The perceived criticality of different time headways is depending on velocity |
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| Affiliation: | 1. School of Civil Engineering, The University of Queensland, Brisbane, QLD 4072, Australia;2. Department of IT Management, Faculty of Management, University of Tehran, Tehran, Iran;3. Department of Civil and Environmental Engineering, Amirkabir University of Technology (Tehran Polytechnic), Tehran, Iran;1. Insurance Institute for Highway Safety, 1005 N. Glebe Road, Arlington, VA 22201, United States;2. MIT AgeLab & New England University Transportation Center, 77 Massachusetts Avenue, E40-291, Cambridge, MA 02139, United States;3. Formerly of the MIT AgeLab & New England University Transportation Center, 77 Massachusetts Avenue, E40-291, Cambridge, MA 02139, United States;1. Dept. of Intelligent Mechanical Systems, Okayama University, Japan;2. Dept. of Industrial Engineering and Management Systems, University of Central Florida, United States;1. Transportation College, Southeast University, Sipailou 2#, Nanjing, Jiangsu Province 210018, PR China;2. Centre for Accident Research and Road Safety, Queensland University of Technology, 130 Victoria Park Road, Kelvin Grove, QLD 4059, Australia;1. Lab. for Transport Engineering, Department of Civil and Environmental Engineering, University of Cyprus, 75 Kallipoleos Str., P.O. Box 20537, 1678 Nicosia, Cyprus;2. Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5, Heroon Polytechniou Str., 15773, Zographou Campus, Greece |
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| Abstract: | Time headway (THW) presumably represents a velocity-independent measure of safe following distances during car-following. However, studies using on-road data show that drivers decrease their THWs as velocity increases (e.g., Brackstone, Waterson, & McDonald, 2009). This contradicts recent findings of simulator-based studies suggesting independence of velocity and chosen THW (Siebert, Oehl, & Pfister, 2014; Siebert, Oehl, Bersch, & Pfister, 2017). This study aimed at investigating the relationship between velocity and subjective risk of different THWs using an experimental setup with a motion-based driving simulator. N = 29 participants followed a preceding vehicle with five different velocities ranging from 30 km/h to 140 km/h in urban, rural and highway environments. At each velocity level, drivers were instructed to follow with three different THWs (0.7 s, 1.1 s and 1.5 s). Subjective criticality ratings were analysed for the different combinations of these independent variables (IV1: velocity, IV2: THW). Drivers rated situations with short THWs as more critical when following with slower velocities compared to higher velocities. These results show that the criticality of theoretically velocity-independent THWs is indeed depending on velocity. These findings have both theoretical implications, such as a better understanding of drivers’ car following behavior and risk acceptance, and practical implications as they may be used in the design of automated driving functions. |
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| Keywords: | Driver behavior Car following Risk assessment Behavioral adaptation |
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