This document presents key findings from the light-vehicle field operational test conducted as part of the Integrated Vehicle-Based Safety Systems program. These findings are the result of analyses performed by the University of Michigan Transportation Research Institute to examine the effects of a prototype integrated crash warning system on driving behavior and driver acceptance. The light-vehicle platform included four integrated crash-warning subsystems (forward-crash, lateral-drift, lane-change/merge crash, and curve-speed warnings) installed on a fleet of 16 passenger cars and operated by 108 randomlysampled drivers for a period of six weeks each. Each car was instrumented to capture detailed data on the driving environment, driver behavior, warning system activity, and vehicle kinematics. Data on driver acceptance was collected through a post-drive survey, debriefings and focus groups. Key findings indicate that use of the integrated crash warning system resulted in improvements in lanekeeping, fewer lane departures, and increased turn-signal use. The research also indicated that drivers were slightly more likely to maintain shorter headways with the integrated system. No negative behavioral adaptation effects were observed as a result of drivers' involvement in secondary task behaviors. Drivers generally accepted the integrated crash warning system and 72 percent of all drivers said they would like to have an integrated warning system in their personal vehicles. Drivers also reported that they found the blind-spot detection component of the lane-change/merge crash warning system to be the most useful and satisfying aspect of the integrated system.

This document presents results from the light-vehicle and heavy-truck field operational tests performed as part of the Integrated Vehicle-Based Safety Systems (IVBSS) program. The findings are the result of analyses performed by the University of Michigan Transportation Research Institute to examine the effect of a prototype integrated crash warning system on driver behavior and driver acceptance. Both platforms included three integrated crash-warning subsystems: forward crash; lateral drift; and lane-change/merge crash warnings. The light-vehicle platform also included curve-speed warning. The integrated systems were introduced into two vehicle fleets: 16 light vehicles and 10 Class 8 tractors. The light vehicles were operated by 108 volunteer drivers for 6 weeks, and the heavy trucks were driven by 18 commercial-truck drivers for a 10-month period. Each vehicle was instrumented to capture detailed data on the driving environment, driver behavior, warning system activity, and vehicle kinematics. Data on driver acceptance was collected through post-drive surveys and debriefings. Key findings indicate that use of the integrated crash warning system resulted in improvements in lanekeeping, fewer lane departures, and increased turn-signal use. Both the passenger car and commercial drivers accepted the integrated crash warning system and benefited from improved awareness of vehicles around them. No negative behavioral-adaptation effects of using the integrated system were observed in either driver group.

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These findings will provide information to safety garment manufacturers about characteristics of high-visibility safety garments which make them effective for daytime use.

Whether an NFPA or ANSI/ISEA compliant is worn, first responders are equally likely to be detected by passing motorists, and as such these garments should be considered to be equivalent.

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