VTechWorks Repository :: Browsing by Author "Hanowski, Richard J."

Browsing by Author "Hanowski, Richard J."

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AI Dash Cam Performance Benchmark Testing
Camden, Matthew C.; Soccolich, Susan A.; Ridgeway, Christie; Parks, R. Lucas; Hanowski, Richard J. (2023-06-30)
The objective of this project was to benchmark the performance of three driver monitoring systems (DMSs): Motive DC-54, Samsara HW-CM32, and Lytx DriveCam SF400. The study was conducted in two phases. Phase One was an assessment to benchmark the performance of the three DMSs. This phase involved testing the ability of each system to successfully capture and alert unsafe driver behavior. Phase Two of the study, the user performance benchmarking phase, acquired feedback from heavy vehicle drivers regarding various attributes of each system’s quality. One hundred eighty-eight (188) CMV drivers with an active commercial driver’s license (CDL-A) participated in the survey.
Analysis of Car Cut-ins Between Trucks Based on Existing Naturalistic Driving Data
Sarkar, Abhijit; Engström, Johan; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2022-03-21)
For successful operation of cooperative adaptive cruise control, the participating vehicles follow certain operational criteria. For truck platooning, the participating trucks are required to maintain a minimum inter-vehicular distance for efficient vehicle-to-vehicle communication and better fuel efficiency. In order to ensure such operations, it is necessary to study the behavior of other agents in the roadway that may disrupt a platooning chain. A car cut-in is generally regarded as a disruption to the natural flow of traffic. In general, a cut-in takes place when a vehicle from the adjacent lane comes between the host vehicle and a lead vehicle, and in turn becomes the lead vehicle. In this work, we have searched 2.1 million miles of naturalistic truck driving data to identify candidate close cut-in scenarios. Then we analyzed approximately 18,500 cut-in cases to study the effects of car cut-ins under different platooning operating conditions, including following distance and headway. This study demonstrates the probability of cut-ins as a function of the following distance. The study found that the probability of cut-in increases when the host vehicle keeps a following distance greater than 23.5 meters. It also shows that as a result of a cut-in, the host vehicle often needs to brake and increase distance with the original lead vehicle by 15.5 meters. This scenario shows how the following vehicle reacts to a cut-in scenario. We further analyzed the safety implications of cut-in situations by computing the changes in time to collision. As the following behavior of the driver is one of the major factors governing cut-ins, we also analyzed the typical following behavior of the drivers in terms of following distance, following duration, following headway, and following speed. We assessed the safety of typical following distances through mathematical models. We believe that the study will significantly benefit researchers working with platoon control systems and coordinated platooning models to develop strategies towards the successful deployment of platooning and countermeasures for cut ins.
Applying the Crash Trifecta Approach to SHRP 2 Data
Dunn, Naomi J.; Hickman, Jeffrey S.; Soccolich, Susan A.; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2018-04-06)
The crash trifecta model does not consider crash genesis as a simple unitary element, but rather as a convergence of three separate, converging elements: (1) unsafe pre-incident behavior or maneuver; (2) transient driver inattention; and (3) an unexpected traffic event. Previous results from Phase I of the Crash Trifecta study showed that the presence of all three crash trifecta elements increased as the severity of a safety-critical event (SCE) increased. Given the limited number of crashes available in Phase I, however, it was not possible to identify trends in the presence of specific crash trifecta elements or to break the data down by incident type or crash severity. The current study built on the methods and results from Phase I by applying the crash trifecta model to the Second Strategic Highway Research Program (SHRP 2) Naturalistic Driving Study (NDS), which greatly increased the number of SCEs available for analysis. The results of Phase II