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Development of Human Factors Guidelines for ATIS and CVO Identify Strengths and Weaknesses of Alternative Information Display Formats
Hulse, Melissa C.; Dingus, Thomas A.; Mollenhauer, Michael A.; Liu, Y. C.; Jahns, Steven K.; Brown, T.; McKinney, B. (United States. Federal Highway Administration, 1993-10)
This report is one of a series produced as part of a contract designed to develop precise, detailed, human factors design guidelines for Advanced Traveler Information Systems (ATIS) and Commercial Vehicle Operations (CVO). The goals of the work covered in this report were to: (1) identify information format alternatives for ATIS devices for both private drivers and CVO applications, and (2) identify research issues that must be addressed in order to develop effective information format guidelines. To achieve these goals, and to make the greatest progress possible toward the ultimate project goal of guideline development, the project developed the strategy of turning the current state of knowledge into tools applicable to any ATIS design. Four primary design-decision tools were developed. These tools are intended to help either professional or nonprofessional human factors designers make appropriate tradeoff decisions in designing effective ATIS displays. The four tools are: (1) Sensory Modality Allocation, (2) Trip Status Allocation, (3) Display Format Allocation, and (4) Display Location.
TravTek Evaluation Task C3 - Camera Car Study
Dingus, Thomas A.; McGehee, Daniel V.; Hulse, Melissa C.; Jahns, Steven K.; Manakkal, N.; Mollenhauer, Michael A.; Fleischman, Rebecca N. (United States. Federal Highway Administration, 1995-06)
The goal of the TravTek Camera Car Study was to furnish a detailed evaluation of driving and navigation performance, system usability, and safety for the TravTek system. To achieve this goal, an instrumented "camera car" was developed to provide comprehensive driving performance and behavior measurement capability. Six navigation test configurations were evaluated in the camera car study. These included: TravTek route-map display, TravTek route-map display with supplementary voice guidance. . TravTek symbolic guidance-map display. . TravTek symbolic guidance-map display with supplementary voice guidance. . Paper map. . Paper textual direction list. A primary finding of this research was that turn-by-turn guidance information (whether presented verbally, in a textual list or by a graphic display) enhances the performance, usability, and/or safety when compared with alternatives which provide holistic route information. For this study, the TravTek turn-by-turn with voice condition and a paper direction list (with a large legible font and similar in layout to a computer generated list found at some rental-car counters) provided the best overall performance. The TravTek turn-by turn without voice and route-map with voice conditions were comparable in many respects to these conditions, but did not perform as well with respect to driving performance and safety-related driver error. In contrast, the TravTek route-map without voice had the greatest overall impact on the driving task and was the least safe of all the navigation conditions tested. However, these safety differences are mitigated by user experience, and by driver selection of other available options (as shown in other TravTek studies). The paper map control condition was the least usable means of navigation in the study and resulted in substantially worse navigation performance than any other condition.
Development of Human Factors Guidelines for Advanced Traveler Information Systems and Commercial Vehicle Operations: Literature Review
Dingus, Thomas A.; Hulse, Melissa C.; Jahns, Steven K.; Alves-Foss, J.; Confer, S.; Rice, A.; Roberts, I.; Hanowski, Richard J.; Sorenson, D. (United States. Federal Highway Administration, 1996-11)
The purpose of Task A was to conduct a literature review of human factors-applicable articles associated with Advanced Traveler Information Systems (ATIS) and ATIS-related commercial vehicle operations (CVO) systems. Specifically, Task A was to assess existing human factors guidelines to determine their applicability to ATIS systems and identify research gaps that would be filled to establish complete and comprehensive ATIS guidelines. As with any literature review, the conduct of Task A was treated as a foundation for subsequent tasks. The duration of Task A (3 months) was such that some of the literature of interest could not be obtained prior to publication of this document. Thus, the literature review does not, in effect, end with this report.
