several different stopping sight distance situations. The results from the driver braking performance studies suggest that the mean perception–brake response time to an unexpected object scenario under controlled and open road conditions is about 1.1 s. The 95th percentile perception–brake response times for these same conditions was 2.0 s. The findings from these studies are consistent with those in the literature: that is, most drivers are capable of responding to an unexpected hazard in the roadway in 2.0 s or less. Thus, the American Association of State Highway and Transportation Officials’ perception–brake response time of 2.5 s encompasses most of the driving population and is an appropriate value for highway design.
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Naylor, David W., and Johnny R. Graham. "Intersection Design and Decision–Reaction Time for Older Drivers." Transportation Research Record: Journal of the Transportation Research Board 1573, no. 1 (January 1997): 68–71. http://dx.doi.org/10.3141/1573-11.
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Trends in automobile and roadway use have changed drastically over the past several years. Changes in the trends include an increase in the percentage of licensed drivers, annual miles driven, and an increase in the number of older drivers. Of particular concern is the increase in the number of older drivers and the question of whether the current design standards adequately meet the needs of the older driver. In this study, the perception-reaction time variable used in calculating intersection sight distance at stop sign-controlled intersections was evaluated. The current design value for the perception–reaction time is 2.0 sec, which has been used since the 1940s when the driving population was much younger. A field experiment was performed to determine an appropriate value for today’s driving population. Subjects were covertly videotaped as they entered two rural and two urban stop sign-controlled interactions. Mean decision–reaction times were determined for an older and a younger group of subjects. The older group, consisting of 104 subjects, averaged 69.3 years of age and had a mean decision–reaction time of 1.32 sec. A group of 104 younger subjects, less than 30 years of age, had a mean decision–reaction time of 1.24 sec. The 85th percentile decision–reaction time for the older group was 1.86 sec and for the younger group, 1.66 sec. Both times were less than the current AASHTO design value of 2.0 sec.
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Prasolenko, O. "IMPACT OF ROAD TRAFFIC ON DRIVER REACTION TIME." Municipal economy of cities 6, no. 159 (November 27, 2020): 169–72. http://dx.doi.org/10.33042/2522-1809-2020-6-159-169-172.
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The main problem of driving safety in the dark for drivers is the recognition of elements of the traffic situation. Changes in the characteristics of visual perception are due to changes in illumination, brightness of the color contrast of important and significant for the driver stimuli during movement. It is the recognition of existing obstacles in terms of contrast and brightness that is the biggest problem for drivers. When driving at night, drivers are prone to dazzle, they are less able to distinguish colors, and the field of view is significantly reduced. The availability of technical means for regulating traffic in accordance with road conditions and pedestrian traffic in the dark are the main means that allow the driver to navigate while driving. The driver's reaction time to the appearance of danger is decisive in the event of conflict situations in the dark. Driver reaction time is an important indicator of road safety. The reaction time is constantly changing and depends on many factors of working conditions, the functional state of the driver. Working conditions cause fatigue and emotional stress. The change in reaction time depends on the state of health, the intake of certain medications, the state of drug and alcohol intoxication, etc. In addition, a person's age, gender and experience also affect the reaction time. A simpler and more effective method for studying the distribution of reaction time and patterns of change is the use of an individual car with recording equipment. It has been proven that car drivers can keep their distance, brake synchronously and maintain braking force in accordance with the leading car braking and being in front. Therefore, to study the parameters of movement along the route, we used the device racelogic "VideoVbox". Experimental studies on city streets at night have been carried out, have shown the relationship between the driver's reaction time and traffic conditions. The study involved drivers between the ages of 20 and 40. As a result, regularities were obtained for the change in the reaction time under different lighting conditions and the traffic load factor of the streets. It has been found that with a low load factor, the driver is more likely to be distracted and has a worse reaction time. The optimal load for the driver is a load factor ranging from 0.35-0.55 with the best response times. The constructed model of the driver's reaction time can be used in expert practice to establish the circumstances of the occurrence of road accidents.
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Chen, Wan-Hui, Chih-Yung Lin, and Ji-Liang Doong. "Effects of Interface Workload of In-Vehicle Information Systems on Driving Safety." Transportation Research Record: Journal of the Transportation Research Board 1937, no. 1 (January 2005): 73–78. http://dx.doi.org/10.1177/0361198105193700111.
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Driver distraction and lack of awareness of the driving situation are major causes of accidents in the urban areas in Taiwan; failing to obey traffic signals is the third leading accident cause. Numerous innovative in-vehicle information systems (IVIS) could be used collectively to provide drivers with a variety of information, such as messages from intersection collision warning systems (ICWS) by way of different in-vehicle interfaces. How the different IVIS interfaces influence driver workload and safety is always an important issue. This study investigates the effects of auditory ICWS messages on driver performance while the driver's visual, hearing, or mental processing attention resources (or all three) are engaged by secondary tasks. This type of engagement or distraction commonly occurs when a driver uses IVIS. The secondary tasks used to distract drivers were created by different types of mathematical questions presented with different types of display devices (e.g., voice from a speaker or numbers shown on a liquid crystal display screen or head-up display). Mixed linear models were employed to examine the factors influencing driver perception–reaction time with the consideration of repeated measures. Several factors, including several main factors and an interaction, were found to be significant. The most important finding was that the interaction between provision of ICWS information and the display format indicated that an auditory warning message could increase driver perception–reaction time while a driver was distracted by an auditory task. In addition, it was found that driver distraction due to different mental processing tasks had a significant impact on driver perception–reaction time.
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Lerner, Neil D. "Brake Perception-Reaction Times of Older and Younger Drivers." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 2 (October 1993): 206–10. http://dx.doi.org/10.1177/154193129303700211.
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The time drivers require to react in braking situations underlies many practices in highway design and operations. There is concern whether the perception-reaction time (PRT) values used in current practice adequately meet the requirements of many older drivers. This study compared on-the-road brake PRTs for unsuspecting drivers in three age groups: 20–40, 65–69, and 70-plus years old. The method included features to enhance the ecological validity of the observed reactions: subjects drove their own vehicles in their normal manner; driving was on actual roadways; extended preliminary driving put the driver at ease and without expectation of unusual events at the time of the braking incident; the incident occurred at a location lacking features that might enhance alertness (e.g., curves, crests, driveways). Subjects drove an extended route, under the guise that they were making periodic judgments about “road quality.” At one point, a large crash barrel was remotely released from behind brush on a berm and rolled toward the driver's path. Although most of the fastest observed PRTs were from the young group, there were no differences in central tendency (mean = 1.5 s) or upper percentile values (85th percentile = 1.9 s) among the age groups. Furthermore, the current highway design value of 2.5 seconds for brake PRT appears adequate to cover the full range of drivers.
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Droździel, Paweł, Sławomir Tarkowski, Iwona Rybicka, and Rafał Wrona. "Drivers ’reaction time research in the conditions in the real traffic." Open Engineering 10, no. 1 (January 31, 2020): 35–47. http://dx.doi.org/10.1515/eng-2020-0004.
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AbstractThe article presents the results of research on the total reaction time of drivers in real traffic conditions. The tested driver had to react to a complex signal by performing a braking manoeuvre. The measurements were based on the author’s method combining the measurements of reaction time during the actual driving with their computer analysis. The research group consisted of 15 drivers with different seniority of driving licences. The study measured the time of perception and the time of leg transfer from the accelerator pedal to the brake pedal. The results were subjected to analysis and on its basis conclusions were formulated.
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Pennetti, Cody A., Kelsey Hollenback, Inki Kim, and James H. Lambert. "Cognitive Load Variability from Road Characteristics Should Influence a Safety Requirement for Vehicle Stopping Sight Distance." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 2129–33. http://dx.doi.org/10.1177/1071181319631396.