show that elements well within a driver’s control are at the core of the majority of SCEs. Unsafe driving behavior was the most prevalent crash trifecta element, occurring in 70% of crashes and 52% of near-crashes. Unsafe driving behavior combined with transient inattention contributed to over 25% of crashes and almost 33% of at-fault crashes in the current study, compared to 5% of near-crashes and 8% of at-fault near-crashes, indicating that a crash is much more likely to occur if the unsafe driver is also not paying attention. The prevalence of the remaining two crash trifecta elements (i.e., transient inattention and unexpected event) varied depending on the severity of the SCE. An unexpected event was more likely to be present in near-crashes (74%) compared to crashes (25%), while the opposite was true for transient inattention near-crashes (28%) and crashes (43%). The increased number of SCEs in Phase II compared Phase I meant that the data set could be broken down by incident type for a more in-depth assessment of the applicability of the crash trifecta model. Of the 16 different incident types, the most common crashes were animal related, rear end (striking), rear end (struck), and road departure (left or right). The most common near-crashes were animal related, rear end (striking), sideswipe (same direction), and turn into path (same direction). The majority of different types of near-crashes tended to be associated with pedestrians, animals, pedalcyclists, or other vehicles behaving unexpectedly. The presence of transient inattention in a number of incident types resulted in a higher proportion of crashes than near-crashes. As was the case in Phase I, the results of the current Phase II study suggest that assigning a single, unitary critical reason as the proximal cause of the SCE without considering additional contributing factors is likely to be a limitation that does not address the complexities involved in the genesis of a crash.
Assessing the Effects of Driving Inattention on Relative Crash Risk
Klauer, Charlie (Virginia Tech, 2005-11-07)
While driver distraction has been extensively studied in laboratory and empirical field studies, the prevalence of driver distraction on our nation's highways and the relative crash risk is unknown. It has recently become technologically feasible to conduct unobtrusive large-scale naturalistic driving studies as the costs and size of computer equipment and sensor technology have both dramatically decreased. A large-scale naturalistic driving study was conducted using 100 instrumented vehicles (80 privately-owned and 20 leased vehicles). This data collection effort was conducted in the Washington DC metropolitan area on a variety of urban, suburban, and rural roadways over a span of 12-13 months. Five channels of video and kinematic data were collected on 69 crashes and 761 near-crashes during the course of this data collection effort. The analyses conducted here are the first to establish direct relationships between driving inattention and crash and near-crash involvement. Relative crash risk was calculated using both crash and near-crash data as well as normal, baseline driving data, for various sources of inattention. Additional analyses investigated the environmental conditions drivers choose to engage in secondary tasks or drive fatigued, assessed whether questionnaire data were indicative of an individual's propensity to engage in inattentive driving, and examined the impact of driver's eyes off the forward roadway. The results indicated that driving inattention was a contributing factor in 78% of all crashes and 65% of all near-crashes. Odds ratio calculations indicated that fatigued drivers have a 4 times higher crash risk than alert drivers. Drivers engaging in visually and/or manually complex tasks are at 7 times higher crash risk than alert drivers. There are specific environmental conditions in which engaging in secondary tasks or driving fatigued is deemed to be more dangerous, including intersections, wet roadways, undivided highways, curved roadways, and driving at dusk. Short, brief glances away from the forward roadway for the purpose of scanning the roadway environment (e.g., mirrors and blind spots) are safe and decrease crash risk, whereas such glances that total more than 2 seconds away from the forward roadway are dangerous and increase crash risk by 2 times over that of more typical driving.