Development of Human Factors Guidelines for Advanced Traveler Information Systems and Commercial Vehicle Operations: ATIS Function Transitions
Campbell, J. L.; Hanowski, Richard J.; Hooey, B. L.; Gore, B. F.; Kantowitz, Barry H. (United States. Federal Highway Administration, 1999-12)
The objective of the first experiment reported below was to measure the cognitive demands associated with transitioning across Advanced Traveler Information System (ATIS) functions. This required the development of both objective and subjective indices of driver behavior and cognition. To accomplish this, a small number of pre-drive trip scenarios that invoke appropriate transitions across ATIS functions were developed. Driving performance under more representative conditions was investigated in experiment 2 using a driving simulator. This study investigated several issues on the influence of an ATIS on driving behavior. The questions asked were: 1. How does a moving map display of the current vehicle location influence driving performance? 2. How do ATIS control inputs influence driving performance? Should they be allocated to pre-drive? Is it too much to expect the driver to do while in transit? 3. Do ATIS messages affect drivers' reactions to roadway events? 4. Does message potency affect drivers' reactions to roadway events? Overall, the two experiments reported here suggest that in-vehicle ATIS devices can be learned, understood, and successfully used by drivers for both pre-drive trip planning tasks and on-road driving conditions. ATIS devices have the potential to improve driver compliance to regulatory information, as compared with standard roadside signs. While concurrent visual and auditory ATIS alert messages may be beneficial, the visual ATIS messages alone are significantly better than roadside signage alone. While cognitive demands associated with ATIS transitions and ATIS complexity should continue to be a concern, these demands can be addressed by selecting ATIS functions with clear benefits to the driving task.
Development of Human Factors Guidelines for Advanced Traveler Information Systems and Commercial Vehicle Operations: Display Channels
Kantowitz, Barry H.; Hanowski, Richard J.; Garness, Sheila A. (United States. Federal Highway Administration, 1999-12)
Three experiments were conducted in a driving simulator to evaluate effects of in-vehicle message modality and message format on comprehension and memory for younger and older drivers. Visual icons and text messages were effective in terms of high comprehension and high memory retention over a 50-sec delay period for both older and younger drivers. Auditory icons (earcons) were unsuitable for older drivers, although younger drivers performed well using symbolic and speech in-vehicle messages. For visual only, auditory only, and auditory plus visual messages both textual and symbolic message formats were equally effective. No adverse effects of in-vehicle message presentation were found for lateral and longitudinal vehicle control. Implications of these findings for development of ATIS guidelines were discussed.
Phoenix Metropolitan Model Deployment Initiative Evaluation Report
Zimmerman, Carol A.; Marks, J.; Jenq, Jeffrey H.; Cluett, Chris; DeBlasio, Allan; Lappin, Jane; Rakha, Hesham A.; Wunderlich, Karl (United States. Federal Highway Administration, 2000-04)
This report presents the evaluation results of the Phoenix, Arizona Metropolitan Model Deployment Initiative (MMDI). The MMDI was a three-year program of the Intelligent Transportation Systems (ITS) Joint Program Office of the U.S. Department of Transportation. It focused on aggressive deployment of ITS at four sites across the United States, including the metropolitan areas of San Antonio, Seattle, NY/NJ/Connecticut as well as Phoenix. The focus of the deployments was on integration of existing ITS and deployment and integration of new ITS components. Nineteen public sector agencies and thirteen private firms participated in AZTech, the name given to the Phoenix MMDI. The evaluation encompassed fifteen AZTech projects. Eight projects provided advanced traveler information services; four projects were concerned with traffic management systems; and three deployed transit management systems. Traveler information services used public traffic and transit data from the central AZTech server along with data from the private sector. To address diverse market segments a wide range of dissemination technologies was used, including a personalized messaging system, Trailmaster Web site, commercialized Web page, Traffic Check Cable TV, in-vehicle navigation devices, Fastline personal communication device, transit status information, and travel information kiosks. AZTech's traffic management systems included eight "Smart Corridor" projects, three of which were included in the evaluation. Traffic management systems were deployed to provide interjurisdictional traffic signal coordination along major arterial roads in the region and to implement a computer-aided incident management system to facilitate efficiency and accuracy of incident investigations. Three transit management systems were deployed, all with automatic vehicle location technology to aid in dispatch and to provide status information to travelers. Integration among these various projects was a key feature of the AZTech program. The evaluation focused on six key study areas: network efficiency, safety, energy and emissions, customer satisfaction, costs of deployment, benefit/cost analysis, and institutional lessons. The intent was to evaluate changes in each of these areas brought about by deployment of new projects, as well as integration of both new and existing projects. This report presents the observed impacts of each of the fifteen MMDI projects and their integration and provides conclusions and recommendations based on the results.
