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10 Project 4: Lane Change Field event), and a batch of 50 driver images spaced every 0.2 s for Operational Study 5 min at the beginning of the trip and every 5 min thereafter. In addition to the video data, roughly 400 separate data sig- The main purpose of this VTTI study was to examine lane nals were collected, including data for vehicle and driver infor- change behavior. The study monitored the commutes of mation, vehicle position, heading and motion, driver control 16 participants for approximately 1 month. Drivers commuted inputs, RDCWS driver displays, RDCWS intermediate values, on Route 460 through the New River Valley or on Interstates roadway environment, RDCWS and subsystem diagnostic 81 and 581 in the Roanoke Valley. Commutes were 25 or more information, RDCWS radar data, and audio data. miles in each direction to and from work. The data set has a valid time stamp that can be used to link Data would begin recording when a vehicle reached 35 mph to weather data and to link valid GPS data to other environ- and stopped recording when the vehicle slowed to 25 mph. In mental data, such as traffic count and work zones (7). all, 24,000 vehicle miles of travel (VMT) data were collected. More than 8,000 lane changes were identified in the full data set and then classified by urgency and severity. Approximately Project 6: The 100-Car Study 500 of the more urgent lane change events were analyzed in The 100-Car Study was undertaken by VTTI, which collected depth. large-scale naturalistic driving data from 100 vehicles in north- Video data were recorded on five channels: driver's face, ern Virginia for approximately 18 months (12 to 13 months forward roadway, rear view, and two side views. Data were per vehicle). Drivers were given no special instructions, and the saved using 8-mm videotapes. Besides the video data, the vehi- majority (78 out of 100) drove their own vehicles. The result- cle network information collected speed, accelerator, brake ing data set has 6.4 terabytes (TB) of approximately 2 million pedal, steering wheel, and turn signal data, as well as lateral VMT from 241 primary and secondary driver participants with acceleration, radar-collected information (one front and two a 12- to 13-month data collection period for each vehicle. The rear sensors), and reduced data, such as eyeglance behavior and 8,295 incidents recorded included 15 police-reported crashes, road type and geometry (6). 67 other crashes, and 761 near crashes. A variety of crash risk factors were analyzed. Project 5: Road Departure Continuous video was collected on four channels at 30 Hz: Crash Warning System Field driver's face, instrument panel (over driver's right shoulder), Operational Test forward roadway, and rear roadway. The final data set contains 43,000 h of video. Vehicle network information (speed, brake The project was conducted under a cooperative agreement pedal, throttle, and turn signal); GPS (latitude, longitude, and between U.S. DOT and the University of Michigan Trans- heading); and X, Y, and Z acceleration were also collected. For- portation Research Institute (UMTRI) and its partners: Vis- ward radar and rear radar were used to collect surrounding teon Corporation and AssistWare Technologies. This FOT was information. Data reduction generated other data, such as designed to assess a Road Departure Crash Warning System driver status, traffic flow, vehicle status, seat belt usage, and road (RDCWS). Two areas were assessed: safety-related changes in type and geometry. driver performance that may have been attributed to the sys- Because of a malfunction in the GPS subsystem, the time data tem and levels of driver acceptance in key areas. Testing are unreliable. Consequently, it is not possible to link some involved 11 passenger sedans equipped with the RDCWS environmental data from external databases, such as work zone and a DAS that collected performance, video, and audio data and traffic condition data. The weather variable that has data. Seventy-eight drivers participated for 4 weeks each, and been coded in the reduced data set is available (89). the resulting data set captured 83,000 mi of driving. Analysis showed that drivers improved lane-keeping and reduced lane Project 7: Drowsy Driver excursions while the RDCWS was active. Driver acceptance of Warning System Field the system was relatively positive, especially for the lateral drift Operational Test component of the system. Two video cameras were mounted on the vehicle's A-pillar: The Drowsy Driver Warning System (DDWS) study was con- one forward-looking and one aimed at the driver. The inside ducted by VTTI. The main purpose was to examine the effec- camera also had a set of infrared light-emitting diodes (LEDs) tiveness of a mechanism that alerted drivers that they were that provided nighttime illumination of the driver's face. about to fall asleep (monitored using a PERCLOS meter). The images of the driver's face camera were captured in three VTTI instrumented 34 trucks with an experimental warning modes: at 0.5 Hz when the data system was on, during an system, video cameras, and a DAS. The final data set included RDCWS alert captured for 8 s (4 s before and 4 s after the 2.3 million VMT, 12 TB of data, and 46,000 h of driving.