Assessment of a Drowsy Driver Warning System for Heavy Vehicle Drivers: Final Report
Olson, Rebecca Lynn; Morgan, Justin F.; Hanowski, Richard J.; Daily, Brian; Zimmermann, Richard P.; Blanco, Myra; Bocanegra, Joseph L.; Fitch, Gregory M.; Flintsch, Alejandra Medina (United States. National Highway Traffic Safety Administration, 2008)
Drowsiness has a globally negative impact on performance, slowing reaction time, decreasing situational awareness, and impairing judgment. A field operational test of an early prototype Drowsy Driver Warning System was conducted as a result of 12 years of field and laboratory studies by the National Highway Traffic Administration and the Federal Motor Carrier Safety Administration. This project included Control and Test groups. The final data set for the analysis consisted of 102 drivers from 3 for-hire trucking fleets using 46 instrumented trucks. Fifty-seven drivers were line-haul and 45 were long-haul operators. The data set contained nearly 12.4 terabytes of truck instrumentation data, kinematic data, and video recordings for 2.4 million miles of driving and 48,000 driving-data hours recorded, resulting in the largest data set ever collected by the U.S. Department of Transportation. In this study, 53 research questions were addressed related to safety benefits, acceptance, and deployment. Novel data reduction procedures and data analyses were used. Results showed that drivers in the Test Group were less drowsy. Drivers with favoring opinions of the system tended to have an increase in safety benefits. Results of the assessment revealed that the early prototype device had an overall positive impact on driver safety.
Assessment of Drowsy-Related Critical Incidents and the 2004 Revised Hours-of-Service Regulations
Olson, Rebecca Lynn (Virginia Tech, 2006-12-08)
In 2004, 5,190 people were killed due to a traffic accident involving a commercial motor vehicle (CMV), up from 4,793 people killed in 2001 (Traffic Safety Facts, 2004; Traffic Safety Facts, 2001). Driver drowsiness is an important issue to consider when discussing CMVs. According to the FMCSA, over 750 people are killed and 20,000 people are injured each year due to drowsy CMV drivers (as cited in Advocates for Highway and Auto Safety, 2001). Driver drowsiness is an important issue for CMV drivers for several reasons, including long work shifts, irregular schedules and driving long hours on interstates and highways with no scenic interruptions to help keep the driver alert. Because of these and other factors, including the high mileage exposure that CMV drivers face, drowsiness is an important issue in a CMV driver's occupation. There were two main goals to this research: 1) gain a better understanding of the time-related occurrences of drowsy-related critical incidents (i.e., crashes, near-crashes and crash-relevant conflicts), and 2) obtain drivers' opinions of the 2004 Revised Hours-of-Service regulations. To do this, recent data were used from a Field Operational Test conducted by the Virginia Tech Transportation Institute in which 103 participants drove in an instrumented heavy vehicle for up to 16 weeks; video data, and sensor data were collected from each participant. In addition, actigraph data was collected from 96 of the 103 participants. Each vehicle was instrumented with four video cameras to capture images of the drivers face, the forward roadway, and the adjacent lanes on each side of the truck. In addition, multiple sensors were installed in the vehicle in order to collect data such as the driver's speed, braking patterns and steering wheel movement. These data were combined to provide a complete picture of each driver's environment and behavior while they drove their normal routes. Data analysts reviewed the data for critical incidents (crashes, near-crashes, and crash-relevant conflicts) and determined a drowsiness level for each incident; these downiness levels were compared to drowsiness levels of baseline incidents (i.e., normal driving periods). The results show that drivers were more likely to have a drowsy-related critical incident between 2:00 pm and 2:59 pm. In addition to the video and sensor data, each driver was asked to fill out a subjective questionnaire regarding the revised HOS regulations. Drivers preferred the revised HOS regulations over the old HOS regulations and the number one item that was preferred in the revised HOS regulations is the 34-hour restart which allows drivers to restart their work week by taking off 34 consecutive hours.
