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CVEN4405: Human Factors in Civil and Transport Engineering

Human Information Needs: Delineation and Behavioural

Adaptation Term 3 2020

Week 7, Lecture 2

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CVEN 4405 Human Factors in Civil and Transport Engineering

Term 3 2020 Week 7 - Lecture 2

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Lecture Recordings

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Welcome Back!

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Course Coordinator and Lecturer

Prof. Michael Regan, PhD Professor of Human Factors

Research Centre for Integrated Transport Innovation (rCITI) School of Civil and Environmental Engineering

University of NSW Sydney

T: +61 (0)2 9385 9504 E: [email protected]

Staff Webpage

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The CVEN 4405 Teaching Team

Coordinator and Lecturer Prof. Michael Regan Professor of Human Factors Research Centre for Integrated Transport, UNSW Sydney E: [email protected]

Teaching Fellow Dr Prasannah Prabhakharan Research Fellow Research Centre for Integrated Transport, UNSW Sydney E: [email protected]

Demonstrator Mitch Cunningham E: [email protected]

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How was the Mid-Session Exam?

?? Apologies again for the technical problems

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Review of Last Lecture

• Self explaining roads • Reaction time and driving • Road and traffic engineering design guidance for reaction

time

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Overview of this lecture

• Delineation • Behavioural adaptation

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Learning Outcomes

CLO1: Explain the fundamental principles of HF that can be used by civil and transport engineers to facilitate user- centred design

CLO2: Apply HF principles, methods and data to the design of road and traffic management systems

CLO3: Plan for the integration of HF into the design lifecycle of the road and traffic management system

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Driver Information Needs

• Originally, it was planned that we would cover in this lecture what Ogden (1996, p 2.1.3) refers to as “information needs of road users”: i.e.

• conspicuity • legibility • comprehensibility • credibility • delineation

However, as the course progressed, we decided it was more logical to cover off the first 4 items above earlier in the course.

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Road User Information Needs

• Today we will cover off the final item in the list – i.e. delineation.

• conspicuity • legibility • comprehensibility • credibility • delineation

• After that, we’ll focus on Behavioural Adaptation

Delineation

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Delineation (1)

• As discussed earlier in the course, most of the information a driver needs in order to guide, operate and control a vehicle is visual.

• Around 90% of the information that a driver has to process is visual

• Hence, the road environment needs to provide adequate visual information to enable drivers to control and navigate the vehicle, and to enable pedestrians to walk safely through the road environment.

Source: Ogden, 1996, p. 2.1.15

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Delineation (2)

• Delineation has been defined as:

• “…an organised pattern of information to safely guide vehicle movements over a specific section of roadway, during day, night, dry and wet conditions.”

Source: https://www.rms.nsw.gov.au/business-industry/partners- suppliers/documents/technical-manuals/delineation/delineationsect1v11_i.pdf, p. 14

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Delineation (3)

• Roadway delineation is used in traffic engineering for a variety of specific purposes (Freedman, et al, 1988; cited in Ogden, 1996, p. 2.1.15):

» “control the placements and movements of vehicles by supplying visual information to the driver that identifies the safe and legal limits of the travelled way

» regulate the direction of travel, lane changing and overtaking

Source: Ogden, 1996, p. 2.1.15

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Delineation (4)

• mark lanes or zones where manoeuvres such as turns or parking are permitted, required or restricted

• improve lane discipline, particularly during night time driving, and

• aid in identifying potentially hazardous situations such as obstacles and pedestrian crossings.”

Source: Ogden, 1996, p. 2.1.15

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Delineation (5)

• Generally, delineation devices they fall into two groups:

• pavement markings • roadside devices.

Source: Ogden, 1996, P. 2.1.16

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Delineation – Pavement Markings - Categories

There are three categories of pavement markings (Ogden, 1996):

• longitudinal lines (centre lines, lane lines, edge lines, barrier lines, etc),

• transverse lines (stop lines at intersections pedestrian crossing lines), and

• word and symbol markings (e.g. pavement arrows, painted channelisation, etc).

Source: Ogden, 1996, p 2.1.16

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Delineation – Pavement Markings

Source: Google

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Delineation – Raised Pavement Markers

Source: Google

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Delineation – Pavement Markings

• Pavement markings need to be highly reflective, because they need to support drivers during day and night-time conditions

• Pavement markings also need to be durable and skid- resistant

• The messages that they convey must be clear and not lead to any confusion

• The message conveyed by pavement markings must be simple and clearly understood, as they may be visible for only a very short period of time

Source: Ogden, 1996, p 2.1.16

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Delineation – Roadside Devices

• Roadside devices include: • continuous devices

• e.g. guide posts, post-mounted delineators

• devices used only at discrete sites such as bends • e.g. curve alignment markers, curve warning signs) or

bridges (e.g. bridge width markers).

Source: Ogden, 1996, p 2.1.16

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Delineation – Guide Posts

Source: Google

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Delineation – Uni-directional hazard markers

Source: Google

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Delineation – chevron alignment markers

Source: Google

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Delineation – curve warning signs

Source: Google

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Delineation – Advisory Speed Signs

Source: Google

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Delineation (6)

• Delineation supports the driver in being able to:

• keep the vehicle within his/her traffic lane (“short range delineation”)

• plan the immediate forward route driving task (“long range delineation”)

Source: Good and Baxter, 1985; cited in Ogden, 1996, p. 2.1.15

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Delineation – Short Range

• Short range delineation provides information that supports drivers to keep their vehicle on the road.

