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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>The duration of a "moment" in visual perception</title>
      <link>https://trid.trb.org/View/1176677</link>
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      <pubDate>Fri, 24 Aug 2012 01:08:45 GMT</pubDate>
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      <title>The Impact of Age on Useful Visual Field Deterioration and Risk Evaluation in a Simulated Driving Task</title>
      <link>https://trid.trb.org/View/865068</link>
      <description><![CDATA[The primary goal of this study is to evaluate whether the driver can estimate his performance and the deterioration of his state of alertness during a simulated driving task. The second goal is to study the relation between useful visual field (UVF) deterioration and the capacity to estimate performance in a visual task and the decrease of level of alertness as a function of age. In our experiment, two groups of subjects: 10 drivers between 21 and 34 years old and nine drivers between 46 and 57 years old were required to follow a vehicle in a simulated road traffic situation for 2 hours. In addition, the driver had to detect the change of colour of a signal located in the central part of his visual field or a peripheral signal appeared on the rear light of one of the vehicles in the traffic. The analysis of data collected during this visual task confirms that UVF deteriorates with the duration of the driving task and with the driver's age. The analysis of subjective data related to the state of alertness highlights an effect both of age and of the moment when this self-evaluation was carried out. However, self-evaluation of the subject's performance does not depend on driver's age. Finally, the study shows that the correlation between objective data (performance of visual task) and subjective data (state of drowsiness and self-evaluation of performance of the visual task) is low, and the implications with regard to road safety are discussed.]]></description>
      <pubDate>Wed, 30 Jul 2008 08:10:36 GMT</pubDate>
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      <title>LANE CHANGE MANOEUVRES AND SAFETY MARGINS</title>
      <link>https://trid.trb.org/View/651602</link>
      <description><![CDATA[The relation between perceptual information and the motor response during lane-change manoeuvres was studied in a fixed-based driving simulator.  Eight subjects performed 48 lane changes with varying vehicle speed, lane width and direction of movement.  Three sequential phases of the lane change manoeuvre are distinguished. During the first phase the steering wheel is turned to a maximum angle.  After this the steering wheel is turned to the opposite direction.  The second phase ends when the vehicle heading approaches a maximum that generally occurs at the moment the steering wheel angle passes through zero.  During the third phase the steering wheel is turned to a second maximum steering wheel angle in opposite direction to stabilize the vehicle in the new lane.  Duration of the separate phases were analysed together with steering amplitudes and Time-to-Line Crossing in order to test whether and how drivers use the outcome of each phase during the lane change manoeuvre to adjust the way the subsequent phase is executed.  During the first phase the time margin to the outer lane boundary was controlled by the driver such that a higher speed was compensated for by a smaller steering wheel amplitude.  Due to this mechanism the time margin to the lane boundary was not affected by vehicle speed.  During the second phase the speed with which the steering wheel was turned to the opposite direction was affected by the time margins to the lane boundary at the start of the second phase.  Thereafter, smaller minimum time margins were compensated for by a larger steering wheel amplitude to the opposite direction.  The results suggest that steering actions are controlled by the outcome of previous actions in such a way that safety margins are maintained.  The results also suggest that visual feedback is used by the driver during lane change  manoeuvres to control steering actions, resulting in flexible and adaptive steering behaviour.  Evidence is presented in support of the idea that temporal information on the relation between the vehicle and lane boundaries is used by the driver in order to control the motor response.  (A)]]></description>
      <pubDate>Tue, 11 Apr 2000 00:00:00 GMT</pubDate>
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