Case Study on the Impact of Treating Sleep Apnea in Commercial Motor Vehicle Drivers: Sleep Apnea Programs from Two Leading U.S. Carriers and Focus Group Findings
Mabry, J. Erin; Baker, Stephanie Ann; Hickman, Jeffrey S.; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2012-09-28)
Approximately one in four commercial motor vehicle (CMV) drivers in the U.S. are estimated to possess mild or higher levels of obstructive sleep apnea (OSA), the most common sleep-breathing disorder that is associated with significant medical consequences (including cardiovascular disease and diabetes). A major symptom of sleep apnea is excessive daytime sleepiness, which is highly correlated to impaired driving performance and may result in an increased risk of being in traffic--or work-related incidents. The most prescribed and cost-effective first-line treatment for OSA is nasal continuous positive airway pressure (CPAP). Two leading U.S. carriers partnered with commercial sleep apnea providers to implement obstructive sleep apnea (OSA) programs that screen, diagnose, treat, and manage their OSA-positive CMV drivers. This case study provides an overview of these OSA programs; outlines each carrier's screening, testing, and compliance protocols; and compares and contrasts their approaches. Focus group research was also conducted with drivers and staff involved in each program to assess their perceptions and opinions of their respective OSA programs. While the majority of drivers expressed overall satisfaction participating in their carrier's OSA program, both drivers and staff stressed the difficulty of healthy eating, exercise, and weight loss as adjunct OSA treatments. Finally, staff expressed the importance of coordination between the carrier and the OSA provider to provide driver support.
Case Study on Worksite Health and Wellness Program for Commercial Motor Vehicle Drivers
Mabry, J. Erin; Hickman, Jeffrey S.; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2013-10)
Due to the elevated prevalence of overweight and obesity in the transportation industry and the risks that accompany obesity, a health and wellness (H&W) program at a leading trucking organization was initiated to reduce obesity and the associated risks. In 2008 Schneider National Inc. (SNI), along with United Healthcare (UHC) and Atlas Ergonomics, launched a company-wide, voluntary H&W Program with their employees. Atlas is a leading ergonomic service and technology provider for healthcare, office, and transportation environments. Since the H&W Program launched in 2008, UHC and Atlas have worked with SNI to offer health and wellness programs, ergonomic and injury prevention services, on-site physical therapy and health screens, and overall wellness coaching to approximately 17,000 company-insured employees, including commercial drivers, at twelve SNI operating centers across the U.S. and Canada. Employee spouses are also eligible to enroll in the H&W Program. The purpose of this Case Study is to detail SNI’s H&W Program with Atlas Ergonomics and UHC and to evaluate the opinions, perceptions, and program satisfaction of participating drivers and program staff. The findings from this Case Study will aid in the development of recommendations for a carrier-implemented H&W program.
Challenges in Conducting Empirical Epidemiological Research with Truck and Bus Drivers in Diverse Settings in North America
Soccolich, Susan A.; Ridgeway, Christie; Mabry, J. Erin; Camden, Matthew C.; Miller, Andrew M.; Iridiastadi, Hardianto; Hanowski, Richard J. (MDPI, 2022-09-30)
Over 6.5 million commercial vehicle drivers were operating a large truck or bus in the United States in 2020. This career often has high stress and long working hours, with few opportunities for physical activity. Previous research has linked these factors to adverse health conditions. Adverse health conditions affect not only the professional drivers’ wellbeing but potentially also commercial motor vehicle (CMV) operators’ safe driving ability and public safety for others sharing the roadway. The prevalence of health conditions with high impact on roadway safety in North American CMV drivers necessitates empirical epidemiological research to better understand and improve driver health. The paper presents four challenges in conducting epidemiological research with truck and bus drivers in North America and potential resolutions identified in past and current research. These challenges include (1) the correlation between driving performance, driving experience, and driver demographic factors; (2) the impact of medical treatment status on the relationship between health conditions and driver risk; (3) capturing accurate data in self-report data collection methods; and (4) reaching the CMV population for research. These challenges are common and influential in epidemiological research of this population, as drivers face severe health issues, health-related federal regulations, and the impact of vehicle operation on the safety of themselves and others using the roadways.