Metropolitan Model Deployment Initiative San Antonio Evaluation Report
Carter, M.; Cluett, Chris; DeBlasio, Allan; Dion, Francois; Hicks, B.; Lappin, Jane; Novak, D.; Rakha, Hesham A.; St-Onge, C.; Van Aerde, Michael W. (United States. Department of Transportation, 2000-05)
This report presents the evaluation results of the San Antonio, Texas Metropolitan Model Deployment Initiative (MMDI). The MMDI was sponsored by the US Department of Transportation and focused on aggressive deployment of Intelligent Transportation Systems (ITS) at four sites, including San Antonio, Seattle, the New York/New Jersey/Connecticut metro area, and Phoenix. The general focus of the deployments was on the integration of existing ITS and the deployment of innovative traveler information projects. The San Antonio MMDI sought to make improvements in six key transportation goals. The first of these goals was the expansion and strengthening of the institutional framework necessary for successful ITS deployment and integration. The second goal was to improve traffic management through the expansion of the existing TransGuide freeway management system and the integration of a portion of that expanded system with a newly deployed arterial management system. The third goal of the San Antonio MMDI was to offer improved traveler information through enhancements to the existing TransGuide Web site and the deployment of 500 public agency in vehicle navigation units and 40 information kiosks. The fourth goal involved the deployment of train-sensing capabilities to provide integrated highway rail / traveler information system. The fifth goal focused on an emergency tele-medicine system linking ambulances in the field with receiving hospitals to provide superior emergency services. The final goal was to offer an integrated, area-wide database of real-time traffic conditions. This database is intended to fuse information from multiple sources in order to provide travel speeds for freeways and major arterials. The AVI tag component, which uses probe technology, was technically sound, but failed to attain significant market penetration to provide arterial travel times. This report focuses on the impact of these improvements in terms of system efficiency, safety, fuel consumption, customer satisfaction, cost effectiveness, and institutional impacts. Based on these metrics, the report concludes that the integration of ITS can offer substantial benefits, however, these benefits are not guaranteed. In order to maximize the opportunities for success, the report recommends undertaking a strategic approach and preparing to make a long-term commitment to ensure successful ITS deployment and integration.