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Current U.S. geometric road design standards are based on a prescribed value for a driver’s perception-reaction time (a constant value of 2.5 seconds), which represents the time necessary for a driver to safely stop the vehicle to avoid a crash (referred to as a stopping sight distance); however, these standards fail to consider how road complexity, driver risk perception, and visual stimuli can influence perception-reaction time. With over a million vehicle fatalities a year (WHO, n.d.), it is necessary to investigate methods of improving driver safety. The influence of road characteristics is considered with some road design policies, but not currently applied to stopping sight distance. This paper introduces theoretical considerations for increasing perception-reaction time (and thereby adjusting speed limits or road geometry) based on roadway complexity (volume of vehicles, road geometry, pedestrian crossings, frequency of adverse weather conditions, or other conditions).
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Choi, Jaisung, Seungwon Jeong, Jeongmin Kim, Taeho Kim, and Joonsoo Shin. "A Study on Driver Perception-Reaction Time in High-Speed Driving Situations." International Journal of Highway Engineering 19, no. 1 (January 31, 2017): 107–19. http://dx.doi.org/10.7855/ijhe.2017.19.1.107.
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Durrani, Umair, Chris Lee, and Dhwani Shah. "Predicting driver reaction time and deceleration: Comparison of perception-reaction thresholds and evidence accumulation framework." Accident Analysis & Prevention 149 (January 2021): 105889. http://dx.doi.org/10.1016/j.aap.2020.105889.
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McGehee, Daniel V., Thomas A. Dingus, and Avraham D. Horowitz. "The Potential Value of a Front-to-Rear-End Collision Warning System Based on Factors of Driver Behavior, Visual Perception and Brake Reaction Time." Proceedings of the Human Factors Society Annual Meeting 36, no. 13 (October 1992): 1003–5. http://dx.doi.org/10.1177/154193129203601318.
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The potential value of a front-to-rear-end collision warning system based on factors of driver behavior, visual perception and brake reaction time is examined in this paper. Twenty-four percent of all motor vehicle crashes involving two or more vehicles are front-to-rear-end collisions. These collisions demonstrate that several driver performance factors are common. The literature indicates that drivers use the relative size and the visual angle of the vehicle ahead when making judgments regarding depth. In addition, drivers often have difficulty gauging velocity differences and depth cues between themselves and the vehicle they are following. Finally, drivers often follow at distances that are closer than brake-reaction time permits for accident avoidance. It is apparent that the comfort level of close following behavior increases over time due to the rarity of consequences. Experience also teaches drivers that the vehicle in front does not suddenly slow down very often. On the basis of these driver behavior and human performance issues, a front-to-rear-end collision warning system that provides headway/following distance and velocity change information is considered. Based on the driver performance issues, display design recommendations are outlined. The value of such a device may be demonstrated by the added driver safety and situation awareness provided. The long-term goal would ultimately be the reduction of one of the most frequent type of automobile crashes.
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Brown, Timothy L., John D. Lee, and Daniel V. McGehee. "Attention-Based Model of Driver Performance in Rear-End Collisions." Transportation Research Record: Journal of the Transportation Research Board 1724, no. 1 (January 2000): 14–20. http://dx.doi.org/10.3141/1724-03.
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Several driver-performance factors contribute to rear-end collisions—driver inattention, perception-reaction time, and limitations of the human visual system. Although many evaluations have examined driver response to various rear-end collision avoidance systems (RECAS) display and algorithm alternatives, little research has been directed at creating a quantitative model of driver performance to evaluate these alternatives. Current considerations of driver behavior in developing warning algorithms tend to ignore the fundamental problem of driver inattention and assume a fixed driver reaction time with no further adjustment after the initial response. A more refined model of driver response to rear-end crash scenarios can identify more appropriate and timely information to be displayed to the driver. An attention-based rear-end collision avoidance model (ARCAM) is introduced that describes the driver’s attention distribution, information extraction and judgment process, and the reaction process. ARCAM predicts the closed-loop nature of collision response performance and explains how the driver might use RECAS warnings.
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Lerner, Neil. "Age and Driver Time Requirements at Intersections." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, no. 14 (October 1994): 842–46. http://dx.doi.org/10.1177/154193129403801410.
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Current highway design models for required sight distance at stop-sign controlled intersections assume that the perception-reaction time (PRT) required is 2.0 seconds. That is, a 2.0 second interval to perceive, evaluate, decide, and initiate a response, is adequate to cover the range of time it takes real drivers to do this. This experiment evaluated the adequacy of the 2.0 second PRT assumption, including specific consideration of older drivers, who are known to experience relatively greater difficulty at intersections. Subjects in three age groups (20–40; 65–69; and 70+ years old) drove their own vehicles (fitted with a computer-controlled video-based data collection system) over a route that included 14 stop-controlled intersections. At each stop sign, they were required to make ratings of “road quality;” this broke visual search, and provided an opportunity for the experimenter to precisely define the initiation of search and the initiation of forward movement (thus defining PRT). The 2.0 second PRT assumption was found to work reasonably well for all age groups, and corresponded to roughly the 85th percentile PRT for all subjects. PRTs for older subjects were slightly (but significantly) briefer than for younger drivers. Reasons for not observing a slowing of intersection PRT with advancing age are discussed. The findings are also compared to gap acceptance data from another experiment. Even though the present experiment did not find objective evidence of older drivers requiring longer decision times, older subjects nonetheless demanded longer gaps in traffic in order to judge it safe to enter traffic.
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Hong, I., T. Kurihara, and M. Iwasaki. "Older drivers' perceptions, responses, and driving behaviours during complex traffic conditions at a signalized intersection." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 222, no. 11 (November 1, 2008): 2063–76. http://dx.doi.org/10.1243/09544070jauto669.
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In Japan, drivers over the age of 65 years are classified as ‘older drivers’. On 1 October 2006, people over the age of 65 years comprised 20.8 per cent of the population, and 13.1 per cent of these are licensed drivers. Ageing causes a decrease in both physical and psychomotor abilities. Older drivers tend to cause traffic accidents owing to complex traffic conditions. The major goals of this study are to investigate the characteristics of older drivers' eye fixation movement and responses under heavy traffic volume at an intersection with a traffic signal. A personal-computer-based driving simulator was used to evaluate driver behaviours and to reproduce unexpected roadway hazards and realistic four-step traffic volume. An eye position recorder on a near-infrared system was used to collect eye movement data. The drivers' initial cognition ability was determined on the basis of reaction time tests under three different conditions. The older driver group in this study shows the following characteristics: first, as the task complexity increases, the reaction time increases (i.e. a slowed reaction); second, as the drivers become older, the time interval between recognition of a hazard and avoidance of the hazard increases; third, as the traffic volume increases, the driver has fewer eye fixations, shorter mean fixation time, and slower fixation speed compared with the younger drivers' group; fourth, traffic volume is one of the most important factors that complicates the driving task and causes hesitation in decision making. These results provide basic data to improve traffic services to make them suitable for older drivers in an ageing society.
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Eskandarian, Azim, and Ce Zhang. "A Brain Wave-Verified Driver Alert System for Vehicle Collision Avoidance." SAE International Journal of Transportation Safety 9, no. 1 (June 18, 2021): 105–22. http://dx.doi.org/10.4271/09-09-01-0002.
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Collision alert and avoidance systems (CAS) could help to minimize driver errors. They are instrumental as an advanced driver-assistance system (ADAS) when the vehicle is facing potential hazards. Developing effective ADAS/CAS, which provides alerts to the driver, requires a fundamental understanding of human sensory perception and response capabilities. This research explores the premise that external stimulation can effectively improve drivers’ reaction and response capabilities. Therefore this article proposes a light-emitting diode (LED)-based driver warning system to prevent potential collisions while evaluating novel signal processing algorithms to explore the correlation between driver brain signals and external visual stimulation. When the vehicle approaches emerging obstacles or potential hazards, an LED light box flashes to warn the driver through visual stimulation to avoid the collision through braking. Thirty (30) subjects completed a driving simulator experiment under different near-collision scenarios. The Steady-State Visually Evoked Potentials (SSVEP) of the drivers’ brain signals and their collision mitigation (control performance) data were analyzed to evaluate the LED warning system’s effectiveness. The results show that (1) The proposed modified canonical correlation analysis evaluation (CCA-EVA) algorithm can detect SSVEP responses with 4.68% higher accuracy than the Adaptive Kalman filter; (2) The proposed driver monitoring and alert system produce on average a 52% improvement in time to collision (TTC), 54% improvement in reaction distance (RD), and an overall 26% reduction in collision rate as compared to similar tests without the LED warning.
