Assisting the older driver - SWOV

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Effects of a driver support system on workload and driving performance Separate mixed between‐within analyses of variance for the two actions that were distinguished in the section on workload showed that the interaction effect for acceleration was only significant for those situations in which participants turned left into a minor road (F(2, 37) = 7.829, p = 0.001, η 2 = 0.297). At these intersections, functionally young participants accelerated faster if they were supported, whereas functionally middle‐aged participants accelerated slower. The acceleration of functionally old participants was not affected by driver support. These extra analyses also indicated that at these same intersections, participants turned at a higher speed (1.09 km/h) if they were supported than when they were not supported. That is, there was a main effect of driver support for participants’ speed at the intersections at which participants turned left into a minor road (F(1, 37) = 7.631, p = 0.009, η 2 = 0.171). Safety of decisions Mixed between‐within analyses of variance for deceleration measures Acc_Pre and Acc_Crit showed that assistance in gap selection only affected the average deceleration of vehicles at the moment the participant drove off with the intention to pass the intersection (Acc_Pre). The relevant vehicles (i.e., those having right of way) had to decelerate less on average during the drives during which participants were supported, than during the drives without driver support (see Table 8.11 for means and standard errors; F(1, 37) = 6.753, p = 0.013, η 2 = 0.154). In that respect, assistance in gap selection appeared to improve the safety of driver decisions. This main effect of support was also significant for both previously distinguished actions (F(1, 37) = 6.791, p = 0.013, η 2 = 0.155 for turning onto a major road, and (F(1, 37) = 4.299, p = 0.045, η 2 = 0.104 for turning left into a minor road). In case of turning onto a major road, the gap selection related to gaps between crossing vehicles. In case of turning left into a minor road, gap selection related to gaps between oncoming vehicles. Note that the latter action concerns the same situations as for which it was unclear why RoW‐messages would affect the safety of driver decisions (see Section 8.3.3). Evidently the improved safety of driver decisions at these intersections was brought about by messages regarding safe gaps to cross oncoming vehicles. Functional age did not affect the safety of decisions, neither as a main effect nor as part of an interaction effect. 175
Assisting the older driver Acc_Pre (lower values = less safe decisions) Acc_Crit (higher values = fewer safe decisions) Mean Standard error Mean Standard error Gap No support Support ‐ 0.042 0.123* 0.042 0.038 0.157 0.124 0.021 0.018 * p < 0.05 Table 8.11. Means for safety of gap selection, without and with driver support. 8.3.5. Messages regarding an obstructed view of the intersection At three intersections, participants’ attention was drawn to the obstructed view of the intersection. This message was only sent if the participant was driving at a speed that was higher than 30 km/h. As a result, some participants received this message more often than others. Except for two functionally middle‐aged participants, all participants received all three messages. The other two participants only received two of them. Workload Data on workload was available for one intersection. Mixed between‐within analyses of variance showed that reaction times and fractions missed while passing this intersection did not differ between support condition (F(1, 34) = 1.344, p = 0.254, η 2 = 0.038 and F(1, 34) = 0.635, p = 0.431, η 2 = 0.018 respectively) nor between functional age groups (F(2, 34) = 2.483, p = 0.099, η 2 = 0.127 and F(2, 34) = 1.592, p = 0.218, η 2 = 0.086 respectively). General driving behaviour Driving behaviours that can be affected by messages regarding obstructed view of the intersection are the participants’ waiting position before passing the intersection (distance from the intersection), and their speed while passing the intersection. The former indicator was only available for both support conditions for 26 participants. As the waiting position was only determined if participants had made a full stop, this means that some participants kept on driving while passing all three intersections even though they had no view of the intersection. Given the fact that on each of these intersections participants had to yield to traffic approaching from the right, not coming to a stop was even more dangerous. Taking the average for the drives with and without driver support, 10% of the functionally young, 18% of the functionally middle‐aged, and 35% of the functionally old participants did not stop at any of the intersections. 176
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Assisting the older driver Intersec
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SWOV‐Dissertatiereeks, Leidschend
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Promotor: Copromotor: Beoordelingsc
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3.2.3. Conclusions regarding future
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7.3. Preconditions for safe use of
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Assisting the older driver Appendix
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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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Samenvatting voordeel dat ze de rij
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Dankwoord Dankwoord Het schrijven v
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Curriculum Vitae Curriculum Vitae R
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Assisting the older driver Nottingh
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