Drivers' Brake Reaction Times

1971 ◽  
Vol 13 (1) ◽  
pp. 23-27 ◽  
Author(s):  
Gunnar Johansson ◽  
Kåre Rumar
Keyword(s):  
Reaction Time ◽  
Small Group ◽  
Correction Factor ◽  
Reaction Times ◽  
Large Group ◽  
The Road ◽  
On The Road

The object of this investigation was to determine the distribution of brake reaction times which can be expected from drivers who have to brake suddenly and completely unexpectedly in traffic situations. The experiments were carried out as follows: 1. Brake reaction time was measured on a large group of drivers (321), in an anticipated situation on the road (Brake reaction time 1). 2. A small group of drivers (5) was repeatedly tested in the same way (Brake reaction time 2). 3. The same small group was repeatedly tested in a surprise situation (Brake reaction time 3). 4. The ratio of brake reaction time 3 to brake reaction time 2 was used as a correction factor and applied to brake reaction time 1. The corrected median of the resulting distribution was 0.9 sec.; 25% of the group was estimated to have a brake reaction time longer than 1.2 sec.

Reaction Time as an Index of Traffic Sign Perception

1976 ◽  
Vol 18 (4) ◽  
pp. 381-391 ◽  
Author(s):  
Robert E. Dewar ◽  
Jerry G. Ells ◽  
Glen Mundy
Keyword(s):  
Reaction Time ◽  
Reaction Times ◽  
Reaction Time Data ◽  
Time Data ◽  
Identification Task ◽  
Traffic Sign ◽  
The Road ◽  
Visual Distraction ◽  
Correlational Data ◽  
On The Road

Verbal reaction times to identify and to classify 20 traffic sign messages were measured under three conditions-sign alone, sign plus visual loading task, and sign plus visual loading task plus visual distraction. Similar trends were found in the three experiments: reaction times were smaller for the classification task than for the identification task, smaller for warning than for regulatory signs, and smaller for verbal than for symbolic messages. Comparison of these reaction time data with on-the-road measures of legibility distance revealed significant correlations. The correlational data add credibility to laboratory measures of reaction times as valid indices of traffic sign perception.

Brake Perception-Reaction Times of Older and Younger Drivers

1993 ◽  
Vol 37 (2) ◽  
pp. 206-210 ◽  
Author(s):  
Neil D. Lerner
Keyword(s):  
Current Practice ◽  
Ecological Validity ◽  
Full Range ◽  
Age Groups ◽  
Reaction Times ◽  
Young Group ◽  
Highway Design ◽  
The Road ◽  
Normal Manner ◽  
On The Road

The time drivers require to react in braking situations underlies many practices in highway design and operations. There is concern whether the perception-reaction time (PRT) values used in current practice adequately meet the requirements of many older drivers. This study compared on-the-road brake PRTs for unsuspecting drivers in three age groups: 20–40, 65–69, and 70-plus years old. The method included features to enhance the ecological validity of the observed reactions: subjects drove their own vehicles in their normal manner; driving was on actual roadways; extended preliminary driving put the driver at ease and without expectation of unusual events at the time of the braking incident; the incident occurred at a location lacking features that might enhance alertness (e.g., curves, crests, driveways). Subjects drove an extended route, under the guise that they were making periodic judgments about “road quality.” At one point, a large crash barrel was remotely released from behind brush on a berm and rolled toward the driver's path. Although most of the fastest observed PRTs were from the young group, there were no differences in central tendency (mean = 1.5 s) or upper percentile values (85th percentile = 1.9 s) among the age groups. Furthermore, the current highway design value of 2.5 seconds for brake PRT appears adequate to cover the full range of drivers.

scholarly journals PSYCHOMOTOR AND COGNITIVE SKILLS THAT MAKE A DIFFERENCE IN TENNIS PLAYERS AT NATIONAL LEVEL

2020 ◽  
pp. 390-404
Keyword(s):  
Reaction Time ◽  
Cognitive Skills ◽  
National Level ◽  
Cognitive Model ◽  
Tennis Players ◽  
Sports Clubs ◽  
The Road ◽  
The Difference ◽  
On The Road ◽  
Materials Used

