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Human Factors Guidelines for a Safer Man-Road Interface

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Human Factors Guidelines for a Safer Man-Road Interface www.piarc.org 2016R20EN HUMAN FACTORS GUIDELINES FOR A SAFER MAN-ROAD INTERFACE Technical Committee 3.2. Design and Operation of Safer Road Infrastructure World Road Association STATEMENTS The World Road Association (PIARC) is a nonprofit organisation established in 1909 to improve international co-operation and to foster progress in the field of roads and road transport. The study that is the subject of this report was defined in the PIARC Strategic Plan 2012 – 2015 and approved by the Council of the World Road Association, whose members are representatives of the member national governments. The members of the Technical Committee responsible for this report were nominated by the member national governments for their special competences. Any opinions, findings, conclusions and recommendations expressed in this publication are those of the authors and do not necessarily reflect the views of their parent organisations or agencies. This report is available from the internet site of the World Road Association (PIARC): http://www.piarc.org Copyright by the World Road Association. All rights reserved. World Road Association (PIARC) Tour Pascal B - 19e étage 92055 La Défense cedex, FRANCE International Standard Book Number 978-2-84060-408-2 Frontcover © Comité 3.2 HUMAN FACTORS GUIDELINES FOR A SAFER MAN-ROAD INTERFACE Technical Committee 3.2. Design and Operation of Safer Road Infrastructure World Road Association 2016R20EN HUMAN FACTORS GUIDELINES FOR A SAFER MAN-ROAD INTERFACE AUTHORS/ACKNOWLEDGMENTS This report has been prepared by the Human Factors Working Groups of the PIARC Technical Committees 3.1 Road Safety (2004-2007), C.1 Safer Road Infrastructure (2008-2011) and 3.2 Design and Operation of Safer Road Infrastructure (2012-2015). The work is based on a literature study of experimental proofs about road characteristics that triggers accidents. It draws on a unique method of accident analysis with a Human Factors Evaluation Tool, which has been developed by Intelligenz System Transfer GmbH, Dr. Sibylle Birth, Germany. This has been refined through investigation of about 1,400 accident locations and validated within a double blind test design. The results were discussed and adapted to international requirements in the above mentioned PIARC’s Human Factors Working Group. A first edition of this report was published in 2008 as PIARC report 2008R18 Human Factors Guidelines for safer road infrastructure. The current version is updating and replacing the first edition. The main editor of this report is Dr. Sibylle Birth (Germany) with the following contributors: TC 3.1 Road Safety (2004-2007) • Lárus Ágústsson (Denmark) • Phil Allan (Australia) • Pascal Chambon (France) • Peter Elsenaar (Netherlands) • Francois Ganneau (France) • Mike Greenalgh (United-Kingdom) • Peter Hollo (Hungary) • Steve J. Lee (United-Kingdom) • Roberto Llamas Rubio (Spain) • Patrick Mallejacq (France) • Armand Rouffaert (Belgium) • Hans-Joachim Vollpracht (Germany) • Eddy Westdijk (Netherlands) TC C.1 Safer Road infrastructure (2008-2011) • Carlos de Almeida Rogue (Portugal) • Daniel Aubin (Canada-Quebec) • Deborah De Grasse (Canada) • John Douglas (Australia) • Marie-Line Gallene (France) • Mike Greenalgh (United-Kingdom) • Eric Locquet (France) HUMAN FACTORS GUIDELINES FOR A SAFER MAN-ROAD INTERFACE 2016R20EN TC 3.2 Design and Operation of Safer Road Infrastructure (2012-2015) • Carlos de Almeida Roque (Portugal), • Daniel Aubin (Canada-Quebec) • Lorenzo Domenichini (Italy) • Jiri Landa (Czech Republic) • Brendan Marsh (Australia) • Emilio Francisco Mayoral Grajeda (Mexico) • Paul Schepers (Netherlands) • also contributed to this report Babette Demgensky and Georg Sieber (Germany) The French version of the report were produced by Daniel Aubin (Canada-Quebec), Eric Locquet (France) and Carlos de Almeida Roque (Portugal). The Spanish version was produced by Emilio Francisco Mayoral Grajeda (Mexico) Final review of the report was made by Jean-François Corté (France). Hans-Joachim Vollpracht was the Chair of PIARC Technical Committees 3.1 Road Safety (2004-2007), C.1 Safer Road Infrastructure (2008-2011); Mike Greenhalgh was the Chair of PIARC Technical Committee 3.2 Design and Operation of Safer Road Infrastructure (2012-2015). EXECUTIVE SUMMARY 2016R20EN HUMAN FACTORS GUIDELINES FOR A SAFER MAN-ROAD INTERFACE EXECUTIVE SUMMARY 2016R20EN HUMAN FACTORS GUIDELINES FOR A SAFER MAN-ROAD INTERFACE BACKGROUND AND GOAL Whilst physical factors are conditions of geometry and dynamics at the interface between vehicles and the road it is well known that Human Factors of the Men-Road-Interface have an enormous influence on the safe handling of technical systems. Human