Aside from dealing with driving dynamics related tasks, a driver in road traffic needs to process a large number of optical impressions, and assess them by priority and relevance. The time available for this during the process of driving is limited, distractions in the form of over-information (excessive information in a short timespan) or information deficits by obstructions of sight are considerable disturbing factors to searching for navigation points in the traffic space, which have a negative influence on detecting and reacting to manoeuvres from other road users. It should be understood that the amount of time for the safe handling of driving-related tasks, i.e. the timely danger recognition and reaction, is limited. At the same time, distractions to the practical vehicle handling occur from the handling of vehicle equipment (multimedia devices, navigation devices et al.) and communication itself (speaking with passengers or over the telephone) These combination the above effects are especially disadvantageous for drivers in the complex interactions of driver / vehicle / road, as they have a negative influence on priority ranking in danger recognition and substantially change the order of risk handling, and cause blindness phenomena. Over the course of the project, the navigation of experienced vehicle drivers in real interactions in the traffic space was analysed using the TÜV-certified view tracking and the complete danger potential was examined in viewing- and safety technical terms, with regard to order of priorities and danger recognition. Using the viewpointsystem® viewing recording and the detailed analyses from raster analysis programs, all navigation processes and viewing strategies for various driving tasks (risk situations) and actions (communication, handling of mobile phone and navigation devices) in terms of information management. The viewing and navigational behaviour of 6 experienced and 4 less experienced drivers was filmed on a route of over 1000 km in the city and extended surrounding areas of Vienna and Graz. In the course of the study, all viewing-related interactions in ?situations with risk of accidents and ?complex traffic situations in open land as well as urban areas were recorded and then analysed comprehensively. In detailed analyses, all traffic situations were disclosed with regard to visual-physiological interrelations, danger recognition and order of priorities. In detail, relations of blindness phenomena (information ‘overflow’ from too high information densities), defects in recognisability by static and dynamic viewing obstructions, bad contrast/colour recognition and distractions from light points (optical stimuli) were examined. Over the course of the study, detailed analyses revealed various distraction factors and negative influences on the navigation behaviour, danger recognition, and the execution of relevant reactions. Based on fundamentals and knowledge derived from numerous viewing behaviour studies, the authors sorted these factors into the following categories which represent the standard of scientific knowledge and accident cause research: * Time-distance incongruity; * Order of priorities; * Information density; * Static sight obstructions; * Dynamic sight obstructions’; * Shadowing by structural vehicle parts; * Distractions by unfavourably placed control elements inside the vehicle; * Bad visibility and recognisability; and * Traffic violation — Disregard of applicable regulations. It shows that the complete comprehension of the traffic situation by the driver allows the exact estimation of danger levels / potential. The more of the above categories apply, the higher is the danger for information errors and information defects, and relevant information may not be perceived. The incidence of perception-physiological phenomena (motion induced blindness, etc.) is also a consequence. As the results of the study „VSF-Ablenkungen“ show, a majority of distraction factors can be minimised by targeted measures and strategies. From the authors’ point of view, not only construction measures would be useful, but as well specialised training for vehicle drivers — already in the process of driver training — with regard to danger detection and possible compensation methods when deficits occur (risk assessment). By a multimedia use of viewpointsystem® viewing films, the currently only theoretical lectures on danger recognition in driving schools could be more vividly represented and serve the sensitisation of learner drivers already within the training process. The driving school should here function as “viewing school”, i.e. impart structured viewing strategies, which improve the overall quality of perception and danger recognition. The connections discussed above apply also to more experienced drivers, who, by routine and experience can compensate for isolated deficits, but are still subject to considerable danger in fringe areas of perception physiology. Here too, danger recognition should be discussed and presented according to selected examples in the course of a risk assessment training, making possible a sensitisation and improvement of the quality of perception. The main contacts for the results of the present study are driving schools. Training of driving school instructors and driving instructors could significantly help the topic of risk assessment gain more attention than so far. (Author/publisher)
Abstract