Impact of Sleeper Berth Usage on Driver Fatigue, Final Project Report
Dingus, Thomas A.; Neale, Vicki L.; Garness, Sheila A.; Hanowski, Richard J.; Keisler, Aysha S.; Lee, Suzanne E.; Perez, Miguel A.; Robinson, Gary S.; Belz, Steven M.; Casali, John G.; Pace-Schott, E. F.; Stickgold, Robert A.; Hobson, J. A. (United States. Federal Motor Carrier Safety Administration, 2002)
The goal of this project was to assess the impact that sleeper berth usage has on operator alertness. Forty-seven males and nine females participated in this study, constituting 13 teams and 30 single drivers. All drivers who participated in this study were recruited from one of four for-hire commercial trucking companies. Two tractors, a 1997 Volvo L4 VN-series tractor and a 1995 Peterbilt 379, with functionally identical instrumentation packages and data collection systems, were used for the study. The data acquisition system functioned to record four camera views, including the drivers face; driving performance information, including steering, lane departure, and braking; sleeper berth environmental data, including noise, vibration, and temperature; subjective alertness ratings; and data from the Nightcap sleep-monitoring system. The following results were obtained: (1) Sleeping in either a stationary or moving sleeper berth was shown to adversely affect sleep quality and quantity when compared to the home sleep data. This was particularly true for team drivers in moving trucks. (2) Team drivers generally acquired more sleep (greater than one hour per day on average) than did single drivers, with single drivers reporting six hours of sleep per 24-hour period and team drivers reporting just over seven hours per 24-hour period. (3) Team drivers had significantly more sleep disturbances than did single drivers. A primary cause of these disturbances appeared to be noise and vibration present in the sleeper berth of a moving truck. (4) In general, single drivers were rated as not drowsy more often and team drivers, who were rated as somewhat drowsy or moderately drowsy more often. However, of the 20 very/extremely drowsy episodes captured by Observer Ratings of Drowsiness, 16 were from single drivers. (5) Single drivers had many more critical incidents at all levels of severity relative to team drivers. (6) The frequency of critical incidents and driver errors varied significantly by the Hour of Day. However, many more incidents occurred during the afternoon and early evening as opposed to late at night. (7) Single drivers were more alert in the morning and gradually become fatigued during the day, whereas team drivers maintained a relatively constant level of alertness throughout the 24-hour clock.
Field and Modeling Framework and Case Study of Truck Weigh Station Operations: Final report
Katz, Bryan J.; Rakha, Hesham A. (Virginia Tech. Virginia Tech Transportation Institute, 2002-01)
Weigh-in-Motion (WIM) systems improve the capacity of weigh station operations significantly by screening trucks while traveling at high speeds and only requiring trucks within a threshold of a maximum permissible gross of axle weight to be weighed on more accurate static scales. Consequently, the operation of a weigh station is highly dependent on the accuracy of the screening WIM system. This thesis develops a procedure for relating axle accuracy to gross vehicle accuracy and develops a field and modeling framework for evaluating weigh station operations. The WIM scale operation at the Stephens City weigh station in Virginia is examined to demonstrate how the field and modeling framework can be applied to evaluate the operation of a weigh station. Specifically, the field evaluation evaluated the accuracy of the WIM technology in addition to the operations of the weigh station in terms of service time, system time, and delay incurred at the static scales. During the field evaluation of the Stephens City WIM load cell system, the WIM technology was found to estimate truck weights to within 6 and 7 percent of the static weights 95 percent of the time. The modeling framework provides a methodology that can be used to determine the effects of the truck demand, the WIM accuracy, the system threshold, and the WIM calibration on system performance. The number of vehicles sent to the static scale and bypass lanes as well as the amount of delay experienced were analyzed for various system characteristics. The proposed framework can be utilized to estimate vehicle delay at a weigh station.
