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Validation of Wiener Fahrprobe – A method description.

Hjälmdahl, Magnus LU and Varhelyi, Andras LU (2000) 13th ICTCT workshop
Abstract
On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA.



It is likely to assume that ISA will change the speed behaviour for the test drivers, but it is also likely that there will be secondary effects related to driver behaviour. Examples of such effects are a change in communication with other... (More)
On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA.



It is likely to assume that ISA will change the speed behaviour for the test drivers, but it is also likely that there will be secondary effects related to driver behaviour. Examples of such effects are a change in communication with other road users, improved car following behaviour or, on the negative side, compensatory or automated behaviour.



In order to assess the driver behaviour in the Lund trial, a method called Wiener Fahrprobe (WF) will be used. The method was originally developed by Risser and Brandstätter (1985) as an instrument to analyse driving behaviour in order to make sure whether a person is apt for driving a car or not. In the WF two observers ride along with the test-subject, one of them is doing standardised observations and the other is doing free observations (non-predictable events). In addition to the observers, an instrumented vehicle will be used to obtain continuos variables such as speed, speed-limit, distance to the vehicle in front etc.



When doing observations with observers on the spot there is always a scepsis that the test-subjects will be affected and behave in a way that does not correspond with their normal driving. There are a few studies that has dealt with this issue and there are some differences in the results. Höffner, K.J. (1978) found that the behaviour of moped riders did not change when they knew that they where observed. On the other hand, Rathmayer, Beilinson, Kallio, Raitio (1999) found that subjects driving in an instrumented car with and without the presence of an experiment leader had a lowered mean speed by 1-2 km/h when the experiment leader was present. They further found that acceleration and deceleration was smoothed down and lateral acceleration was reduced.



In Lund, all the test vehicles will be equipped with data-logs saving data about among others time, position and speed. These data are collected for two months before the installation of ISA and for 2*two months after the installation. These data will be compared with the data gathered during the test-drive and the differences, if any, will be analysed. The analysis will then show how and of which magnitude the drivers are affected by the observer. (Less)
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13th ICTCT workshop
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aeaac5a4-872f-48a9-921f-87154164b054 (old id 4462619)
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@misc{aeaac5a4-872f-48a9-921f-87154164b054,
  abstract     = {On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA.<br/><br>
<br/><br>
It is likely to assume that ISA will change the speed behaviour for the test drivers, but it is also likely that there will be secondary effects related to driver behaviour. Examples of such effects are a change in communication with other road users, improved car following behaviour or, on the negative side, compensatory or automated behaviour.<br/><br>
<br/><br>
In order to assess the driver behaviour in the Lund trial, a method called Wiener Fahrprobe (WF) will be used. The method was originally developed by Risser and Brandstätter (1985) as an instrument to analyse driving behaviour in order to make sure whether a person is apt for driving a car or not. In the WF two observers ride along with the test-subject, one of them is doing standardised observations and the other is doing free observations (non-predictable events). In addition to the observers, an instrumented vehicle will be used to obtain continuos variables such as speed, speed-limit, distance to the vehicle in front etc.<br/><br>
<br/><br>
When doing observations with observers on the spot there is always a scepsis that the test-subjects will be affected and behave in a way that does not correspond with their normal driving. There are a few studies that has dealt with this issue and there are some differences in the results. Höffner, K.J. (1978) found that the behaviour of moped riders did not change when they knew that they where observed. On the other hand, Rathmayer, Beilinson, Kallio, Raitio (1999) found that subjects driving in an instrumented car with and without the presence of an experiment leader had a lowered mean speed by 1-2 km/h when the experiment leader was present. They further found that acceleration and deceleration was smoothed down and lateral acceleration was reduced.<br/><br>
<br/><br>
In Lund, all the test vehicles will be equipped with data-logs saving data about among others time, position and speed. These data are collected for two months before the installation of ISA and for 2*two months after the installation. These data will be compared with the data gathered during the test-drive and the differences, if any, will be analysed. The analysis will then show how and of which magnitude the drivers are affected by the observer.},
  author       = {Hjälmdahl, Magnus and Varhelyi, Andras},
  language     = {eng},
  title        = {Validation of Wiener Fahrprobe – A method description.},
  year         = {2000},
}