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Demirarslan, Hasan, Yupo Chan, and Michael Vidulich. "Visual Information Processing: Perception, Decision, Response Triplet." Transportation Research Record: Journal of the Transportation Research Board 1631, no. 1 (January 1998): 35–42. http://dx.doi.org/10.3141/1631-06.
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In performing critical tasks, the reaction time of the decision maker may mean the difference between safety and hazard. While different people have different risk-taking behavior, the process by which they react to a stimulus is fundamentally similar. The process involves perception, decision, and response. Thus, the decision maker sees an outside stimulus, processes the information and arrives at a yes or no decision, and then takes the necessary physical steps to implement the decision. For example, a driver sees the onset of a yellow light, makes up his or her mind about stopping or running for the light, and accordingly steps on the brake or the gas pedal. We refer to perception, decision, and response as the fundamental “triplet” underlying any human performance in a simple or complex environment. Unless this triplet is understood, other behavioral models cannot be constructed with confidence. By observing the percentage of drivers that run for a light and stop for a light, the authors have shown that one can separately measure the perception, decision, and response times in terms of probability distributions. The proposed approach is illustrated for drivers at an intersection through a series of experiments. Preliminary results point to its applicability toward other human tasks, such as landing an aircraft.
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El-Shawarby, Ihab, Abdel-Salam G. Abdel-Salam, and Hesham Rakha. "Evaluation of Driver Perception–Reaction Time under Rainy or Wet Roadway Conditions at Onset of Yellow Indication." Transportation Research Record: Journal of the Transportation Research Board 2384, no. 1 (January 2013): 18–24. http://dx.doi.org/10.3141/2384-03.
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Lerner, Neil D., Jeffrey L. Harpster, Richard W. Huey, and Geoffrey V. Steinberg. "Driver Backing-Behavior Research: Implications for Backup Warning Devices." Transportation Research Record: Journal of the Transportation Research Board 1573, no. 1 (January 1997): 23–29. http://dx.doi.org/10.3141/1573-04.
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Collisions during backing maneuvers are a common accident type and cause a significant number of injuries and fatalities. Backup warning systems are among the intelligent vehicle warning applications being developed. Designing effective warning criteria and display characteristics is a serious challenge because little is known about how drivers behave during backing maneuvers. Drivers often intentionally back their vehicles into close proximity to objects, and backing speeds vary greatly, so appropriate conditions for warning a driver are unclear. A series of experiments was conducted to provide a basis for the design of effective vehicle-based backup warning devices. The experiments concerned driver behavior, perceptions, and responses to warning signals. One experiment measured common behaviors and vehicle control aspects during backing maneuvers. Another experiment measured driver brake reaction time and stopping distance to an acoustic signal during various backing maneuvers. A third experiment required participants in a car that was backing toward an object to identify the point at which they would want to receive cautionary and imminent crash warnings. Key findings are highlighted and their implications for the design of backup warning systems are discussed. Findings suggest the most effective design is a two-level warning system using acoustic signals as the primary mode and time to collision as a primary means of recognizing probable driver errors. Although preliminary, a time to collision of approximately 1.5 to 2.0 sec appears to be a reasonable criterion for an imminent crash warning, based on joint consideration of normal maneuver characteristics, driver reaction times, and driver judgments of appropriate warning times.
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Sheu, Jiuh-Biing, and Hsi-Jen Wu. "Driver perception uncertainty in perceived relative speed and reaction time in car following – A quantum optical flow perspective." Transportation Research Part B: Methodological 80 (October 2015): 257–74. http://dx.doi.org/10.1016/j.trb.2015.07.017.
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Brock, John F., Robert E. Llaneras, and Robert W. Swezey. "Older Commercial Drivers: Literature Review." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 40, no. 18 (October 1996): 929–32. http://dx.doi.org/10.1177/154193129604001814.
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This paper reports on a comprehensive literature review of the older driver and older commercial driver literature. The review included sources of data from private and government data bases, empirical research published in public journals, and existing commercial vehicle driving task analyses. The review uncovered key abilities which degrade with age, including: static visual acuity, dynamic visual acuity, contrast sensitivity, useful field of vision, field dependence, depth perception, glare sensitivity, night vision, audition, reaction time, multilimb coordination, control precision, decision-making, selective attention, and attention sharing. The review also sought to identify which of those abilities might effect the performance of critical commercial driving tasks. Although much investigation has been done of older person abilities, most of the studies have looked at persons in either medical or judicial systems. We found little data on driving degradation of older but healthy drivers.
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Nekoui, Mohammad, Hossein Pishro-Nik, and Daiheng Ni. "The Effect of IntelliDrive on the Efficiency of Highway Transportation Systems." International Journal of Vehicular Technology 2011 (January 24, 2011): 1–11. http://dx.doi.org/10.1155/2011/653542.
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Recently, the IntelliDrive initiative has been proposed by the US Department of Transportation (USDOT) to enhance on-road safety and efficiency. In this study, we provide a mathematical framework which predicts the effect of such technologies on the efficiency of multilane highway systems prior to their real-life deployment. Our study shall encompass mixed traffic conditions in which a variety of assisted, automated and unequipped vehicles coexist. We show that intervehicular communications improves the flow of vehicles by reducing the perception-reaction (P-R) times of drivers and, in some cases, allowing for more efficient lane-changing operations. As we shall see, unlike the latter, the former effect of IntelliDrive on driver P-R time is always there, regardless of the specific traffic conditions.
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Kim, Hyungkyu, Byungkon Kim, and Doyoung Jung. "Effect Evaluation of Forward Collision Warning System Using IoT Log and Virtual Driving Simulation Data." Applied Sciences 11, no. 13 (June 29, 2021): 6045. http://dx.doi.org/10.3390/app11136045.
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Advanced driver-assistance systems (ADAS) are primarily known for their positive impact in improving the safety of drivers. Previous studies primarily analyzed the positive effects of ADAS with short-term experiments and accident data without considering the long-term changes in drivers’ safety perception. The human factor is the most dominant among factors that cause traffic accidents, and safety effect evaluation should be performed considering changes in human errors. To this end, this study classified the safety effect of ADAS-forward collision warning (FCW) on taxi drivers in Seoul into behavioral control and attitude change to perform analysis on respective factors. With regard to behavioral control, virtual driving simulation was used to analyze the reaction time of drivers and deceleration rate, and for attitude change, autoregressive integrated moving average (ARIMA) time series analysis was employed to predict the long-term perception change of drivers. The analysis results indicated that, in terms of behavioral control, ADAS-FCW reduces the cognitive reaction time of drivers in risk situations on the road, similar to the findings in previous studies. However, in terms of attitude change, ADAS-FCW has the adverse long-term effect of increasing violations in maintaining safety distance in the case of nighttime-drivers under 60 years old. As can be seen from these results, new technologies in the road safety arena can have a short-term effect of improving safety with behavioral control but may have a negative impact in the long term. The results of this study are expected to provide a theoretical basis for reference in the safety evaluation of ADAS and traffic safety facilities.
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AKGÜNGÖR, Ali Payıdar, and Elif Zahide MERCAN. "AN ANALYSIS OF TYPE I DILEMMA ZONE AT SIGNALISED INTERSECTIONS." Scientific Journal of Silesian University of Technology. Series Transport 112 (September 1, 2021): 5–16. http://dx.doi.org/10.20858/sjsutst.2021.112.1.
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Intersections, for vehicles coming from different directions, are conflict points in road networks. When a driver approaching a signalised intersection encounters the yellow light, he/she is in a dilemma either to safely stop or to pass through the intersection during clearance time. The decision to stop or to pass may change depending on some factors such as duration of yellow light, deceleration and acceleration rate, width of intersection, speed and length of vehicle, etc. This study aims to put forth the effects of some related factors affecting the length of the Type I dilemma zone. To perform this study, five factors including vehicle speed, maximum deceleration rate, perception-reaction time, clearance time, the total intersection width-vehicle length were considered and a total of 648 different traffic cases were investigated. The study results showed that the Type I dilemma zone length increased with the increase of speed, total intersection width-vehicle length and perception-reaction time, but decreased with the increase of clearance time and deceleration rate.
