• Journal of the Korean Society of Safety
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• v.33 no.4
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• pp.111-118
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• 2018

Korea is facing a surge in the aging population, showing that population aged 65 and above will be accounted for 42.5% of the total population in 2065 with the emphasis on the over-80 population consisting of 19.2%. In response to this abrupt change in population structure, the number of traffic fatality accident referring to older driver as aged 65+ years had been increasing from 605 fatalities in 2011 to 815 fatalities in 2015 resulting in increases in 34.7% in oppose to happening to decreases in 17.2% about non-older driver. With Logit analysis based on Newton-Raphson algorithm utilizing older driver's traffic fatality data for the 2011-2015 years, it was found that the likelihood of an accident resulting in a fatality for super older driver aged 80 years and above considerably increased compared to other older driver with aging classification: 2.24 times for violation of traffic lane, 2.04 times for violation of U-turn, 1.48 times for violation of safety distance, 1.35 times for violation of obstacle of passing; also average annual increase of traffic accident cost related to super older driver was fairly increased rather than other older driver groups. Hence, this study proposes that improving and amending transport safety system and Road Traffic Act for super older driver needs to be urgently in action about license management, safe driving education, etc. when considering the increase of over-80 population in the near future. Also, implementing a social agreement with all ages and social groups to apply with advanced driver assistance system for older driver groups will be able to become a critical factor to enhance safe driving over the face of the country.

• Journal of the Korean Society of Safety
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• v.24 no.1
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• pp.69-77
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• 2009

This paper reports the aging driver traffic accident severity modeling results. For the modeling, Poisson regression approach is applied using the data set obtained from the Korea Transportation Safety Authority's simulator-based driver aptitude test results. The test items include the estimations of moving objects' speed and stopping distance, drivers' multi-task capability, and kinetic depth perception and so on. The resulting model with the response variable of equivalent property damage only(EPDO) indicated that EPDO is significantly influenced by moving objects' speed estimation and drivers' multi-task capabilities. More interestingly, a comparison with the younger driver model revealed that the degradation of such capabilities may result in severer crashes for older drivers as suggested by the higher estimated parameters for the older driver model.

• Industrial Engineering and Management Systems
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• v.10 no.4
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• pp.288-291
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• 2011

Recommendations for older driver-friendly automobile interior design have been determined by taking into account older people's physical and cognitive characteristics. Twenty three older people (aged from 54 to 78) and five younger people (from 20 to 29) performed several tasks in actual driving conditions, in which their reaction times and performance errors were recorded. Some design factors were found to be related to older drivers' visibility and controllability. Several design recommendations were proposed in terms of cluster color and font, display location, and HVAC control type. Proposed recommendations are expected to satisfy a wider range of older drivers as these will facilitate automobile interior designs which are fitter to older drivers' visual, cognitive, and manual capabilities.

• Journal of Digital Convergence
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• v.16 no.10
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• pp.213-222
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• 2018

This study was conducted to derive the traffic accident risk index through the recognition of the elderly driver's driving pattern to reduce the traffic accident rate of elderly drivers and to reflect them in the renewal and return policy of driver's license accordingly. First, the traffic accident risk index is defined by analyzing the behavioral characteristics of older drivers to derive the major factors that lead to traffic accidents. Second, we present a method to measure the traffic accident risk index from the driving pattern of the elderly through the smart-phone, the camera and the distance sensor attached to the car. Finally, we derive three thresholds by computer simulation and determine the accident risk from the measured traffic accident risk index as four steps and suggest ways to ensure safe driving of older drivers. It is required to objectively assess the driving ability of an aged driver in accordance with the proposed method, and to induce the driver to reset the driver's license renewal cycle and voluntarily return the driver's license to minimize social costs due to increased traffic accidents.

• Journal of the Korea Safety Management & Science
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• v.10 no.2
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• pp.43-52
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• 2008

It's declining the number of deaths in total traffic accidents, but the death of elder drivers has increasing than younger drivers. So this paper wish to prevent the traffic accident of the elder drivers using driving simulator. It can help to make better policies and planning for elder drivers.

• Science of Emotion and Sensibility
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• v.19 no.2
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• pp.67-78
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• 2016

The purpose of this study was to investigate relationships among the older drivers' subjective evaluation and objective performances for driving ability, mobility and subjective well-being. Scores for mobility and subjective well-being were obtained using questionnaires. Diagram-based driving scenarios and driving simulation were used to measure subjective and objective driving abilities, respectively. The results can be summarized as followings. First, subjective evaluation scores of driving ability but not objective driving performance significantly correlated with mobility. Second, the higher level of mobility predicted higher life satisfaction, higher positive affectivity, and lower negative affectivity. Third, the older driver's higher scores of subjective driving ability induced higher level of mobility, which, in turn, increased life satisfaction and positive affectivity but lower negative affectivity. The results suggested that subjective rather than objective ability for driving is more important in determining the level of old driver's subjective well-being.