Task 1 Report for the National Highway Traffic Safety Administration: Identification and trade study analysis of alternative rear signaling systems
Lee, Suzanne E.; Wierwille, Walter W.; Klauer, Charlie (United States. Federal Highway Administration, 2002-03)
Rear-end crashes are the most frequently occurring type of collision, accounting for approximately 29% of all crashes and resulting in a substantial number of injuries and fatalities each year. Rear-end collisions in which the lead vehicle is stopped or moving very slowly prior to the crash account for the majority of these accidents. Over the years several initiatives have addressed the problem of rear-end crashes, with limited success. The most public of these ventures was the center high-mounted stop lamp (CHMSL), which was required to be present on automobiles beginning with model year 1986. The long-term effectiveness of the CHMSL has leveled off at about a 4% effectiveness in preventing rear-end crashes, which means there is still much room for improvement. The goal of this research effort is to develop and test a small number of enhanced rear-lighting concepts that have the potential to reduce the number of rear-end collisions. These are to include problems with stopped vehicles. This report encompasses the first task of the research effort. Task 1 involved investigating all previous efforts to develop enhanced rear-lighting systems, determining the causes of rear-end crashes, and developing a short list of rear-lighting alternatives to be tested in future research efforts under this project. The literature review revealed that numerous rear-lighting systems have been proposed over the past 30 years. Focus groups conducted with law enforcement officers found that the most common cause of rear-end crashes is driver inattention and distraction, with following too closely as the next most common cause. A review of several crash database analyses revealed similar results, as did a study in which drivers of striking vehicles were interviewed. The final subtask was to conduct a trade study to suggest two to three rear-lighting concepts for further study. An expert panel consisting of twelve rear-lighting experts was assembled. The trade study was conducted electronically (email) via a series of three questionnaires. This process resulted in the recommendation of three rear-lighting configurations for further refinement. Algorithms for the activation and deactivation of these systems were also developed during Task 1.
Case study evaluation of the Virginia Department of Transportation's I-81 ITS program
Baker, Stephanie Ann (United States. Federal Highway Administration, 2002-03-15)
The primary goal of this report is to provide information to the Sponsors, Policy Committee, and Management of the I-81 ITS Program that may improve the Program. In order to do this, the report focuses on the development of the Program and the lessons learned. Through lessons learned, recommendations are made about how the Program can be improved. The evaluation covers the period from November 1999 through September 2001. The period of performance for the conduct and writing of the evaluation was September 2001 through March 2002. There are three sections to this report. The first is a background description of the I-81 ITS Program, including a discussion of other ITS projects that may have influenced the Program. The second is an analysis of steps taken to develop the Program, and the third is a list of barriers the Program is facing and recommendations for how to overcome these challenges and improve the Program.
Historical Development of the Travel Shenandoah Pilot Service
Baker, Stephanie Ann; Hintz, Rewa; Trimble, Tammy E. (United States. Federal Highway Administration, 2002-05)
The purpose of this report is to document the historical development of the Travel Shenandoah pilot project. This report will not attempt to describe in detail the entire five-year history; rather it will focus on the major events that helped evolve the program into what it is now. The history covers the period from pre-deployment in 1997, through the evolution of the service into 511 Virginia in February 2002. By analyzing past documents, a history has been developed and is presented in chronological format in this report. This history will become the background for a formal evaluation of the new 511 Virginia service, formerly Travel Shenandoah. There are three sections to this report. The first section is a summary of the original pilot Travel Shenandoah Service. The second is a history from 1997 to 2002, including a brief description of the new 511 Virginia service. The final section is a discussion of the evolution of the Travel Shenandoah business model.
I-81 ITS Program Evaluation Plan
Baker, Stephanie Ann; Schroeder, Aaron D.; Rakha, Hesham A.; Hintz, Rewa (United States. Joint Program Office for Intelligent Transportation Systems, 2003-07)
This document presents the evaluation framework that the Virginia Tech Transportation Institute (VTTI) has prepared for Phase II of the Virginia Department of Transportation's (VDOT) I-81 ITS Model Safety Corridor Program, more commonly referred to as the I-81 ITS Program. The document also includes a description of the I-81 ITS Program, how this evaluation framework was developed, and who has been involved.
Light Vehicle-Heavy Vehicle Interactions: A Preliminary Assessment Using Critical Incident Analysis
Hanowski, Richard J.; Keisler, Aysha S.; Wierwille, Walter W. (United States. Federal Motor Carrier Safety Administration, 2004-05)
Two recently completed on-road, in situ data collection efforts provided a large data set in which to conduct an examination of near-crashes and crashes (critical incidents) that occurred between light vehicles (LV) and heavy vehicles (HV). Video and other sensor data collected during the two studies were used to characterize critical incidents that were recorded between LV and HV drivers. Across both studies, 210 LV-HV critical incidents were recorded. Of these, 78 percent were initiated by the light vehicle driver. Aggressive driving, on the part of the LV driver, was found to be the primary contributing factor for LV driver initiated incidents. For HV driver initiated incidents, the primary contributing factor was poor driving technique. The results suggest that efforts at addressing LV-HV interaction incidents should focus on aggressive light vehicle drivers. Additionally, it is recommended that HV drivers might benefit from improved driver training that includes instruction on defensive driving.