Factors are stable psychological and physiological limits that in-fluence the performance and safety of technical systems used by humans. It is a well-established scientific term in the safety community of man-machine-interaction. Human Factors is defined as those psychologi-cal and physiological threshold limit values which are verified as contributing to operational mistakes in machine and vehicle handling. In the case of road safety, the Human Factors concept considers road characteristics that influence a driver’s right or wrong driving actions. It understands the causes of road users’ operational mistakes as the first step in a chain of actions which may proceed to an accident. Many often observed operational mistakes result from a direct, subconscious interaction between road characteristics and road users’ threshold limit values of perception, information processing and action. Because the driver’s reaction characteristics can-not be changed, attention should be focused on a self-explaining road design. This guideline explains the relationship between several road characteristics that trigger wrong perception and therefore also wrong driving reactions, most of which happen subconsciously. Detailed examples and sketches allow the engineer to understand the relationship between misleading and irritating road character-istics and operational mistakes. They can be used as a kind of checklist in “on-the-spot” investigation of black spots or single vehicle accidents or in road safety inspections (RSI). They can also be used to qualify planning and design processes in road safety audits (RSA). THREE CLASSES OF HUMAN FACTORS-ACCIDENT TRIGGERS IN THE MAN-ROAD-INTERFACE 1. The 6-Second Rule: The road should give the driver enough time to react The time it takes an average driver to adapt from one traffic situation to the next or to adjust to new re-quirements, takes much longer than what is stated in current guidelines. Instead of fractions of a second (“simple stimulus–reaction time” – Stopping Sight Distance SSD), it takes the average driver at least 4 to 6 seconds to adapt to a new driving requirement (“perception– decision time – Decision Sight Distance DSD”, [1], [2]). When driving at a speed of 100 km/h, drivers will cover a distance of up to 300 m during this 4-6 second period (including breaking time). I II A user-friendly road will give drivers the necessary time to adapt to new and unexpected situations. It will give them the time they need to safely re-organise their driving programme. A user-friendly road and its en-vironment will allow an appropriate adjustment of the driving programme to a new situation. That is why it is not enough to provide the driver with a reaction time of 2-3 seconds (Stopping Sight Distance, SSD with manoeuvre section and response section). The design should also provide an anticipation section with a minimum of 2-3 seconds to identify an unexpected or unusual situation with more complex decision de-mands (Decision Sight Distance, DSD). In more complex situations or higher speed it is recommended to offer the driver also an advance warning section with proper signing and instructions. It is necessary to arrange transition zones, remove visibility restrictions, and make junctions perceptible or use signings or markings to indicate at least 6 seconds before any critical location (e.g. junctions, curves, railway crossings, bus stops, bicycle paths, entrances of villages and towns and end of newly upgraded road sections or the change of road hierarchy…). 2. The Field of View Rule: The road must offer a safe field of view Motorised driving changes the field of view much more than any other movement. Monotonous or high-contrast periphery (optical flow), optical misguidance or optical illusions, deceptive or distracting impressions affect the quality of driving. The road, together with its surrounding offers an integrated field of view. The field of view can either stabilise or destabilise drivers, it can tire or stimulate them. It can also result in either increased or reduced speed. Speed, lane-keeping and reliability of direction are functions of the quality of the field of view. A good-quality field of view safeguards the driver and keeps him from drifting to the edge of the lane or even leaving it. Misleading eye-catching objects in the periphery of the field of view activate subconscious changes in direction. The most serious consequences arise from eye-catching objects that differ from the road axis. They lead in extreme cases to a horizontal swing of the complete field of view: The driver has the feeling that the road and its surroundings are moving while it is in an unmoved position. Such objects lead to gross mistakes in steering. At minimum they lead to disturbances in lane-keeping, though these can mostly be corrected. A user-friendly, self-explaining road
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