• International Journal of Highway Engineering
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• v.17 no.1
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• pp.129-142
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• 2015

PURPOSES : The purpose of this study is to suggest a basis for setting appropriate safety goals specifically related to the threshold zone luminance in a vehicular traffic tunnel. METHODS : In the test, drivers were divided into two groups. One group consisted of all drivers (average drivers) group with an age ratio of drivers holding domestic driver's license and driver group by age to produce threshold zone luminance in the tunnel. The threshold zone luminance produced as a result was used to analyze how it affects the safety level of each driver group and provide a basis for setting an appropriate safety criterion that can be used to determine threshold zone luminance. We used test equipment, test conditions, and ananalysis of threshold zone luminance identical to that reported by ChoandJung(2014) but the values of adaptation luminance in our analys is were expanded to range from100 to $10,000cd/m^2$. RESULTS : Adaptation luminance and threshold zone luminance are found to be related by a quadratic function. The threshold zone luminance needed by older drivers to ensure a certain safety level is significantly higher than that for drivers of other age brackets when adaptation luminance increases. 56% of older drivers are at an increased risk of an accident at the same luminance for which the safety level of average drivers is 75%. The safety level that can be achieved for older drivers increases to above 60% when threshold zone luminance level is set with the goal of attaining a safety level of more than 85% for average drivers. The safety level that can be attained for average drivers is above 90% when the threshold zone luminance is high enough to ensure over 75% in the safety level of older drivers. Results of this study are applicable to highways and others whose designed speed is 100 km/h. CONCLUSIONS : Threshold zone luminance determined on the basis of drivers having average visual ability is of limited value as a performance standard for ensuring the safety of older drivers. Hence, safety level for older drivers should be considered separately from safety levels for drivers with an average ability to avoid risk. Upward adjustment of older drivers' safety level in the process of determining appropriate threshold zone luminance in a vehicular traffic tunnel may bring both tangible and intangible benefit as a result of reducing accidents. However, there is an associated dollar cost arising from installing and operating lights. As a result, the economic impact of these trade-offs should also be considered.

• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.4
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• pp.62-69
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• 2013

Visual demands associated with in-vehicle display usage and text messaging distract a driver's visual attention from the roadway. To minimize eyes-off-the-road demands, voice interaction systems are widely introduced. Under cognitively distracted condition, however, awareness of the operating environment will be degraded although the driver remains oriented to the roadway. It is also know that the risk of inattentive driving varies with age, thus systematic analysis of driving risks is required for the older drivers. This paper aims to understand the age-related driving performance degradation and visual attention changes under auditory cognitive demand which consists of three graded levels of cognitive complexity. In this study, two groups, aged 25-35 and 60-69, engaged in a delayed auditory recall task, so called N-back task, while driving a simulated highway. Comparisons of younger and older drivers' driving performance including mean speed, speed variability and standard deviation of lane position, and gaze dispersion changes, which consist of x-axis and y-axis of visual attention, were conducted. As a result, it was observed that gaze dispersion decreased with each level of demand, demonstrating that these indices can correctly rank order cognitive workload. Moreover, gaze dispersion change patterns were quite consistent in younger and older age groups. Effects were also observed on driving performance measures, but they were subtle, nonlinear, and did not effectively differentiate the levels of cognitive workload.

• Science of Emotion and Sensibility
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• v.17 no.4
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• pp.29-40
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• 2014

The positive relationship between older driver's mobility and life satisfaction is well established(e. g., Collins, 2008). The present study showed that this relationship can be changed by older drivers' motivation, aspects of mobility, and affectivity. Specifically, this study examined whether aspects of mobility(amount of driving measured by travel distance and time: 'AD' or amount of driving for social activity: 'DSA') can be differed as a function of approach/avoidance motivation(measured by BIS/BAS scale, Carver et al., 1994) and positive/negative affect(PA/NA; measured by SPANAS, Diener et al., 2009) mediate the relationship between the aspects of mobility and life satisfaction(measured by SWLS, Diener et al., 1985). Self-reported scores of the variables of 132 older drivers(ages of over 65) were analyzed using correlation analysis and path analysis. The results can be summarized as followings. First, the older driver's BAS was found to be positively related to DSA, but BIS was negatively to AD. In particular, DSA positively mediated the relationship between BAS and PA. Second, PA, in turn, positively mediated the relationship between DSA and life satisfaction. The results can provide useful insights to understand the relationship between older driver's driving property, motivation, affectivity and life satisfaction.

• Journal of the Ergonomics Society of Korea
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• v.11 no.1
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• pp.111-118
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• 1992

Assuming the majority of car accidents are due to driver errors, we due rear-end collisions which occurred in the State of Washington, USA, in 1982, 1983, and 1984, to study human responsible involvement associated with the sex and age of drivers. Rear-end collisions involving two passenger cars are included in this study. The driver of a car which struck the rear end of another car is considered responsible for the accident, and the driver of a car which was struck in the rear end is not considered responsible for the accident. In addition to male and female drivers, we used three different age groups: 16 to 24 years old, 25 to 34 years old, and 35 years or older. Hence, six diferent groups of drivers are considered in this study.