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Lodinger, Natalie R., and Patricia R. DeLucia. "Does automated driving affect time-to-collision judgments?" Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1 (September 2018): 1833. http://dx.doi.org/10.1177/1541931218621417.
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Automation presumably frees cognitive resources because drivers do not have to control the vehicle. Those resources may be reallocated to processing visual information relevant to driving, such as optic flow, which is relevant for judgments of time-to-collision (TTC). On the other hand, drivers may not use cognitive resources freed during automation to process information relevant to the driving task and improve performance. Drivers may choose to allocate cognitive resources freed during automation to non-driving, secondary tasks (Merat, Jamson, Lai, & Carsten, 2012; Rudin-Brown & Parker, 2004). Therefore, automated driving may lead to performance decrements, particularly when drivers need to resume manual control of the vehicle (Strand, Nilsson, Karlsson, & Nilsson, 2014). The current study compared TTC judgments between automated and manual driving, using a prediction-motion (PM) task which presumably relies on cognitive resources (Tresilian, 1995). We included a braking task to determine whether we could replicate prior reports that drivers brake later during automated driving compared to manual driving (Rudin-Brown & Parker, 2004; de Winter, Happee, Martens & Stanton, 2014). Including PM and braking tasks let us determine whether automation affected only responses (i.e., brake reaction time) or also affected visual perception (i.e., TTC estimation). We hypothesized that automation would affect perceptual judgments rather than solely responses. We expected TTC judgments to be more accurate during automated driving compared to manual driving. We also expected that adding a secondary task that demands cognitive resources would be more detrimental to TTC judgments during automation because the driver would place more cognitive resources on the secondary task during automation than when manually controlling the vehicle. With a driving simulator, participants completed eight drives using manual or automated driving. During half of the drives, participants completed a secondary task, the twenty questions task (TQT), in addition to driving. The TQT is presumably similar to a cell phone conversation because it uses a “question and answer” format (Horrey, Lesch, & Garabet, 2009; Merat et al., 2012, p. 765). At the end of each drive, a critical incident occurred. A vehicle directly in front of the participant’s vehicle decelerated at a rate faster than the automation was capable of braking. Therefore, the automation did not respond to this vehicle’s deceleration. In the braking task, participants used the brake pedal to avoid collision with the lead vehicle. In the PM task, the lead vehicle decelerated for between 0.24 and 3.04 s and then the screen went black. Participants pressed a button to indicate when they thought their vehicle would have hit the lead vehicle if the vehicles’ motions continued in the same manner after the screen went black. Results suggest that automation can affect perceptual judgments in addition to driving responses (e.g., braking). TTC judgments were more accurate, and brake reaction time was faster, during automated driving than manual driving. This occurred even while performing a cognitively-demanding secondary task, suggesting that participants used resources freed by automation to process visual information relevant to TTC judgments rather than complete non-driving tasks. To realize this safety benefit, it is important to design automated systems so that freed cognitive resources are assigned to information relevant to the driving task and not to non-driving tasks.
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Khoury, John, Kamar Amine, and Rima Abi Saad. "An Initial Investigation of the Effects of a Fully Automated Vehicle Fleet on Geometric Design." Journal of Advanced Transportation 2019 (May 26, 2019): 1–10. http://dx.doi.org/10.1155/2019/6126408.
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This paper investigates the potential changes in the geometric design elements in response to a fully autonomous vehicle fleet. When autonomous vehicles completely replace conventional vehicles, the human driver will no longer be a concern. Currently, and for safety reasons, the human driver plays an inherent role in designing highway elements, which depend on the driver’s perception-reaction time, driver’s eye height, and other driver related parameters. This study focuses on the geometric design elements that will directly be affected by the replacement of the human driver with fully autonomous vehicles. Stopping sight distance, decision sight distance, and length of sag and crest vertical curves are geometric design elements directly affected by the projected change. Revised values for these design elements are presented and their effects are quantified using a real-life scenario. An existing roadway designed using current AASHTO standards has been redesigned with the revised values. Compared with the existing design, the proposed design shows significant economic and environmental improvements, given the elimination of the human driver.
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Wu, Bocong, Long Sun, and Na Gu. "Development and validity of a hazard prediction test for Chinese drivers." PLOS ONE 16, no. 1 (January 25, 2021): e0245843. http://dx.doi.org/10.1371/journal.pone.0245843.
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Background Hazard perception ability, which develops with driving experience, has been proven to be associated with drivers' traffic involvement. Although classic reaction time-based hazard perception tests have been developed in many developed counties, experience-related differences may not be found in drivers from developing countries due to their increased opportunities to experience hazards on roads. Therefore, the present study aims to develop a hazard prediction test for Chinese drivers based on a predictive paradigm called “What happens next?” and assess its reliability and validity. Method Thirty-six video clips filmed from drivers’ perspectives of Chinese driving settings were presented to 54 novice drivers and 47 experienced drivers. Participants were asked to answer three questions after each video clip was blacked out and to then quickly press the mouse button on a reaction time-based hazard perception test. Both the differences in the test scores between novice and experienced drivers and the differences in scores between drivers with and without traffic violations were compared. Results The final hazard prediction test consisted of 20 video clips. A high internal consistency coefficient of the test, i.e., Cronbach's alpha = 0.862, was obtained. The total scores of the test were positively and significantly correlated with reaction times as measured on the video-based hazard perception test, thus providing evidence regarding the discriminant validity of the test. More importantly, drivers with traffic violations obtained significantly lower total scores on the test than did drivers without traffic violations. Conclusion The newly developed hazard prediction test exhibited adequate psychometric properties and provided a practical alternative for assessing drivers’ hazard perception ability in China.
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Pomerleau, Dean A. "Efficient Training of Artificial Neural Networks for Autonomous Navigation." Neural Computation 3, no. 1 (February 1991): 88–97. http://dx.doi.org/10.1162/neco.1991.3.1.88.
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The ALVINN (Autonomous Land Vehicle In a Neural Network) project addresses the problem of training artificial neural networks in real time to perform difficult perception tasks. ALVINN is a backpropagation network designed to drive the CMU Navlab, a modified Chevy van. This paper describes the training techniques that allow ALVINN to learn in under 5 minutes to autonomously control the Navlab by watching the reactions of a human driver. Using these techniques, ALVINN has been trained to drive in a variety of circumstances including single-lane paved and unpaved roads, and multilane lined and unlined roads, at speeds of up to 20 miles per hour.
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Yang, Xiaonan, Jung Hyup Kim, and Roland Nazareth. "Hierarchical Task Analysis for Driving under Divided Attention." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 1744–48. http://dx.doi.org/10.1177/1071181319631022.
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Although researchers have made various models of driving behavior, the behavior model under divided attention is not well studied. In this paper, the driver’s behavior differences under divided-attention were studied in a simulated driving environment. A driving scenario was developed to simulate hazards on the highway in dynamic driving conditions. Based on crash and non-crash cases through eye tracking videos from the experiment, Hierarchical task analysis (HTA) was conducted, and decomposed different complex driving behaviors into drivers’ perception, cognition, and decision. Also, their reaction times were compared by using the cognitive-perceptual model in GOMS. Through this study, different driving behaviors and corresponding cognitive factors, which contributed to a slower reaction were identified. The results from this study could be as a valuable input to develop advanced driver assistance systems which could provide smart collision warnings based on the driver’s attention.
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Wan, Hongliang, Zhigang Du, Qixiang Yan, and Xiaohong Chen. "EVALUATING THE EFFECTIVENESS OF SPEED REDUCTION MARKINGS IN HIGHWAY TUNNELS." Transport 33, no. 3 (July 10, 2018): 647–56. http://dx.doi.org/10.3846/transport.2018.1574.
