This quiz evaluates knowledge on driver response in path intrusion crashes, focusing on crash reconstruction to determine crash avoidability, analyzing pre-response times, and utilizing specific methods and studies like those by Harwood et al. It's aimed at improving understanding of factors influencing crash outcomes.
True
False
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True
False
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True
False
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True
False
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Adjusting PRT from the baseline of 1.5 seconds
Adjusting the reported response times from studies to match the methodology and circumstances of your case
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Where it is obvious the side road driver is not going to stop
Land landing point of the trailing foot of a pedestrian before entering the road
Stop line or an analogous location
First point at which a LTAP-OD starts moving laterally
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15 degrees
25 degrees
35 degrees
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Frans Donders
Saul Sternberg
AAA
Paul Olson
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Objects that hang in the driver's path
Drivers who place their foot over the brake and therefore reduce their PRT by nearly 0.4 seconds
Drivers who hover do not respond
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True
False
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The main road driver's actual PRT was 3.2 seconds
The main road driver's actual PRT was 4.4 seconds
The side road driver's actual PRT was 3.2 seconds
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Frans Donders
Saul Sternberg
AAA
Paul Olson
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True
False
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Yes - peer review is a requirement
No - you must have an analogous study (path intrusion, cut-off, traffic signal, or lead vehicle)
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More drivers stop for the signal
More drivers travel through the signal, but if they stop, they respond faster and decelerate at a greater rate
Drivers respond slower
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19.7 ft (6 m)
26.2 ft (8 m)
32.8 ft (10 m)
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That started out ahead of the driver
That started out in the same direction
That started out in a different direction than the driver
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True
False
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0.125 seconds - the difference between a passenger car braking latency and that of a commercial vehicle
0.375 seconds
0.625 seconds - the braking latency of a car plus that of the truck
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0.8 sec. (+/- 0.3 sec.)
1.3 sec. (+/- 0.5 sec.)
1.8 sec. (+/- 0.7 sec.)
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150 ft (45.7 m)(+/- 10 ft., 3 m)
166 ft (50.6 m)(+/- 10 ft., 3 m)
202 ft (61.8 m)(+/- 10 ft., 3 m)
Vehicle changing lanes detection
Vehicle changing lanes latency
Vehicle changing lanes PRT (perception-response time)
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True - This means that drivers actually perceive the intruder about 0.16 sec before they arrive at the stop line
False - You should start the analysis when the intruder would be unable to stop at the stop line
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True
False
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True
False
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Yes - responses to cut-offs and LVs at intersections are skewed - therefore the average could be much faster than the median PRT
Response times in laboratory settings and when responding to traffic signals are skewed.
Who cares - the only time PRT is skewed is when PRT is so fast that the difference between the median and average is negligible. When PRT is higher than 1 1/4 seconds (away from human limitations), PRTs become normally distributed as the Central Limit Theorem predicts
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1.4 sec. (+/- 0.5 sec.)
1.9 sec. (+/- 0.7 sec.)
2.4 sec. (+/- 0.9 sec.)
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The method considers anticipation and makes adjustments when necessary
The method considers the driving task and makes adjustments when necessary
The method considers experiment types from laboratory, simulator, closed course, road and real life response times and makes adjustments when necessary
The method considers topography when it is apparently an expectancy term in that drivers respond faster at intersections and on curves
All of the above
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That the average PRT estimate is too high
That your PRT estimate is too low
That equal numbers of people respond faster and slower than average
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This is a single stimulus (one object to respond to) event - the driver responded to one object
This is a multiple stimulus event
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Path intrusions can be used to report response to vehicles and objects coming from the side of the road path intrusion responses only
Drivers faced with a head on impact with a time to contact of 2.5 to 4.8 seconds have been shown to respond similarly to drivers faced with a path intrusion response
Responses to lead vehicles
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True
False
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True
False
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Transition
Comment
Reaction
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