Assisting the older driver - SWOV

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Effects of a driver support system on workload and driving performance found messages came too soon, 60% of the functionally old participants considered them to come too late. If asked whether they would buy the system if it were on the market, 35% of the participants gave an affirmative answer. Half of them was willing to pay for it. If they had the system installed in their car, 30% indicated that they would be more inclined to drive in an unfamiliar city. 8.5. Discussion and conclusions In this study, a driver support system was evaluated in terms of effects on workload, general driving behaviour and safety of driver decisions, as well as in terms of user acceptance. The driver support system was simulated while participants drove in a fixed base driving simulator, and provided the driver with information regarding priority regulation, safe gaps to join or cross traffic streams, obstructed views of intersections, one‐way streets and changed speed limits. The effects of the support system were compared between participants that differed in functional age, which was based on scores on three tests of cognitive functioning, relating to reaction time, selective attention, and visual‐motor coordination. 8.5.1. Effects on workload and driver performance The results of this study showed that all three safety‐related messages increased the safety of driver decisions. Messages regarding the priority regulation, obstructed view of an intersection, and safe gaps to join or cross traffic streams led to fewer and/or less decelerations of relevant other vehicles. These decelerations were considered to be precursors of a collision. Fewer and less decelerations can be regarded as safer decisions. The message regarding an unexpected one‐way street led to fewer route‐errors. In general, effects of the messages were the same for functionally young, middle‐aged and old drivers. The only interaction effect that was established concerned messages regarding an obstructed view of the intersection. Functionally middle‐aged participants appeared to profit the most from these messages as far as the safety of driver decisions was concerned. Workload was not reduced by the driver support system. To the contrary, messages regarding the approach of a major road and messages regarding an unexpected one‐way street even led to an increased workload as indicated by reaction times on a secondary task. Interaction effects of driver support and 185
Assisting the older driver functional age were not established for workload. However, functional age did affect workload in general. In most cases, functionally old participants had higher workloads than functionally young participants (see e.g., Ponds, Brouwer & Van Wolffelaar, 1988, and McDowd & Craik, 1988 for similar results). This seems to be the mere result of having to carry out two tasks simultaneously. The reaction times of drivers of different functional age groups were the same when they had to carry out a detection task while they were sitting in a parked simulator car. However, when performing the same task while driving, functionally old drivers had longer reaction times than both functionally young and middle‐aged drivers. A related study showed that as traffic situations got more difficult, the workload of all drivers increased further. However, this increase in workload did not increase with functional age. An interaction effect was only established for the increased effort needed to combine the primary and secondary task (Davidse, Van Wolffelaar, Hagenzieker & Brouwer, 2007; see Chapter 6). Driver support also affected general driving behaviour. Messages regarding an obstructed view of the intersection and messages which reminded participants that they had to yield to traffic from the right led to lower driving speeds on the corresponding intersections. Messages regarding safe gaps that were sent to participants who, while driving on a major road, turned left in front of oncoming vehicles, led to higher speeds while passing the intersections. For some messages, the actual delivery of the message was dependent on the behaviour of the participant. Messages regarding the approach of a major road or an obstructed view of the intersection, for example, were only sent if the participant drove at a speed that was higher than 30 km/h, assuming the driver had already adjusted behaviour to the local circumstances if he was driving slower. As a result, the average number of messages received by participants could vary. Surprisingly, functionally old participants received the fewest messages regarding safe gaps, the approach of a major road, and changed speed limits. A possible explanation for the first type of messages may be that older drivers stopped further away from the intersection to look for safe gaps in the traffic stream. A related study that examined other data of this same experiment showed that functionally old participants generally stopped two meters further away from the intersection to decide whether it was safe to join traffic after turning left or right than both young and middleaged participants did (13.8 m versus 11.7 m and 11.8 m respectively; see Davidse, Van Wolffelaar, Hagenzieker & Brouwer, 2007 or Chapter 6). As 186
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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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Physical and mental characteristics
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Strategies to improve the older dri
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Advanced driver assistance systems
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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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