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As typical weak visual reference systems, highway tunnels have low illumination, monotonous environment and few references, which may cause severe visual illusion and reduce drivers’ speed perception ability. Thus, drivers tend to underestimate their driving speed, which may induce speeding behaviours that result in rear-end collisions. The cost-effective pavement markings installed on both sides of the lane or shoulder may make drivers overestimate their speed. This perception can help ensure safe driving and regulate driving behaviour effectively. This study analyses the effects of sidewall markings in typical low luminance highway tunnels, specifically observing how their angles and lengths affect the driver’s speed perception. A three-dimensional model of highway tunnels was built in a driving simulator. Psychophysical tests of speed perception were carried out by the method of limits. The simulation tests studied the Stimulus of Subjectively Equal Speed (SSES) and reaction time in relation to sidewall markings with different angles. Furthermore, based on the optimal angle, the effects of sidewall marking with different lengths on speed perception were also analysed. The test results reveal that the angle and length of sidewall markings have a significant impact on the driver’s SSES and reaction time. Moreover, the level of speed overestimation decreases with the increase of angle or length of sidewall marking. As the angle of sidewall marking gradually increases, the maximum reaction time first increases and then decreases. Within the angle of sidewall marking of 15°, the subjects have the highest speed overestimation and an easy speed judgment. This may due to Zöllner illusion, the driver’s perception of lane width shrinks may induce deceleration behaviour.
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Metz, Barbara, Johanna Wörle, Michael Hanig, Marcus Schmitt, and Aaron Lutz. "Repeated Usage of an L3 Motorway Chauffeur: Change of Evaluation and Usage." Information 11, no. 2 (February 18, 2020): 114. http://dx.doi.org/10.3390/info11020114.
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Most studies on users’ perception of highly automated driving functions are focused on first contact/single usage. Nevertheless, it is expected that with repeated usage, acceptance and usage of automated driving functions might change this perception (behavioural adaptation). Changes can occur in drivers’ evaluation, in function usage and in drivers’ reactions to take-over situations. In a driving simulator study, N = 30 drivers used a level 3 (L3) automated driving function for motorways during six experimental sessions. They were free to activate/deactivate that system as they liked and to spend driving time on self-chosen side tasks. Results already show an increase of experienced trust and safety, together with an increase of time spent on side tasks between the first and fourth sessions. Furthermore, attention directed to the road decreases with growing experience with the system. The results are discussed with regard to the theory of behavioural adaptation. Results indicate that the adaptation of acceptance and usage of the highly automated driving function occurs rather quickly. At the same time, no behavioural adaptation for the reaction to take-over situations could be found.
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Aycin, M. F., and R. F. Benekohal. "Linear Acceleration Car-Following Model Development and Validation." Transportation Research Record: Journal of the Transportation Research Board 1644, no. 1 (January 1998): 10–19. http://dx.doi.org/10.3141/1644-02.
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A linear acceleration car-following model has been developed for realistic simulation of traffic flow in intelligent transportation systems (ITS) applications. The new model provides continuous acceleration profiles instead of the stepwise profiles that are currently used. The brake reaction times of the drivers are simulated effectively and are independent of the simulation time steps. Chain-reaction times of the drivers are also simulated and perception thresholds are incorporated in the model. The preferred time headways are utilized to determine the simulated drivers’ separation during car-following. The features of the model and the realistic vehicle simulation in car-following and in stop-and-go conditions make this model suitable to ITS, especially to autonomous intelligent cruise-control systems. The car-following algorithm is validated at microscopic and macroscopic levels by using field data. Simulated versus field trajectories and statistical tests show very strong agreement between simulation results and field data.
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Arslanyilmaz, Abdurrahman. "Hazard Warning Systems to Improve Young Distracted Drivers’ Hazard Perception Skills." Safety 6, no. 1 (February 14, 2020): 12. http://dx.doi.org/10.3390/safety6010012.
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Texting while driving has been shown to impair driving performance with the greatest probability of leading to an accident. This is a great concern with young and inexperienced drivers, who are reported to be the most prolific users of texting while driving and are disproportionately involved in car crashes as compared to their experienced and older counterparts. Hazard Warning Systems (HWSs) have been researched to reduce distracted driving and improve driving performance. The first purpose of this study is to showcase a game-based, multi-player, online simulated training (GMOST) application with an integrated HWS. The second is to examine whether such an HWS integrated into the GMOST improves young and inexperienced drivers’ hazard perception skills, as measured by hazard reaction time (HRT) and horizontal road scanning (HS). A total of 22 high school students from a private school participated in this study. To determine the effects of HWS, a 2 × 2 ANOVA and a 2 × 2 MANOVA were run. The results of this study suggest that the GMOST with integrated HWS leads to earlier detection and reaction to hazards as well as wider HS by novice drivers. Therefore, this study reports that HWSs improve novice distracted drivers’ hazard perception skills. Accordingly, a wide-spread use of the GMOST-like training applications by novice drivers would be a proactive approach to lower accident rates caused by texting while driving.
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BASSAN, Shy. "Empirical modeling of the relationship between decision sight distance and stopping sight distance based on AASHTO." Archives of Transport 4, no. 48 (December 31, 2018): 7–25. http://dx.doi.org/10.5604/01.3001.0012.8362.
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The paper introduces implementation of highways' stopping sight distance (SSD) and decision sight distance (DSD) based on AASHTO modeling assumptions. SSD characterizes the necessary distance for highway vehicles to stop safely in front from an obstacle. SSD is a function of vehicle speed, perception reaction time, deceleration rate, and grade based on AASHTO and most highway design international guidelines. The deceleration rate which is assumed constant (3.4 m/sec2) based on AASHTO 2011 is generally controlled by the friction coefficient depending on the road surface conditions. A driver's demanded deceleration rate may not exceed the range of friction coefficient according to various pavement conditions. Although SSD is generally sufficient to allow skilled and alert drivers to the stop their vehicles under regular situations, this distance is insufficient when information is difficult to comprehend. A DSD should be provided in highways geometric design when the driver is required to detect an unexpected or difficult to perceive information source. Interchanges (specifically exit ramps) and intersections, and required changing in driver direction of travel, changes in the basic cross section such as toll plaza, lane drop, are typical scenarios where driver needs DSD in the safety manner. The introduction of the two sight distance types (SSD and DSD) is a perquisite for empirical modeling of the relationship between DSD and SSD. The modeling refers to DSD for rural highways, suburban roads, and urban roads based on AASHTO models. Specifically the paper covers DSD three avoidance maneuver types of stopping (types A, A1, B) and three maneuver types of speed, path, and direction changing (types C,D, E) for the three roadway categories. The major parameters that control these avoidance types are pre-maneuver times, and pre-maneuver plus maneuver times. The empirical relationship proposed in this study simplifies the process of evaluating the decision sight distance based on stopping sight distance record, based on AASHTO models, without the need of strenuous estimation of the DSD model maneuver and deceleration parameters. Such a simplified correlation has not been found in the literature except a rough approximation documented in the British highway design guidelines.
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Hoshino, Osamu. "Enhanced Sound Perception by Widespread-Onset Neuronal Responses in Auditory Cortex." Neural Computation 19, no. 12 (December 2007): 3310–34. http://dx.doi.org/10.1162/neco.2007.19.12.3310.
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Accumulating evidence suggests that auditory cortical neurons exhibit widespread-onset responses and restricted sustained responses to sound stimuli. When a sound stimulus is presented to a subject, the auditory cortex first responds with transient discharges across a relatively large population of neurons, showing widespread-onset responses. As time passes, the activation becomes restricted to a small population of neurons that are preferentially driven by the stimulus, showing restricted sustained responses. The sustained responses are considered to have a role in expressing information about the stimulus, but it remains to be seen what roles the widespread-onset responses have in auditory information processing. We carried out numerical simulations of a neural network model for a lateral belt area of auditory cortex. In the network, dynamic cell assemblies expressed information about auditory sounds. Lateral excitatory and inhibitory connections were made between cell assemblies, respectively, by direct and indirect projections via interneurons. Widespread-onset neuronal responses to sound stimuli (bandpassed noises) took place over the network if lateral excitation preceded lateral inhibition, making a time widow for the onset responses. The widespread-onset responses contributed to the accelerating reaction time of neurons to sensory stimulation. Lateral interaction among dynamic cell assemblies was essential for maintaining ongoing membrane potentials near thresholds for action potential generation, thereby accelerating reaction time to subsequent sensory input as well. We suggest that the widespread-onset neuronal responses and the ongoing subthreshold cortical state, for which the coordination of lateral synaptic interaction among dissimilar cell assemblies is essential, may work together in order for the auditory cortex to quickly detect the sudden occurrence of sounds from the external environment.