Enhanced Night Visibility Series, Volume XIII Phase III - Study 1: Evaluation of Discomfort Glare During Nighttime Driving in Clear Weather
McLaughlin, Shane B.; Hankey, Jonathan M.; Dingus, Thomas A. (United States. Federal Highway Administration, 2005)
Phase III-- Study 1 was performed to further explore findings on far infrared (FIR) systems from Phase II, to investigate near infrared (NIR) and high intensity discharge (HID) technologies, and to investigate detection and recognition of retroreflective infrastructure components. The empirical testing for this study was performed at the Virginia Smart Road testing facility during clear weather conditions. A total of 18 participants were involved in the study. A 6 by 3 by 17 mixed-factorial design was used to investigate the effects of 6 different types of vision enhancement systems, 3 age groups, and 17 object presentations on detection and recognition distances; subjective evaluations were obtained for the different systems as well. The results of the empirical testing suggest that infrared (IR) systems, when designed correctly, can provide pedestrian detection benefit in clear weather, particularly for pedestrians in dark clothing and veiled in the glare of oncoming headlamps. A wider field of view display appears to facilitate detection in curves of 1,250-m radius. Retroreflective objects may be detected earlier in an NIR display, but require direct visual observation to recognize the object or read signage. HID systems did not provide detection benefit over the baseline halogen headlamps tested.
Enhanced Night Visibility Series, Volume III: Phase II - Study 1: Visual Performance During Nighttime Driving in Clear Weather
Blanco, Myra; Hankey, Jonathan M.; Dingus, Thomas A. (United States. Federal Highway Administration, 2005-12)
Phase II-- Study 1 was performed as a stepping stone to expand the knowledge of how different vision enhancement systems can affect detection and recognition of different types of objects. The empirical testing for this study was performed on the Smart Road testing facility during clear weather conditions. A total of 30 participants were involved in the study. A 12 by 9 by 3 mixed-factorial design was used to investigate the effects of different types of vision enhancement systems, types of objects on the roadway, and driver's age on detection and recognition distances; subjective evaluations were obtained for the different systems as well. The results of the empirical testing suggest that no vision enhancement system consistently performs best in clear weather conditions. However, the halogen headlamp tested (low-beam configuration) consistently provided one of the longest detection and recognition distances, and even when other systems provided farther detection distances, these distances were generally not significantly different from halogen low beam. The only exception was the infrared thermal imaging system tested, which resulted in significantly farther detection distances for pedestrians and cyclists wearing dark-colored (low-contrast) clothing.
Enhanced Night Visibility Series, Volume I: Executive Summary
Hankey, Jonathan M.; Blanco, Myra; Gibbons, Ronald B.; McLaughlin, Shane B.; Dingus, Thomas A. (United States. Federal Highway Administration, 2005-12)
This volume, an executive summary of the Enhanced Night Visibility project, is the first of 18 volumes that report on the project's evaluation of the merit of implementing supplemental ultraviolet headlamps, supplemental infrared systems, and other vision enhancement systems (VESs) to enhance drivers' nighttime roadway safety. The entire project evaluated 18 VESs in terms of their ability to provide object detection and recognition. Objects included scenarios with pedestrians standing or walking in different locations on the roadway. Pedestrians were dressed in black, white, or blue clothing to produce varying levels of contrast with their surroundings. Detection and recognition testing took place in clear weather, rain, snow, and fog conditions. Project research also evaluated a subset of the VESs for their effect on drivers' disability and discomfort glare. The VESs were also tested for their value in facilitating drivers' detection of pavement markings and other traffic control devices. The results indicated that supplemental ultraviolet headlamps do not provide sufficient benefit to justify further testing; however, supplemental infrared vision enhancement systems do offer an improvement over headlamps alone for detection of pedestrians. Near infrared systems have the potential to provide an added benefit in detecting pedestrians in inclement weather, but the implementation of NIR technology is the key to achieving this benefit.