• It provides drivers with important guidance information, especially with decreased visibility due to:

• (a) adverse weather or • (b) during night-time driving

Source: Schwab and Cappelle, 1980; cited in Ogden, 1996, p. 2.1.16

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Delineation – Long Range

• Long range delineation supports the driver to plan the forward route – so it needs to be consistent and continuous.

• It has application to the road as a whole - not just to locations where forward visibility is critical or confusing.

Source: Ogden, 1996, p. 2.1.15

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Delineation – Long Range (2)

• Lay (1986, p 386; cited in Ogden, 1996) notes:

• ‘the curve characteristics of direction and curvature may need to be assessed up to 9 seconds ahead (and) even detailed tracking data for actual curve negotiation may be required 3 seconds ahead of the curve’

Source: Ogden, 1996, p. 2.1.15

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Delineation - Informal

• Ogden (1996) points out that the road environment itself can provide informal delineation information to drivers.

» e.g. “fence lines, a row of trees or poles, or general topography can provide visual cues to the driver, especially for long range delineation.” (p. 2.1.16)

• Sometimes this information can confuse the driver – e.g. a row of poles continues in a straight line but the road enters a

bend; in these cases

• Strong formal delineation (e.g. signs, chevrons, pavement markings, etc) can be used to overcome the influence of the informal delineation in situations like this.

Source: Ogden, 1996, p. 2.1.16

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Delineation – In an Ageing Society

• Delineation is likely to become even more critical in future as the driving population ages

• The visual capabilities of drivers, as discussed in earlier lectures, decline with age

• Older drivers have rely to a greater extent than younger drivers on correct delineation of the road ahead

Sources: TRB, 1988; Cunard, 1993; cited in Ogden, 1996, p. 2.1.16

Behavioural Adaptation

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Behavioural adaptation

• Humans don’t always use the road transport system in the manner expected by designers.

(see next slide)

Source: Cunningham, Regan & Cairney, 2017

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Behavioural adaptation

Source: Google

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Behavioural adaptation

• “Just as important in understanding how best to design the system from a user-centred perspective is understanding how drivers adapt to road and traffic systems and treatments, and changes to them.”

Source: Cunningham, Regan & Cairney, 2017, p. 51

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Behavioural adaptation

• Behavioural adaption, as it applied to the road and traffic system, has been defined as:

– “The collection of behaviours that arise following a change to the road and traffic system”

Source: Martens & Jensssen, 2012; cited in Cunningham et al., 2017, p. 51

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Behavioural adaptation

• “For a responsible road designer and manager, it is safe to assume that drivers ... respond to changes in road design and traffic management in line with their own goals and motives, which in turn may conflict with the designer’s goals”.

Source: Summala, 2002, p. 198; in Fuller & Santos, 2002.

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Behavioural adaptation - Examples

• e.g. road engineer increases the width of a roadway = drivers go faster

• e.g. road engineer reduces the curvature of the road = drivers go faster around the curve

• e.g. road engineer improves delineation in low visibility conditions = the driver goes faster

• e.g. road engineer upgrades freeway = drivers start distracting themselves from driving

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Behavioural adaptation - Examples

• e.g. traffic engineer improves sight lines = drivers go faster

• e.g. traffic engineer erects multiple speed humps on a section of road = the driver speeds up between speed humps instead of instead of slowing down along the entire stretch of roadway containing the speed humps

Source: Cunningham et al., 2017, p. 51

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Behavioural adaptation – Safety Consequences

• There is evidence that:

– (a) behavioural adaptation of each kind occurs

– (a) that behavioural adaptation can be counterproductive to safety, and cause crashes

Source: Van der Horst, 2013; in Rudin-Brown and Jamson, 2013, Behavioural Adaptation and Road Safety.

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Design guidance for behavioural adaptation

In order to mitigate the effects of behavioural adaptation:

• Try to predict in advance how drivers will adapt to the design change, based on previous research

• ….especially / focus on behaviour that increases crash risk – this is likely to be where there is a marked speed increase or produces an erratic speed profile and/or will particularly impact on the safety other road users, especially vulnerable road users (elderly, children etc)

Source: Paul Hillier, Australian Road Research Board (2019)

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Design guidance for behavioural adaptation

• Have design mitigation strategies ready for implementation if the research suggests that behavioural adaptation will be a problem

Monitor behaviour before and after the design change to detect any behavioural adaptation

• …this will involve analysis of any existing behavioural data, or collection of data through observational studies, stakeholder surveys, community feedback etc.

• Implement mitigation strategies if required

Source: Paul Hillier, Australian Road Research Board (2019)

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Design guidance for behavioural adaptation

• The hierarchy of controls can be used to select a broader mix of mitigation strategies if necessary –…realistically this will be towards the lower end of the hierarchy – e.g. enforcement to embed required behaviour and perhaps additional / modified line markings and/or signage etc. – but, in reality, fine tuning around the edges of the original design unless there is a major issue manifest (have made the situation worse….remember principle of do not harm…..)

Source: Paul Hillier, Australian Road Research Board (2019)

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Questions ?

Over to ….

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Self-Directed Reading

“Behavioural adaptations to changes in the road transport system” OECD Report (1990)

https://ap01- a.alma.exlibrisgroup.com/leganto/public/61UNSW_INST/cit ation/30009802730001731?auth=LOCAL

Prof. Michael Regan, PhD Research Centre for Integrated Transport Innovation

(rCITI) Room 112, Civil Engineering Building (H20)

E: [email protected]