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Lee, Soo-Beom, and William D. Berg. "Development of Safety-Based Level-of-Service Parameters for Two-Way Stop-Controlled Intersections." Transportation Research Record: Journal of the Transportation Research Board 1635, no. 1 (January 1998): 127–32. http://dx.doi.org/10.3141/1635-17.
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Current methods for evaluating level of service at two-way stop-controlled intersections do not account for safety considerations. One of the most important factors influencing intersection safety is the availability of adequate sight distance. However, current recommended intersection sight distance criteria do not explicitly consider variability in traffic composition, vehicle characteristics, pavement conditions, or driver characteristics such as perception-reaction time and minimum gap acceptance. Research was therefore undertaken to develop and validate a method where the safety of a two-way stop-controlled intersection could be estimated based on parameters such as intersection geometry, traffic volume, pavement condition, traffic composition, and available sight distances. Simulation modeling was used to estimate the frequency of potential conflicts or collisions resulting from sight distance restrictions. The potential severity of the collisions was modeled using kinetic energy principles. A method for incorporating the results into a level-of-service evaluation framework was then developed.
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HORSWILL, MARK S., NANCY A. PACHANA, JOANNE WOOD, SHELBY A. MARRINGTON, JENNA McWILLIAM, and CYNTHIA M. McCULLOUGH. "A comparison of the hazard perception ability of matched groups of healthy drivers aged 35 to 55, 65 to 74, and 75 to 84 years." Journal of the International Neuropsychological Society 15, no. 5 (September 2009): 799–802. http://dx.doi.org/10.1017/s1355617709990312.
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AbstractWe examined differences in response latencies obtained during a validated video-based hazard perception driving test between three healthy, community-dwelling groups: 22 mid-aged (35–55 years), 34 young–old (65–74 years), and 23 old-old (75–84 years) current drivers, matched for gender, education level, and vocabulary. We found no significant difference in performance between mid-aged and young-old groups, but the old-old group was significantly slower than the other two groups. The differences between the old-old group and the other groups combined were independently mediated by useful field of view (UFOV), contrast sensitivity, and simple reaction time measures. Given that hazard perception latency has been linked with increased crash risk, these results are consistent with the idea that increased crash risk in older adults could be a function of poorer hazard perception, though this decline does not appear to manifest until age 75+ in healthy drivers. (JINS, 2009, 15, 799–802.)
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Giang, Wayne C. W., Huei-Yen Winnie Chen, and Birsen Donmez. "Smartwatches vs. Smartphones." International Journal of Mobile Human Computer Interaction 9, no. 2 (April 2017): 39–57. http://dx.doi.org/10.4018/ijmhci.2017040103.
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This work seeks to understand whether the unique features of a smartwatch, compared to a smartphone, mitigate or exacerbate driver distraction due to notifications, and to provide insights about drivers' perceptions of the risks associated with using smartwatches while driving. As smartwatches are gaining popularity among consumers, there is a need to understand how smartwatch use may influence driving performance. Previous driving research has examined voice calling on smartwatches, but not interactions with notifications, a key marketed feature. Engaging with notifications (e.g., reading and texting) on a handheld device is a known distraction associated with increased crash risks. Two driving simulator studies compared smartwatch to smartphone notifications. Experiment I asked participants to read aloud brief text notifications and Experiment II had participants manually select a response to arithmetic questions presented as notifications. Both experiments investigated the resulting glances to and physical interactions with the devices, as well as self-reported risk perception. Experiment II also investigated driving performance and self-reported knowledge/expectation about legislation surrounding the use of smart devices while driving. Experiment I found that participants were faster to visually engage with the notification on the smartwatch than the smartphone, took longer to finish reading aloud the notifications, and exhibited more glances longer than 1.6 s. Experiment II found that participants took longer to reply to notifications and had longer overall glance durations on the smartwatch than the smartphone, along with longer brake reaction times to lead vehicle braking events. Compared to the no device baseline, both devices increased lane position variability and resulted in higher self-reported perceived risk. Experiment II participants also considered that smartwatch use while driving deserves penalties equal to or less than smartphone use. The findings suggest that smartwatches may have road safety consequences. Given the common view among participants to associate smartwatch use with equal or less traffic penalties than smartphone use, there may be a disconnect between drivers' actual performance and their perceptions about smartwatch use while driving.
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Saka, Anthony A., and Richard A. Glassco. "Modeling Traffic Safety Benefits of Intelligent Transportation System Technologies at Truck Inspection Facilities: Microscopic Simulation." Transportation Research Record: Journal of the Transportation Research Board 1779, no. 1 (January 2001): 173–81. http://dx.doi.org/10.3141/1779-23.
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A microscopic simulation model was developed to capture the traffic safety benefits of using intelligent transportation system (ITS) technologies, including weigh-in-motion scales with variable message signs, at truck inspection facilities. The development of the simulation model was motivated by prevalent safety concerns at congested truck inspection facilities nationwide. Three primary safety components (roadway, driver, and vehicle) were considered in the model. The roadway component focuses on the varying size of truck queues at inspection facilities and safety implications. The driver component captures key human factor elements and their variability, including distributions for perception-reaction time, speed, gap acceptance, headway, and braking characteristics. The vehicular component incorporates the size distribution of vehicles (trucks and nontrucks), proportion of trucks with defective braking systems, and their safety implications with respect to stopping distance. The primary objective for the model is to depict variations in traffic pattern for baseline (pre-ITS) and post-ITS situations. Measures of effectiveness used for evaluating traffic benefits of using ITS technologies include percent reduction in sudden deceleration of vehicles resulting from shock wave phenomena and percent reduction in duration of truck-queue overflow resulting from a high traffic intensity. Results from simulation runs support the hypothesis that the use of ITS technologies at truck inspection facilities significantly reduces the frequency of experiencing the high-risk traffic phenomena (e.g., hard braking and truck-queue overflow). The postulation is made that the reduction in the frequency of high-risk phenomena will translate into a decrease in the likelihood of experiencing crash-related incidents in the vicinity of truck inspection facilities.
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Gattis, James L., Justin R. Chimka, and Andrew Evans. "Access Spacing Based on Turning-Vehicle Acceleration." Transportation Research Record: Journal of the Transportation Research Board 2618, no. 1 (January 2017): 1–7. http://dx.doi.org/10.3141/2618-01.
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Spacing between access connections—whether between a public roadway and a driveway or between two successive driveways—is one of the core techniques employed to effect access management. Several rationales reflecting different types of traffic interactions have been developed as a basis for minimum spacing distances. A small study was done in which two attributes were recorded: positions of vehicles turning from a side street and accelerating along the through roadway and time required for vehicles to turn left from the through roadway into a driveway. The vehicle movement described—a vehicle turning right from the side street into the through roadway—may be more likely to surprise the driver contemplating a left turn from the through roadway. Information derived from these observations, combined with perception–reaction values found in the literature, offers a basis for minimum spacing criteria that addresses one of many types of traffic interactions related to spacing, where a left turn is allowed across the through roadway downstream of another connection. These findings provide one more means to assess spacing along four-lane arterials in a developed suburban environment. A study with a greater scope to expand these findings is also proposed.
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Chang, Chien-Yen, and Ting-Wei Chang. "The Development of Parameters and Warning Algorithms for an Intersection Bus-Pedestrian Collision Warning System." International Journal of Information Systems in the Service Sector 3, no. 4 (October 2011): 73–92. http://dx.doi.org/10.4018/jisss.2011100105.
