Assisting the older driver - SWOV

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Effects of a driver support system on workload and driving performance tests were considered to be functionally younger, whereas persons scoring relatively poor on them were considered to be functionally older. The support system that was evaluated was designed to reduce workload and improve driving performance. To measure whether timely information about what to expect indeed reduced mental workload, a secondary task was introduced (see e.g., Wickens & Holland, 2000 and Kantowitz & Simsek, 2001 for the merits of secondary‐task performance as an indicator of workload). This secondary task consisted of a peripheral detection task (PDT; see e.g., Van Winsum, Martens & Herland, 1999). While driving the simulator car, participants had to detect a signal that was sent to the screen. As soon as they detected the signal, they had to press a button that was attached to the index finger of their left hand. Performance on this secondary task was inferred from the reaction time of the drivers. In addition, subjective workload was measured. At the end of each drive, participants were asked to rate the difficulty of the task they had just completed (i.e., driving the simulator car with or without the support system installed) on a scale from 0 to 150 (Rating Scale Mental Effort (RSME); Zijlstra & Van Doorn, 1985). Primary task performance was inferred from crashes, route‐errors, and safety of the participant’s decisions. The latter was measured by the extent to which traffic that had right of way had to decelerate when the participant was passing an intersection. Deceleration of these ‘other vehicles’ was considered to be the precursor of a crash. If the drivers of those vehicles would not have reacted, a crash would have taken place. In general, we hypothesized that functionally older drivers would benefit more from the information provided by the support system than functionally younger drivers would. We expected that this benefit would be reflected in experienced workload, in safety of driver decisions, and in appreciation of the support system. More specifically, we expected that there would be an interaction effect of age and driver support leading to a) a relatively larger decrease in workload for functionally older participants, b) a relatively larger increase in the safety of driver decisions of functionally older participants, and c) a higher appreciation of the support system by older participants. 155
Assisting the older driver 8.2. Method 10 8.2.1. Participants Participants were recruited by means of a newspaper article about the driving simulator, and by advertisements in supermarkets. Participants had to be either between 30 and 50 years of age or 70 years of age or older. Thirtythree older adult drivers (70 to 88 years of age; μ = 75.2, σ = 4.8; 26 males, 7 females) and seventy‐two younger drivers (28 to 51 years of age; μ = 39.2, σ = 6.6; 41 males, 31 females) participated in this study. All participants had at least 5 years of driving experience and passed a test on sensitivity to simulator sickness (Motion Sickness/Simulator Sickness Screening Form MSSF; see Hoffman, Molino & Inman, 2003). After being selected based on their chronological age, participants were grouped according to their functional age. Functional age was based on scores on three tests of cognitive functioning, relating to reaction time, selective attention, and visual‐motor coordination (Determination Test © S1 [Schuhfried, 2003], Tachistoscopic Traffic Test Mannheim for Screen TAVTMB © S1 [Biehl, 2003], and adaptive tracking task [see e.g., Ponds, Brouwer & Van Wolffelaar, 1988; Withaar & Brouwer, 2003] respectively). We used the median reaction time provided by the Determination Test © , the overview score of the TAVTMB © and the performance on the second trial (third trial when considering the practice trial) of the adaptive tracking task. These three scores were first converted into normal scores (z‐scores) and then averaged (after making sure that scores on all tests were scaled in the same order, high scores indicating better performances than low scores). After having ranked participants according to their average score, participants that were in the lowest quartile (having the lowest average scores) were assigned to the oldest functional age group, and participants in the highest quartile (highest averages) were assigned to the youngest functional age group. Remaining participants (50% of all participants) were assigned to the “inbetween”‐group that we called ‘functionally middle‐aged’. 10 This section is identical to Section 6.2, except for the subsections on Procedure (8.2.2), Driver assistance system (8.2.6), Data‐sampling (8.2.7), and Questionnaires (8.2.8). 156
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Samenvatting Samenvatting Dit proef
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Samenvatting Verkeersveiligheidsmaa
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Samenvatting jongere automobilisten
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Curriculum Vitae Curriculum Vitae R
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