Human Factors Guidelines for Road Systems: Second Edition

Campbell, John L.; Lichty, Monica G; Brown, James L.; Richard, Christian; Graving, Justin S.; Graham, Jerry L; O'Laughlin, Mitchell K; Torbic, Darren J.; Harwood, D W

doi:10.17226/22706

Cited by 82 publications

(76 citation statements)

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“…Consistently with previous studies [18] that grouped curve negotiation in approach, discovery, entry and negotiation, and exit, curve trajectories were studied analyzing the curve itself as well as the 150 m preceding and following the curve. These sections were named curve approach (from 150 m before the curve to the point of curvature), curve (from the point of curvature to the point of tangent), and curve exit (from the point of tangent to 150 m after the curve).…”

Section: Classification Of Curve Trajectoriesmentioning

confidence: 90%

An Exploratory Analysis of Curve Trajectories on Two-Lane Rural Highways

et al. 2018

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This paper is aimed at obtaining a better understanding of driving behavior on horizontal curves of two-lane rural highways in terms of trajectories in relation to the different curve radii and directions by a driving simulator experiment. The driving simulator experiment involved 50 drivers and eight classes of curve radii, ranging from 125 m to 800 m. Overall, 2000 curve trajectories were analyzed and classified. Six major classes were defined: (1) ideal behavior, (2) normal behavior, (3) driving close to the centerline, (4) driving outside in curve approach, (5) cutting, and (6) correcting. Furthermore, 21 sub-classes were introduced to consider both lane departures and location of the corrective actions. The CATANOVA tests and Bhapkar’s tests showed that both the curve radius and the curve direction had a significant effect on the classification results. To get a clearer understanding of the effect of the curve radius and direction on curve negotiation, three macro-classes corresponding to safe, intermediate, and dangerous behavior were introduced. The safest behaviors significantly increased with the curve radius while the most dangerous behaviors significantly decreased with the curve radius. Furthermore, left curves showed a higher proportion of dangerous trajectories. Overall, it seems that the driving trajectories are a promising surrogate measure of safety as highlighted by the correlation between the trajectories identified as dangerous and the radii of the curves.

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Section: Classification Of Curve Trajectoriesmentioning

confidence: 90%

An Exploratory Analysis of Curve Trajectories on Two-Lane Rural Highways

et al. 2018

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“…Recent research emphasizes the need for a more system-based approach to intersection safety, in which the perspectives of different road users, training and licensing, enforcement, as well as organisational, political, societal, and economic factors are considered (Cornelissen et al, 2015;Salmon et al, 2016;Stefanova et al, 2015). We agree that the present study represents only part of the causal chain leading to crashes, and various other aspects, such as the effects of road infrastructure, are worthy topics of investigation (Campbell et al, 2012). At the same time, there are diminishing returns on pursuing more systemic influences when it comes to creating tractable crash countermeasures (De Winter 2014;Reason, 1999).…”

Section: Discussionmentioning

confidence: 70%

Concurrent audio-visual feedback for supporting drivers at intersections: A study using two linked driving simulators

et al. 2017

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A large portion of road traffic crashes occur at intersections for the reason that drivers lack necessary visual information. This research examined the effects of an audio-visual display that provides real-time sonification and visualization of the speed and direction of another car approaching the crossroads on an intersecting road. The location of red blinking lights (left vs. right on the speedometer) and the lateral input direction of beeps (left vs. right ear in headphones) corresponded to the direction from where the other car approached, and the blink and beep rates were a function of the approaching car's speed. Two driving simulators were linked so that the participant and the experimenter drove in the same virtual world. Participants (N = 25) completed four sessions (two with the audio-visual display on, two with the audio-visual display off), each session consisting of 22 intersections at which the experimenter approached from the left or right and either maintained speed or slowed down. Compared to driving with the display off, the audio-visual display resulted in enhanced traffic efficiency (i.e., greater mean speed, less coasting) while not compromising safety (i.e., the time gap between the two vehicles was equivalent). A post-experiment questionnaire showed that the beeps were regarded as more useful than the lights. It is argued that the audio-visual display is a promising means of supporting drivers until fully automated driving is technically feasible.

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“…The shortcoming of this approach is that, on occasion the combination of different road elements and/or a certain road design in a certain setting creates a visual scene that results in improper driving decisions and undue crash risk. This is changing somewhat with more widespread acceptance of human factors in highway engineering [13,14,15].…”

Section: Introductionmentioning

confidence: 99%

Visual Grouping and Its Application to Road Design and Traffic Control

Forbes¹

2020

ToTS

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Visual or perceptual grouping refers to the tendency of the visual system to aggregate discrete stimuli into larger wholes. It is the process of determining which regions and parts of the visual scene belong together as parts of higher order perceptual units such as objects or patterns. The central hypothesis of Gestalt psychology is that the mind forms these global wholes through autonomous processes in the brain using the following principles-simplicity, proximity, similarity, closure, common fate, continuity, and figure-ground. An understanding of the Gestalt principles of visual grouping helps explain why alert and attentive motorists can sometimes make inexplicably bad decisions concerning speed and/or path of travel, and can be used by designers to engineer safer roads.

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Human Factors Guidelines for Road Systems: Second Edition

Cited by 82 publications

References 0 publications

An Exploratory Analysis of Curve Trajectories on Two-Lane Rural Highways

An Exploratory Analysis of Curve Trajectories on Two-Lane Rural Highways

Concurrent audio-visual feedback for supporting drivers at intersections: A study using two linked driving simulators

Visual Grouping and Its Application to Road Design and Traffic Control

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