Gómez Radhameris A, Samuel Siby, Gerardino Luis Roman, Romoser Matthew R E, Collura John, Knodler Michael, Fisher Donald L
R. A. Gómez. Human Performance Laboratory, Department of Civil and Environmental Engineering; S. Samuel, L. R. Gerardino, and M. R. E. Romoser, Human Performance Laboratory, Department of Mechanical and Industrial Engineering: J. Collura and M. Knodler, Department of Civil and Environmental Engineering; and D. L. Fisher, Department of Mechanical and Industrial Engineering, University of Massachusetts, Amherst, Amherst, MA 01003.
Transp Res Rec. 2011 Jan 1;2264:27-33. doi: 10.3141/2264-04. Epub 2012 Feb 27.
In the United States, 78% of pedestrian crashes occur at noninter-section crossings. As a result, unsignalized, marked midblock crosswalks are prime targets for remediation. Many of these crashes occur under sight-limited conditions in which the view of critical information by the driver or pedestrian is obstructed by a vehicle stopped in an adjacent travel or parking lane on the near side of the crosswalk. Study of such a situation on the open road is much too risky, but study of the situation in a driving simulator is not. This paper describes the development of scenarios with sight limitations to compare potential vehicle-pedestrian conflicts on a driving simulator under conditions with two different types of pavement markings. Under the first condition, advance yield markings and symbol signs (prompts) that indicated "yield here to pedestrians" were used to warn drivers of pedestrians at marked, midblock crosswalks. Under the second condition, standard crosswalk treatments and prompts were used to warn drivers of these hazards. Actual crashes as well as the drivers' point of gaze were measured to determine if the drivers approaching a marked midblock crosswalk looked for pedestrians in the crosswalk more frequently and sooner in high-risk scenarios when advance yield markings and prompts were present than when standard markings and prompts were used. Fewer crashes were found to occur with advance yield markings. Drivers were also found to look for pedestrians much more frequently and much sooner with advance yield markings. The advantages and limitations of the use of driving simulation to study problems such as these are discussed.
在美国，78%的行人撞车事故发生在非十字路口处。因此，无信号灯控制、有标记的街区中间人行横道成为了整治的主要目标。许多此类撞车事故发生在视线受限的情况下，即驾驶员或行人获取关键信息的视线被停在人行横道近端相邻行车道或停车道上的车辆遮挡。在开放道路上研究这种情况风险太大，但在驾驶模拟器中研究则不然。本文描述了如何开发具有视线限制的场景，以比较在驾驶模拟器上，在两种不同类型路面标记的条件下潜在的车辆与行人冲突情况。在第一种情况下，使用提前让行标记和指示“在此让行行人”的符号标志（提示），以警告驾驶员在有标记的街区中间人行横道处有行人。在第二种情况下，使用标准的人行横道处理方式和提示来警告驾驶员这些危险。测量实际撞车事故以及驾驶员的注视点，以确定在高风险场景中，当有提前让行标记和提示时，与使用标准标记和提示相比，接近有标记的街区中间人行横道的驾驶员是否更频繁、更早地寻找人行横道上的行人。结果发现，使用提前让行标记时发生的撞车事故更少。还发现，使用提前让行标记时，驾驶员寻找行人的频率更高、时间更早。本文还讨论了使用驾驶模拟来研究此类问题的优点和局限性。