CMV Driver Health Outreach
Trimble, Tammy E.; Morgan, Justin F.; Hanowski, Richard J.; Blanco, Myra (National Surface Transportation Safety Center for Excellence, 2013-10)
Many commercial motor vehicle (CMV) drivers struggle to maintain a healthy lifestyle against the demands of their job. While some previous CMV health programs have been developed, these programs have either not been widely implemented or they fail to adequately address the needs of CMV drivers with programs adaptable to their unique lifestyle challenges. Additionally, reaching this highly fragmented and mobile population has proven difficult. This report describes the development of an integrated social networking-based health effort, called Driving Healthy. The main objective of Driving Healthy was to create a unique health and wellness resource for the CMV community that provides trusted information about a variety of health topics in an easy-to-access fashion, as well as timely updates via social networking platforms. Specific objectives included the development and enhancement of the Driving Healthy website and the social networking platforms that complement the website. In doing so, additional driver-focused health information was produced, along with new outreach tools and materials and expanded connectivity options for this outreach effort. This report documents two project phases. Phase I of the project spanned the period of January 1, 2010, through July 31, 2011, with the sites being launched in January 2011. Phase II covers August 1, 2011, through November 15, 2012, and included the development of additional outreach tools.
Commercial Motor Vehicle Crash Risk by Time of Day
Camden, Matthew C.; Soccolich, Susan A.; Hickman, Jeffrey S.; Rossi-Alvarez, Alexandria; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2020-11-16)
Despite a plethora of research examining commercial motor vehicle (CMV) crash risk as a function of time of day, there are few studies that have included objective measures of exposure. The purpose of this study was to use carrier-owned crash and electronic logging device (ELD) data to assess CMV crash rates and, as a function of time of day, using the amount of driving time in each hour as a measure of exposure. This study used the recently completed the Hour-of-Service (HOS) Rules Impact Analysis (under agency review), which contained crash and driver duty status data from 11 carriers with 36,000 crashes and ELD data from over 134,000 drivers over 21,639,182 log-days. The dataset included carrier descriptive information, detailed crash variables, driver log variables, and driver information. Three analyses were performed: crash rate by hour of day, crash rate by daytime vs. nighttime period, and crash rate by morning rush hour, evening rush hour, and non-rush hour periods. Results showed that CMV crash rates per 1 million driving hours were highest at nighttime in the 9:00 p.m. hour, 11:00 p.m. hour, and between 2:00 a.m. and 7:00 a.m. This study also provided some explanation for the inconsistencies in previous results regarding the effect of time of day on CMV crash risk related to operational differences among carriers.
Commercial motor vehicle health and fatigue study: final report
Wiegand, Douglas M.; Hanowski, Richard J.; McDonald, Shelby E. (National Surface Transportation Safety Center for Excellence, 2009-02-11)
Fatigue is a major risk factor in commercial motor vehicle operations, identified in naturalistic driving studies as a contributing factor in approximately 20 percent of safety-critical incidents. Understanding the nature of fatigued driving requires attention to several elements of the driving situation, including driver characteristics. The purpose of the present report is to explore driver body mass index (BMI) as a characteristic which may put one at increased risk for driving while fatigued.
Common Data Elements between the Large Truck Crash Causation Study Investigations and Commercially Available Onboard Monitoring Systems
Marburg, T. Laurel; Hickman, Jeffrey S.; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2015-01-28)
At the heart of traffic safety is the identification of factors that lead to crashes. With this knowledge, interventions can be developed to mitigate or prevent these factors from occurring in the future. Post hoc reconstructions of crashes (e.g., the Large Truck Crash Causation Study; LTCCS) and naturalistic driving studies have provided information on crash genesis. However, there is another source of driving data that is currently untapped. Today, numerous commercial vehicle fleets, transit fleets, and personal vehicles use onboard safety monitoring (OBSM) systems to monitor and improve driving behavior. Data from these video-based OBSM systems could be used by researchers to learn more about crash genesis and address some of the limitations inherent in post-crash reconstruction. This study created a data directory of common data elements in the LTCCS, commercially available, video-based OBSM systems, and other public sources to be used together to provide researchers with more valid and reliable information on crash genesis. Researchers used the LTCCS codebook as the structure of the new data directory. The LTCCS variables were analyzed by a trained researcher, who determined whether the variable could be collected with an OBSM system or through related information by using one of three responses: yes, no, and maybe. Lytx™ and SmartDrive were used as comparison OBSM system vendors to determine the kind and types of data they can capture. Other related sources such as Police Accident Reports (PARs) were used as possible sources of information for each variable when relevant. If a variable was labeled as “MAYBE,” the conditions under which the variable could be captured by a video-based OBSM system or through related information were outlined. Analysis determined that approximately half of all 802 variables in the LTCCS codebook could be captured using video-based OBSM systems and related information. In addition, another almost 30% of the variables were labeled as “MAYBE.” An analysis of the data collected in the actual LTCCS revealed that only 75% of the crashes had data and 48% of the variables had the option to be coded as “unknown.” Based on the results in the current report, it appears that the use of OBSM systems and other data sources could yield a similar amount of data as that obtained by data analysts in the LTCCS.