Enhanced Night Visibility Series, Volume II: Overview of Phase I and Development of Phase II Experimental Plan
Dingus, Thomas A.; Allen, Gary R.; Brich, Stephen C.; Neale, Vicki L.; Schroeder, Aaron D.; Blanco, Myra; Schnell, Thomas; Gillespie, James S.; Schroeder, Tracey T.; Simmons, Carole J.; Hankey, Jonathan M. (United States. Federal Highway Administration, 2005-12)
The focus of the Phase I effort was on the establishment of performance and design objectives to facilitate the deployment of ultraviolet A (UV-A) headlamps. This report describes the plan to develop UV-A headlamp specifications, evaluate fluorescent infrastructure materials, quantify glare and photobiological risks, expand the cost/benefit analysis, and demonstrate and implement the UV-A technology. It also includes a literature review that was conducted before the Phase II studies. As is often the case in large projects, some of the planned work eventually changed or was replaced to address more pressing issues. The later volumes of this report series detail what research occurred and why.
Enhanced Night Visibility Series, Volume VII: Phase II—Study 5: Evaluation of Discomfort Glare During Nighttime Driving in Clear Weather
Porter, Richard J.; Hankey, Jonathan M.; Binder, Stephanie C.; Dingus, Thomas A. (United States. Federal Highway Administration, 2005-12)
Phase II—Study 5 helped expand the knowledge of how current vision enhancement systems (VESs) affect the discomfort glare experienced by nighttime drivers. The empirical testing for this study was performed on the Smart Road. Sixty participants were involved in the study, which consisted of two data collection efforts. An 11 (VES) by 3 (Age) experimental design was used to investigate the effects of different types of VESs and driver’s age on discomfort glare. In addition, an evaluation of the Schmidt-Clausen and Bindels equation was performed to determine its predictive value in driving scenarios with oncoming glare. The results of the empirical testing suggest that halogen headlamps selected for this testing produce more discomfort glare than the high intensity discharge headlamps tested. There was also some indication that ultraviolet (UV)–A may add slightly to discomfort glare. In addition, modifications of the Schmidt-Clausen and Bindels equation may provide headlamp designers with insight into how drivers will rate discomfort glare of proposed headlamps.
Enhanced Night Visibility Series, Volume XII: Overview of Phase II and Development of Phase III Experimental Plan
Hankey, Jonathan M.; Blanco, Myra; Neurauter, Michael L.; Gibbons, Ronald B.; Porter, Richard J.; Dingus, Thomas A. (United States. Federal Highway Administration, 2005-12)
This volume provides an overview of the six studies that compose Phase II of the Enhanced Night Visibility project and the experimental plan for its third and final portion, Phase III. The Phase II studies evaluated up to 12 vision enhancement systems in terms of drivers' ability to detect and recognize objects, visibility of pavement markings, and discomfort caused by glare from oncoming headlamps. Drivers' ability to detect and recognize objects was assessed in clear, rain, fog, and snow conditions. The results indicated that supplemental ultraviolet headlamps do not provide sufficient benefit to justify further testing. The performance of supplemental infrared (IR) vision enhancement systems, on the other hand, was robust enough to suggest further investigation. As a result, additional IR testing, disability glare testing, and off-axis object detection on the Virginia Smart Road were proposed as a replacement for public road Phase III testing with UV-A. The details of the experimental plan for each of these testing areas are provided in the Phase III portion of this report.

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