Tennis has become an extremely complex sport, with tennis players needing a team of specialists to maximise their sports performance. Performance tennis has proven that the difference between the players, in the conditions of similar technical-tactical performances, is made by the physical and mental training. Our paper aimed to investigate the subjective reality of junior tennis players in order to optimise their actions and activities by identifying a psychomotor and cognitive model of athletes ranked in the top area nationally. The research involved 75 tennis players - 40 boys and 35 girls aged between 14 and 16 years. The materials used were represented by the PSISELTEVA psychological testing system developed by the RQ Plus Company and calibrated to the Romanian population, which contains: levers, desk with buttons, pedals. The tests belonging to the computerised battery used in the research are: TRS (simple reaction time), TRD (discrimination reaction time), RCMV (intersegmental coordination), TUD (eye-hand coordination), ANALOGIE (analogical transfer), TAC (attention concentration), MT (topographical memory) and RNE (resistance to mental fatigue). Through the Mann-Whitney (U) test, significant differences were identified between the first tennis players in the national ranking and the players placed in the middle or final zone of the ranking, in terms of different psychomotor and cognitive coordinates (investigated in various environmental conditions). The results obtained are useful both for specialists working in the field of tennis (coaches, sports psychologists, physical trainers), athletes (boys and girls) aspiring on the road to great performance, but also for sports clubs.

scholarly journals DRIVER’S REACTION TIME IN A SIMULATED, COMPLEX ROAD INCIDENT

Transport ◽  
2014 ◽  
Vol 32 (1) ◽  
pp. 44-54 ◽  
Author(s):  
Rafał Stanisław Jurecki ◽  
Tomasz Lech Stańczyk ◽  
Marek Jacek Jaśkiewicz
Keyword(s):  
Reaction Time ◽  
Traffic Safety ◽  
Regression Line ◽  
Reaction Times ◽  
Test Group ◽  
Steering Wheel ◽  
Accident Risk ◽  
Passenger Cars ◽  
The Road ◽  
The Right

This paper presents an overview of research on the behaviour of drivers in simulated accident situations. The research was carried out by the authors of this work as a part of a research N N509 549 040 funded by the National Science Centre including new accident situations. The paper presents a description of the methodology and implementation of research on a track. During the tests, the simulation concerns about an accident risk situation involving pedestrians and passenger cars intruding the road area. In contrast to earlier research carried out by the authors, the scenario included the possibility of a pedestrian ‘entering’ from behind a curtain, both from the left and from the right sides of the road. This was possible thanks to a specially developed test stand. The paper analyses the values of driver’s reaction times characteristic to driver’s impact on: acceleration control pedals, service brake and steering wheel. In addition to the determination of average reaction time values and the regression line for the test group of 30 drivers, the assessment of the frequency of drivers taking individual defensive reactions was carried out. Keywords: traffic safety; collision; road accidents; regression equation; simulation.

scholarly journals Displays for Productive Non-Driving Related Tasks: Visual Behavior and Its Impact in Conditionally Automated Driving

2021 ◽  
Vol 5 (4) ◽  
pp. 21
Author(s):  
Clemens Schartmüller ◽  
Klemens Weigl ◽  
Andreas Löcken ◽  
Philipp Wintersberger ◽  
Marco Steinhauser ◽  
...  
Keyword(s):  
Driving Simulator ◽  
Reaction Times ◽  
Driving Performance ◽  
Automated Driving ◽  
Auditory Condition ◽  
Safety Critical ◽  
The Road ◽  
Within Subjects ◽  
On The Road ◽  
Vehicle Automation