A Complex Driving Scenario for Describing Safety-Critical Event Causation
Dunn, Naomi J.; Hickman, Jeffrey S.; Hanowski, Richard J. (2014-08-25)
Crash Risk and Mobile Device Use Based on Fatigue and Drowsiness Factors in Truck Drivers
Toole, Laura (Virginia Tech, 2013-01-07)
Driver distraction has become a major concern for the U.S. Department of Transportation (US DOT). Performance decrements are typically the result of driver distraction because attentional resources are limited, which are limited; fatigue and drowsiness limit attentional resources further. The purpose of the current research is to gain an understanding of the relationship between mobile device use (MDU), fatigue, through driving time and time on duty, and drowsiness, through time of day and amount of sleep, for commercial motor vehicle drivers. A re-analysis of naturalistic driving data was used to obtain information about the factors, MDU, safety-critical events (SCE), and normal driving epochs. Odds ratios were used to calculate SCE risk for 6 mobile device use subtasks and each of the factors, which were divided into smaller bins of hours for more specific information. A generalized linear mixed model and chi-square test were used to assess MDU for each factor and the associated bins. Results indicated visually demanding subtasks were associated with an increase in SCE risk, but conversation on a hands-free cell phone decreased SCE risk. There was an increase in SCE risk for visual manual subtasks for all bins in which analyses were possible. Drivers had a higher proportion of MDU in the early morning (circadian low period) than all other times of day that were analyzed. These results will be used to create recommended training and evaluate policy and technology and will help explain the relationship between MDU, fatigue, and drowsiness.
Crash Trifecta: A Complex Driving Scenario Describing Crash Causation
Dunn, Naomi J.; Hickman, Jeffrey S.; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2014-07-28)
When determining crash causation, crash databases emphasize a single, unitary critical reason (CR) as the primary proximal cause of a safety-critical event (SCE), which leaves no room for the specification of any other potential contributing factors to the crash/event genesis. This is despite the fact that it is well established in the transportation safety field that crash genesis typically involves a convergence of several factors. The aim of this study was to investigate the crash trifecta concept to determine if the convergence of multiple elements, rather than a single, unitary critical reason, has greater value in explaining the complexities of crash genesis. Specifically, the crash trifecta concept is defined as three separate, but converging, elements: 1. Unsafe pre-incident behavior or maneuver (e.g., speeding, tailgating, unsafe turn); 2. Transient driver inattention (which may be driving related, such as mirror use, or unrelated, such as reaching for an object); and 3. An unexpected traffic event (e.g., unexpected stopping by the vehicle ahead). The value of the crash trifecta concept and convergence concepts in crash causation is that these concepts provide a structure for understanding the complexities of crash genesis. Thus, the crash trifecta concept may help explain the differences between the genesis of a crash and lower-severity SCEs (e.g., near-crashes).
