| Figure ES.1. |
The relationship between empirical, naturalistic, and epidemiological methods in driving safety research. |
| Figure 1.1. |
A compressed video image from 100-Car Study data. The driver’s face (upper left quadrant) is distorted to protect the driver’s identity. The lower right quadrant is split with the left-side (top) and the rear (bottom) views. |
| Figure 1.2. |
The main DAS unit mounted under the “package shelf” of the trunk. |
| Figure 1.3. |
Doppler radar antenna mounted on the front of a vehicle, covered by a mock-up of one of the plastic license plates used for the study. |
| Figure 1.4. |
The incident pushbutton box mounted above the rear-view mirror. The portion on the right contains the driver-face/left-vehicle side camera hidden by a smoked plexiglass cover. |
| Figure 1.5. |
Flow chart of the data reduction process. |
| Figure 1.6. |
Graphical depiction of trigger criteria settings for Phase II and Phase IV using the distribution of valid events. Note that this distribution and criterion placement is unique for each trigger type. |
| Figure 1.7. |
The frequency of each vehicle’s involvement in crash, near-crash, and incident events versus the number of baseline epochs selected for each vehicle. |
| Figure 2.1. |
The percentage of the total number of crashes and near-crashes identified in the 100-Car Study Study and the percentage of the total number of baseline epochs in which these four types of inattention were identified as a contributing factor (N = 69 crashes, 761 near-crashes, and 4,977 baseline epochs). |
| Figure 2.2. |
The percentage of crashes and near-crashes in which three types of inattention were identified as a contributing factor (N = 69 crashes, 761 near-crashes, and 19,827 baseline epochs). |
| Figure 3.1. |
Percentage of secondary-task-related, drowsiness-related, and total baseline epochs for the different lighting levels observed. |
| Figure 3.2. |
Percentage of secondary-task-related, drowsiness-related, and total baseline epochs for each type of weather. |
| Figure 3.3. |
Percentage of secondary-task-related, drowsiness-related, and total baseline epochs by type of roadway. |
| Figure 3.4. |
Percentage of secondary-task-related, drowsiness-related, and total baseline epochs by type of roadway alignment. |
| Figure 3.5. |
Percentage of secondary-task-related, drowsiness-related, and total baseline epochs by type of traffic density. |
| Figure 3.6. |
Percentage of secondary-task-, drowsiness-related and total baseline epochs for all surface conditions. |
| Figure 3.7. |
Percentage of secondary-task-related, drowsiness-related, and total number of baseline epochs for each type of traffic control device. |
| Figure 3.8. |
Percentage of secondary-task-related, drowsiness-related, and total number of baseline epochs for each relation to junction. |
| Figure 4.1. |
The frequency of inattention-related crashes and near-crashes by driver in order from low frequency to high frequency. |
| Figure 4.2. |
Average age of the high- and low-involvement drivers in inattention-related crashes and near-crashes. |
| Figure 4.3. |
The frequency of inattention-related crashes and near-crashes for each age group by involvement group. |
| Figure 4.4. |
Gender breakdown of high-involvement drivers. |
| Figure 4.5. |
Average years of driving experience for drivers with high- and low-involvement in inattention-related crashes and near-crashes. |
| Figure 4.6. |
Self-reported involvement in traffic violations and collisions for 5 years prior to the onset of the 100-Car Study. |
| Figure 4.7. |
Personality scores for the extraversion scale demonstrating significant differences between drivers with high and low involvement in inattention-related crashes and near-crashes. |
| Figure 4.8. |
Personality scores for the openness to experience scale demonstrating significant differences between drivers with high and low involvement in inattention-related crashes and near-crashes. |
| Figure 4.9. |
Personality scores for the agreeableness scale demonstrating significant differences between drivers with high and low involvement in inattention-related crashes and near-crashes. |
| Figure 4.10. |
Personality scores for the conscientiousness scale demonstrating significant differences between drivers with high and low involvement in inattention-related crashes and near-crashes. |
| Figure 4.11. |
The frequency of inattention-related crashes and near-crashes by driver in order for Low, Moderate, and High frequency. |
| Figure 5.1. |
The frequency distribution of the number of inattention-related baseline epochs that each driver was involved (N = 101). Note: Subjects were sorted by frequency of involvement to allow the reader to see the range of values. |
| Figure 6.1. |
The total mean time drivers’ eyes were off the forward roadway during the 6-second segment of time prior to the onset of the conflict. |
| Figure 6.2. |
Mean number of glances away from the forward roadway occurring during 5 seconds prior and 1 seconds after the onset of the conflict or during a 6-second baseline driving epoch. |
| Figure 6.3. |
Mean length of longest glance initiated during the 5 seconds prior and 1 seconds after the onset of the conflict. |
| Figure 6.4. |
Depiction of degrees of visual angle from center forward that objects in the cockpit of an automobile are generally located. |
| Figure 6.5. |
The percentage of the location of the longest glance away from the forward roadway by severity. |
| Figure C-1. |
The observer rating of drowsiness scale where not drowsy is equal to 0 and extremely drowsy is equal to 100. |