Assisting the older driver - SWOV

Effects of a driver support system on workload and driving performance
No support
Support
Young
(n=10)
Middleaged
(n=20)
Old
(n=10)
Young
(n=10)
Middleaged
(n=20)
Old
(n=10)
Average reaction time at
intersections (s)
Average fraction missed at
intersections
Subjective workload total
trip (RSME)
Mean waiting distance
before passing intersections
(m)
Mean lateral position before
passing intersections (cm) a
Mean acceleration at
intersections (m/s 2 )
Mean speed at intersections
(km/h)
1.180 1.297 1.622 1.256 1.367 1.666
0.215 0.281 0.443 0.246 0.320 0.452
53 47 56 54 47 53
12.0 10.6 12.0 11.5 12.3 13.5
‐ 11 ‐ 21 ‐36 ‐8 ‐10 ‐40
0.75 0.80 0.72 0.79 0.74 0.75
25.94 25.49 25.67 25.99 25.35 25.86
Number of crashes 4 6 2 1 1 7
Number of route errors 2 4 9 2 9 10
a
Negative values indicate a lateral position that is closer to the side of the road.
Table 8.7. Comparison of overall data for drives with and without ADAS.
8.3.3. Messages regarding priority regulation
Dependent on the priority regulation in force, three different messages were
sent to the driver. After turning left or right, the driver was either told that
from that moment on he was riding on a major road and therefore had right
of way (RoW), or that on that road traffic should yield to vehicles
approaching from the right (YtR). Per drive, these messages were sent 7 and
14 times respectively. The third message was sent if participants were
approaching a major road (AMR). This last message was only sent if the
participant was driving at a speed that was higher than 30 km/h, assuming
the driver had already adjusted his behaviour if he was driving slower. As a
result, some participants received this message more often than others.
Frequencies varied from 9 to 12. Relying on the rule that persons that drove
less than 30 km/h did not receive this message, functionally older drivers
approached major roads at a lower speed than younger drivers. Whereas
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