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This study presents the conceptual design of an intersection bus-pedestrian collision warning system for bus drivers approaching an intersection. The basic parameters of the proposed design concept include the bus drivers’ perception-reaction time, the emergency deceleration rate of the bus, and pedestrian walking speed. A bus driving simulation was designed and conducted to analyze bus drivers’ responses to unexpected pedestrians crossing unsignalized intersections or signalized intersections during a green light interval for parameter analysis. The timings of auditory warnings and visual warnings, the locations for vehicle detectors and pedestrian detectors, and the locations for visual warning devices were also developed after analyzing the experimental results. The experimental results also highlight some important characteristics of bus driving behavior at intersections. Moreover, bus drivers really pay attention to the warning messages. Finally, this study develops and discusses some warning algorithms.
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Kata, Grzegorz, and Wiesław Poleszak. "COGNITIVE FUNCTIONING AND SAFETY DETERMINANTS IN THE WORK OF A TRAIN DRIVERS." Acta Neuropsychologica 19, no. 2 (March 14, 2021): 279–91. http://dx.doi.org/10.5604/01.3001.0014.9958.
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The reports of committees investigating the causes of rail accidents indicate the significance of the so-called human factor (e.g. UTK, 2019). In addition to issues related to perso nality functioning, the organization and culture of work, this also includes variables related to the cognitive functioning of train drivers themselves. These are significant factors that determine the occurrence of accidents that result from ignoring or not spotting railway signals and signs. The purpose of this study was to verify the relationship between cognitive functioning and safety determinants, which was measured using an eye-tracking technique. The application of this technique was intended to check its usefulness in the field of railway traffic safety and to achieve an approximate simulation environment of the real working conditions of a train driver. In the present study, the Vienna Test System was used as a me - thod for the determination of cognitive functioning. Based on the variables described in the subject literature, the following tests were applied: Determination Test, Visual Memory Test, Visual Pursuit Test, Reaction Time, Cognitrone, Signal Detection and Vigilance. In addition to computer cognitive tests, an eye-tracking test method was designed based on a film recorded in real train-driving situation. Measures describing areas of interest (AOI) that are crucial for safety were analysed. Due to the pilot nature of the research, only 10 passenger train drivers participated in the study. The results of the study showed a link between the cognitive functioning of the train drivers and visual security determinants. Significant correlations were found with stress tolerance resulting from cognitive overload, visual memory, alertness and concentration ability under time pressure. The study confirmed the significant role of the train driver's cogni- tive functioning in the analysis and perception of safety-critical signals. The use of an eye-tracking method has delivered results that are in agreement with studies based on other methods. This pro- vides a sound basis for the continuation of research using eye- tracking in the assessment of rail transport safety. In the future, the research should be extended to include an analysis of the effect of demographic and situational variables (types of signalling devices and signage) and a broader model of the relationship between cog- nitive functioning and the driver's visual attention. This will provide data that is crucial for the prevention of railway incidents and the development of training plans for train drivers.
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Sihombing, Lambok Hermanto, Angella Tiara Gabriella, and Ivanna Maria Maria Eveline. "AN INFOTAINMENT FRAMING ANALYSIS: CELEBRITY DIVORCE PORTRAYAL IN INDONESIA." Indonesian Journal of Communication Studies 14, no. 1 (July 29, 2021): 1. http://dx.doi.org/10.31315/ijcs.v14i1.4775.
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Infotainment has been a part of Indonesian mainstream media segmentation for a long time. Celebrities Divorce cases are one example of a storyline that Infotainment often covers with certain framing to gain more reaction from the public. This study aimed to uncover the framing within Aura Kasih divorce cases that are being reported by Insert, one infotainment channel in Indonesia. The researchers used Framing theory by Robert Entman. The dataset was taken from television and social media such as @inserlive, Insert infotainment, Intens Investigasi, and Trans TV Official. The result of this study concluded in several usage of framing that drives people to their own conclusions outside the information that those infotainment offers and proves the effect of said framing to influence the viewers perception and opinion.
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Schornack, Sebastian, Kristin Peter, Ulla Bonas, and Thomas Lahaye. "Expression Levels of avrBs3-Like Genes Affect Recognition Specificity in Tomato Bs4- But Not in Pepper Bs3-Mediated Perception." Molecular Plant-Microbe Interactions® 18, no. 11 (November 2005): 1215–25. http://dx.doi.org/10.1094/mpmi-18-1215.
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The tomato Bs4 disease resistance gene mediates recognition of avrBs4-expressing strains of the bacterial spot pathogen Xanthomonas campestris pv. vesicatoria to give a hypersensitive response (HR). Here, we present the characterization of the Bs4 promoter and its application for lowlevel expression of bacterial type III effector proteins in planta. Real-time polymerase chain reaction showed that Bs4 is constitutively expressed at low levels and that transcript abundance does not change significantly upon infection with avrBs4-containing xanthomonads. A 302-bp promoter fragment was found to be sufficient to promote Bs4 gene function. Previous studies have shown that high, constitutive in planta expression of avrBs3 (AvrBs3 and AvrBs4 proteins are 96.6% identical) via the Cauliflower mosaic virus 35S (35S) promoter triggers a Bs4-dependent HR whereas X. campestris pv. vesicatoria-mediated delivery of AvrBs3 into the plant cytoplasm does not. Here, we demonstrate that, when expressed under control of the weak Bs4 promoter, avrBs3 does not trigger a Bs4-dependent HR whereas avrBs4 does. In contrast, the pepper Bs3 gene, which mediates recognition of AvrBs3- but not AvrBs4- delivering xanthomonads, retains its recognition specificity even if avrBs4 was expressed in planta from the strong 35S promoter. Importantly, Bs4 promoter-driven expression of hax3, hax4 (two recently isolated avrBs3-like genes), avrBs3, and avrBs4 resulted in identical reactions as observed upon infection with X. campestris pv. vesicatoria strains that express the respective avr gene, suggesting that the protein levels expressed under control of the Bs4 promoter are similar to those that are translocated by the bacterial type III secretion system.
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Zelic, Gregory, Denis Mottet, and Julien Lagarde. "Multisensory integration enhances coordination: The necessity of a phasing matching between cross-modal events and movements." Seeing and Perceiving 25 (2012): 212–13. http://dx.doi.org/10.1163/187847612x648404.
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Recent research revealed what substrates may subserve the fascinating capacity of the brain to put together different senses, from single cell to extending networks (see for review, Driver and Noesselt, 2008; Ghazanfar and Schroeder, 2006; Sperdin et al., 2010; Stein and Stanford, 2008), and lead to interesting behavioral benefits in response to cross-modal events such as shorter reaction times, easier detections or more precise synchronization (Diederich and Colonius, 2004; Elliott et al., 2010). But what happens when a combination of multisensory perception and action is required? This is a key issue, since the organization of movements in space–time in harmony with our surrounding environment is the basis of our everdaylife. Surprisingly enough, little is known about how different senses and movement are combined dynamically. Coordination skills allow to test the effectiveness of such a combination, since external events have been shown to stabilize the coordination performance when adequately tuned (Fink et al., 2000). We then tested the modulation of the capacity of participants to produce an anti-symmetric rhythmic bimanual coordination while synchronizing with audio–tactile versus audio and tactile metronomes pacing the coordination from low to high rates of motion. Three condition of metronome structure found to stabilize the anti-symmetric mode have been handled: Simple, Double and Lateralized. We found redundant signal effects for Lateralized metronomes, but not for Simple and Double metronomes, rather explained by neural audio–tactile interactions than by a simple statistical redundancy. These results reflect the effective cortical cooperation between components in charge of the audio–tactile integration and ones sustaining the anti-symmetric coordination pattern. We will discuss the apparent necessity for cross-modal events to match the phasing of movements to greater stabilize the coordination.
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Modica, Enrica, Dario Rossi, Giulia Cartocci, Davide Perrotta, Paolo Di Feo, Marco Mancini, Pietro Aricò, Bianca M. S. Inguscio, and Fabio Babiloni. "Neurophysiological Profile of Antismoking Campaigns." Computational Intelligence and Neuroscience 2018 (September 19, 2018): 1–11. http://dx.doi.org/10.1155/2018/9721561.