Data and methods for studying commercial motor vehicle driver fatigue, highway safety and long-term driver health
Stern, Hal S.; Blower, Daniel; Cohen, Michael L.; Czeisler, Charles A.; Dinges, David F.; Greenhouse, Joel B.; Guo, Feng; Hanowski, Richard J.; Hartenbaum, Natalie P.; Krueger, Gerald P.; Mallis, Melissa M.; Pain, Richard F.; Rizzo, Matthew; Sinha, Esha; Small, Dylan S.; Stuart, Elizabeth A.; Wegman, David H. (Elsevier, 2019-05)
This article summarizes the recommendations on data and methodology issues for studying commercial motor vehicle driver fatigue of a National Academies of Sciences, Engineering, and Medicine study. A framework is provided that identifies the various factors affecting driver fatigue and relating driver fatigue to crash risk and long-term driver health. The relevant factors include characteristics of the driver, vehicle, carrier and environment. Limitations of existing data are considered and potential sources of additional data described. Statistical methods that can be used to improve understanding of the relevant relationships from observational data are also described. The recommendations for enhanced data collection and the use of modern statistical methods for causal inference have the potential to enhance our understanding of the relationship of fatigue to highway safety and to long-term driver health.
Developing a Web-Based Return-on-Investment Calculator for Truck Safety Technologies
Camden, Matthew C.; Medina-Flintsch, Alejandra; Hickman, Jeffrey S.; Feng, Xueting; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2020-10-08)
Although large truck advanced safety technologies such as automatic emergency braking, lane departure warning, and video-based onboard monitoring are becoming more prevalent, adoption rates and use are lagging due to concerns about return on investment (ROI). To address this, researchers at the Virginia Tech Transportation Institute (VTTI) developed an Excel-based ROI calculator and accompanying user manual. This report describes an extension of that original project: a web-based version of that calculator available at https://www.vtti.vt.edu/roicalculator/. The report describes the rationale behind the calculator and an provides an overview of the resources available on the website.
Development and evaluation of a naturalistic observer rating of drowsiness protocol : final report
Wiegand, Douglas M.; McClafferty, Julie A.; McDonald, Shelby E.; Hanowski, Richard J. (National Surface Transportation Safety Center for Excellence, 2009-02-25)
VTTI researchers have developed a method for rating driver drowsiness based on the evaluation of naturalistic video footage of the driver's face and upper torso. This measure, referred to as the Observer Rating of Drowsiness (ORD) is based on subjective assessments of the driver's facial tone, behavior, and mannerisms, and is set to a 100-point continuous scale. ORD is assessed based on the 60 seconds of video prior to a trigger event (or baseline epoch). Therefore, ORD is a relatively quick/efficient method for assessing one's drowsiness level, which can then be used to describe a driver's state and investigate whether drowsiness was a contributing factor to a safety-critical event.
Development of a Performance Specification for Camera/Video Imaging Systems on Heavy Vehicles
Wierwille, Walter W.; Schaudt, William A.; Spaulding, Jeremy M.; Gupta, Santosh K.; Fitch, Gregory M.; Wiegand, Douglas M.; Hanowski, Richard J. (United States. National Highway Traffic Safety Administration, 2008-07)
This document provides revised final performance specifications for Camera/Video Imaging Systems (C/VISs) used in heavy vehicles. The specifications are based on a combination of analyses including driver needs and human factors, current and future video technology, systems analyses, focus groups, preliminary tests, and formal on-road tests. In these specifications C/VISs are divided into two categories: surrogates, which take the place of the essential side mirrors, and enhancements, which are all other applications. The specifications are written in three parts: an introductory section defining terms and stating general requirements, a section providing detailed specifications for two surrogate configuration concepts and nine enhancement concepts, and a section providing additional common detailed specifications. The specifications are intended to serve as a culmination of best approaches and practices for development of viable C/VISs. It is expected that if the specifications are followed, they will result in feasible and reasonably uniform implementation, thereby making the heavy vehicle driver's task more efficient. For background information and research justification of the specifications, the reader is referred to the companion final report, Development of a Performance Specification for Camera/Video Imaging Systems on Heavy Vehicles, DOT HS 810 960 (Wierwille, Schaudt, Spaulding, Gupta, Fitch, Wiegand, & Hanowski, 2007).

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