(1) Background: Primary driving tasks are increasingly being handled by vehicle automation so that support for non-driving related tasks (NDRTs) is becoming more and more important. In SAE L3 automation, vehicles can require the driver-passenger to take over driving controls, though. Interfaces for NDRTs must therefore guarantee safe operation and should also support productive work. (2) Method: We conducted a within-subjects driving simulator study (N=53) comparing Heads-Up Displays (HUDs) and Auditory Speech Displays (ASDs) for productive NDRT engagement. In this article, we assess the NDRT displays’ effectiveness by evaluating eye-tracking measures and setting them into relation to workload measures, self-ratings, and NDRT/take-over performance. (3) Results: Our data highlights substantially higher gaze dispersion but more extensive glances on the road center in the auditory condition than the HUD condition during automated driving. We further observed potentially safety-critical glance deviations from the road during take-overs after a HUD was used. These differences are reflected in self-ratings, workload indicators and take-over reaction times, but not in driving performance. (4) Conclusion: NDRT interfaces can influence visual attention even beyond their usage during automated driving. In particular, the HUD has resulted in safety-critical glances during manual driving after take-overs. We found this impacted workload and productivity but not driving performance.

Driving Performance as a Function of Time on the Road

1987 ◽  
Vol 31 (7) ◽  
pp. 766-769
Author(s):  
Thomas A. Ranney ◽  
Valerie J. Gawron
Keyword(s):  
Reaction Time ◽  
Driving Simulator ◽  
Lateral Acceleration ◽  
Time Variability ◽  
Reaction Time Variability ◽  
The Road ◽  
Driving Time ◽  
On The Road ◽  
Instrumented Vehicle ◽  
Fatigue Driving

The effects of driving time were examined in two experiments, both involving two-hour drives. Experiment 1 used a fully instrumented vehicle on a closed course under nighttime conditions. Experiment 2 used an interactive driving simulator. In Experiment 1 effects of driving time were increases in the frequency of right-side lane departures, decreased speed, and increased speed variability, all consistent with decreased arousal associated with fatigue. Driving time effects in Experiment 2 included increased reaction time and reaction-time variability to signs as well increases in speed, lateral acceleration and in overall performance as reflected in pay, indicating compensation for the effects of fatigue. Differences between the experiments were examined as possible explanations for differences in results.

Patrol Car Reduces Driver Reaction Times

1988 ◽  
Vol 32 (15) ◽  
pp. 919-922
Author(s):  
Heikki Summala ◽  
Jarkko Hietamäki ◽  
Antero Lehikoinen ◽  
Jukka Vierimaa
Keyword(s):  
Reaction Times ◽  
The Road ◽  
On The Road

This research showed that when having passed a patrol car on the road side, drivers' responses to a cyclist coming from a side road occur at a shorter latency. When stopped and interviewed afterwards, the drivers were not able to veridically estimate the time available for their response.

Small Group Research: On the Road to Recovery?

1983 ◽  
Vol 28 (5) ◽  
pp. 380-382
Author(s):  
Daniel J. Isenberg
Keyword(s):  
Small Group ◽  
The Road ◽  
Group Research ◽  
On The Road ◽  
Small Group Research

Driver's Reaction Time in Evaluation of the Road Capacity

2015 ◽  
Vol 725-726 ◽  
pp. 1212-1217 ◽  
Author(s):  
Anastasiya Shevtsova ◽  
Ivan Novikov ◽  
Alexey Borovskoy
Keyword(s):  
Reaction Time ◽  
Road Network ◽  
Light Regulation ◽  
Light Control ◽  
Traffic Light ◽  
The Road ◽  
Road Section ◽  
Road Capacity ◽  
Traffic Light Control ◽  
On The Road

The paper gives an overview of researches of foreign scientists to change the driver's reaction time, depending on various road conditions, namely regarding the change of studied magnitude when using traffic-light signalization. Previously, the authors have carried out researches of capacity of road section with traffic light regulation, which allowed to establish the dependence of this parameter from the driver's reaction time. This paper proposes calculation of the road capacity using a variety values of the driver's reaction time derived from the analysis. The values obtained allow us to conclude that the inclusion of psychophysiological characteristics of drivers (such as reaction time) will affect both on road capacity and on the different methods of organization/reorganization of road networks sectors, which use the value of road capacity in their implementation.This article analyzes foreign researches devoted to changing the reaction time of drivers on the road conditions. Besides, the effect of changing the driver's reaction time on capacity of the road network sector with traffic-light control was considered.

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