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Over the past few decades, antismoking public service announcements (PSAs) have been used by governments to promote healthy behaviours in citizens, for instance, against drinking before the drive and against smoke. Effectiveness of such PSAs has been suggested especially for young persons. By now, PSAs efficacy is still mainly assessed through traditional methods (questionnaires and metrics) and could be performed only after the PSAs broadcasting, leading to waste of economic resources and time in the case of Ineffective PSAs. One possible countermeasure to such ineffective use of PSAs could be promoted by the evaluation of the cerebral reaction to the PSA of particular segments of population (e.g., old, young, and heavy smokers). In addition, it is crucial to gather such cerebral activity in front of PSAs that have been assessed to be effective against smoke (Effective PSAs), comparing results to the cerebral reactions to PSAs that have been certified to be not effective (Ineffective PSAs). The eventual differences between the cerebral responses toward the two PSA groups will provide crucial information about the possible outcome of new PSAs before to its broadcasting. This study focused on adult population, by investigating the cerebral reaction to the vision of different PSA images, which have already been shown to be Effective and Ineffective for the promotion of an antismoking behaviour. Results showed how variables as gender and smoking habits can influence the perception of PSA images, and how different communication styles of the antismoking campaigns could facilitate the comprehension of PSA’s message and then enhance the related impact.
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Jiang, Ze-hao, and Tao Wang. "Intergreen Time Calculation Method of Signalized Intersections Based on Safety Reliability Theory: A Monte-Carlo Simulation Approach." Journal of Advanced Transportation 2019 (April 10, 2019): 1–9. http://dx.doi.org/10.1155/2019/1941405.
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In China, around ninety percent of the traffic accidents at signalized intersections occur within the signal change intervals, especially during signal change from green to red. Hence, intergreen time (IGT), that is, yellow change interval plus red clearance interval, is of great significance to the safety at signalized intersections. The conventional calculation method of IGT ignores the randomness of drivers’ behaviors, which we believe is an important factor in calculation of IGT. Therefore, the purpose of this research is to investigate a new approach to calculate the IGT based on safety reliability theory. Firstly, a comprehensive literature review concerning the conventional calculation methods of IGT is conducted. Secondly, a theoretical calculation method of IGT based on safety reliability theory is put forward; different from the conventional methods, this model accounts for the uncertainty of driving behavior parameters. Thirdly, a Monte-Carlo simulation is employed to simulate the interactive process of perception-reaction time (PRT) and vehicular deceleration and solve the proposed model. Finally, according to the Monte-Carlo simulation results, the curve clusters describing the relationship between IGT, safety reliability (50%-90%), and intersection width (15-35m) are drawn. Results show that the IGT of a signalized intersection, obeying the normal distribution, is influenced by multiple factors and most sensitive to the PRT and vehicular deceleration. Our method thus successfully incorporates the probabilistic nature of driving behavior. Taking the safety reliability into consideration can provide a more reasonable method to calculate the IGT of signalized intersections.
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Jiang, Ze-hao, Xiao-guang Yang, Fang-kai Wang, and Tao Wang. "Monte Carlo Simulation Approach to the Duration of Yellow Lights at Signalized Intersections Considering the Stochastic Characteristics of Drivers." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 3 (February 26, 2020): 37–45. http://dx.doi.org/10.1177/0361198120907890.
Full textAbstract:
In China, around 90% of traffic crashes at signalized intersections take place within the signal change intervals, especially during signal change from green to red. Hence, yellow time, which is a part of inter-green time, is of great significance to the safety of signalized intersections. The conventional calculation method for duration of yellow light (DYL) ignores the stochastic characteristics of drivers, which we believe is an important factor in this calculation. Therefore, the purpose of this research is to investigate a new approach to calculate DYL based on safety reliability theory in which the randomness of human factors is taken into consideration. Firstly, a comprehensive literature review concerning the conventional calculation methods of DYL is conducted. Secondly, a theoretical calculation method of DYL based on safety reliability theory is put forward which, different from the conventional methods, accounts for the stochastic characteristics of drivers. Additionally, a driving simulation experiment is designed to obtain two driving behavior parameters of Chinese drivers: perception–reaction time (PRT) and safe acceptable acceleration (SAA). Thirdly, a Monte Carlo simulation is employed to simulate the interactive process of PRT and SAA, and solve the proposed model. Finally, according to the Monte Carlo simulation results, a look-up table describing the relationship between DYL, safety reliability (50–90%) and approaching speed (15–40 km/h) is made. Results show that this method successfully incorporates the probabilistic nature of driving behavior. Taking the safety reliability into consideration can provide a more reasonable method to calculate the DYL of signalized intersections.
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Jeong, Sangsoo, Youngmi Baek, and Sang H. Son. "Component-Based Interactive Framework for Intelligent Transportation Cyber-Physical Systems." Sensors 20, no. 1 (January 2, 2020): 264. http://dx.doi.org/10.3390/s20010264.
Full textAbstract:
While emerging technology for self-driving automation in vehicles progresses rapidly, the transition to an era of roads full of fully connected and automated vehicles (CAVs) may take longer than expected. Until then, it is inevitable that CAVs should coexist and interact with drivers of non-autonomous vehicles (NAVs) in urban roads. During this period of transition, it is critical to provide road safety with the mixed vehicular traffic and uncertainty caused by human drivers. To investigate the issues caused by the coexistence and interaction with humans, we propose to build a component-based and interactive intelligent transportation cyber-physical systems (ITCPS) framework. Our design of the interactive ITCPS framework aims to provide a standardized structure for users by defining core components. The framework is specified by behavior models and interfaces for the desired ITCPS components and is implemented as a form of human and hardware-in-the-loop system. We developed an intersection crossing assistance service and an automatic emergency braking service as an example of practical applications using the framework. To evaluate the framework, we tested its performance to show how effectively it operates while supporting real-time processing. The results indicate that it satisfies the timing requirements of vehicle-to-vehicle (V2V) communication and the limited processing time required for performing the functions of behavior models, even though the traffic volume reaches the road capacity. A case study using statistical analysis is conducted to assess the practical value of the developed experimental environment. The results of the case study validate the reliability among the specified variables for the experiments involving human drivers. It has shown that V2V communication support has positive effects on road safety, including intersection safety, braking events, and perception-reaction time (PRT) of the drivers. Furthermore, V2V communication support and PRT are identified as the important indicators affecting road safety at an un-signalized intersection. The proposed interactive framework is expected to contribute in constructing a comprehensive environment for the urban ITCPS and providing experimental support for the analysis of human behavior in the coexistence environment.
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Habib, Karim, Maged Gouda, and Karim El-Basyouny. "Calibrating Design Guidelines using Mental Workload and Reliability Analysis." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 8 (June 20, 2020): 360–69. http://dx.doi.org/10.1177/0361198120928075.
Full textAbstract:
The generic nature of road design is indiscriminate to age, race, or gender, as it is implicitly assumed that there are few behavioral differences between drivers while traversing various alignment elements (e.g., horizontal curves, tangential segments, etc.). For instance, the perception reaction time required, which is based on an 85th percentile value, on a tangent section is the same as that on a horizontal curve. This suggests that current guidelines do not consider the complexity that some geometric features might induce on drivers, and consequently, there is a need to address the many considerations of diversity. In this respect, human factors should be explicitly included in design guidelines. One aspect of human factors that has received little attention in the literature is related to the mental workload. In this study, a procedure is presented to estimate the mental workload for stopping sight distance. Then, reliability analysis is conducted to compare the change in the probability of non-compliance owing to the available sight distance and based on the mental workload. By analyzing data from 12 horizontal curves in Alberta, Canada, the probability of non-compliance dropped from 9.1% to 0.7%, and a moderate correlation with collisions was found. The results of the analysis showed that incorporating mental workload into the geometric design process can improve safety performance.
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Goh, Pin-Kai, and Yiik-Diew Wong. "Driver Perception Response Time During the Signal Change Interval." Applied Health Economics and Health Policy 3, no. 1 (2004): 9–15. http://dx.doi.org/10.2165/00148365-200403010-00004.
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