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Age effects on symbol recognition
Abstracts Highway
Safety
Age Effects on Symbol Recognition. R. W. Allen, Z. Parseghian, and P. G. VanValkenburgh, Systems Technology Inc., Hawthorne, CA. NTIS No. DOT-FH-II9497. The use of symbolic road signs is proliferating on the highways, and the Federal Highway Administration is concerned with their effective use, particularly by the elderly driving population. This report describes an experimental study of problems encountered by a broad age range of drivers in learning and retaining symbolic information. A driving simulator was used to present 72 symbol signs to subjects during 25 minute “drives.” Performance measures included the correctness of sign recognition and the distance from the signs at which recognition took place. The experimental design looked at the effects of age, training, and sign format on the learning and retention of symbol knowledge. Subjects received three simulator trials, the first to determine initial symbol knowledge, a second immediately after symbol training to determine the amount of learning, and a final trial a week or so later to measure symbol knowledge retention. Sixty subjects were divided into four age groups (age range 20-79 years). The age groups were further subdivided into three training subgroups, each receiving a different symbol training treatment. The overall results showed strong age effects, but no influence due to the type of symbol training employed. All age groups learned and retained roughly the same number of symbols, but the older age groups started off with less symbol knowledge initially. Data interpretation also indicates the older subjects required longer recognition and response times. Recognition performance differences between signs were also analyzed. The 72 symbol signs were equally subdivided into six MUTCD sign categories of 12 signs each, with each category representing a different color code. Recognition response Winter 1982/VoEume
13/Number
4
differences were apparent between sign categories and were attributable in part to differences in required processing time. Symbology appeared to lead to appreciable differences in both response distance and correctness, with simple, bold, unique symbols giving the best performance.
Child Safety Programs. M. R. Hoadley, D. M. Macrina, and F. L. Peterson, Journal of School Health, 1981, S(S), 352-355. Automobile deaths have been identified as the leading cause of death for children between the ages of one and fourteen. Those children who are unrestrained as passengers are at particularly high risk to injury and death. School health and safety programs need to include an understanding of this problem and implement efforts to increase restraint usage. A study of parental seatbelt and child passenger restraint use was conducted to identify frequency of use and behavioral and attitudinal factors influencing use of child restraints. Self-reported data of driver seatbelt use at all times was 19.0%) and the use of a child restraining device was 49.6%. Data recorded in a previous observational study noted a driver seatbelt usage rate of 14.2 % and use of a child restraining device at 25.6%. Major reasons for non-use of seatbelts by drivers included discomfort and restricted movement. Reasons for nonuse of child restraints focused upon the dislike and discomfort of the child for the restraint . Comparative Studies of Neck Injuries of Car Occupants in Frontal Collisions in the United States and in the Federal Republic of Germany. K. Langwieder, S. H. Backaitis, and S. Partyka, Proceedings of the 25th Stapp Car Crash Conference, 1981, pp 71127. Parallel and coordinated accident studies were conducted in the United States and in the Federal Republic of Germany to deter177
Safety
Age Effects on Symbol Recognition. R. W. Allen, Z. Parseghian, and P. G. VanValkenburgh, Systems Technology Inc., Hawthorne, CA. NTIS No. DOT-FH-II9497. The use of symbolic road signs is proliferating on the highways, and the Federal Highway Administration is concerned with their effective use, particularly by the elderly driving population. This report describes an experimental study of problems encountered by a broad age range of drivers in learning and retaining symbolic information. A driving simulator was used to present 72 symbol signs to subjects during 25 minute “drives.” Performance measures included the correctness of sign recognition and the distance from the signs at which recognition took place. The experimental design looked at the effects of age, training, and sign format on the learning and retention of symbol knowledge. Subjects received three simulator trials, the first to determine initial symbol knowledge, a second immediately after symbol training to determine the amount of learning, and a final trial a week or so later to measure symbol knowledge retention. Sixty subjects were divided into four age groups (age range 20-79 years). The age groups were further subdivided into three training subgroups, each receiving a different symbol training treatment. The overall results showed strong age effects, but no influence due to the type of symbol training employed. All age groups learned and retained roughly the same number of symbols, but the older age groups started off with less symbol knowledge initially. Data interpretation also indicates the older subjects required longer recognition and response times. Recognition performance differences between signs were also analyzed. The 72 symbol signs were equally subdivided into six MUTCD sign categories of 12 signs each, with each category representing a different color code. Recognition response Winter 1982/VoEume
13/Number
4
differences were apparent between sign categories and were attributable in part to differences in required processing time. Symbology appeared to lead to appreciable differences in both response distance and correctness, with simple, bold, unique symbols giving the best performance.
Child Safety Programs. M. R. Hoadley, D. M. Macrina, and F. L. Peterson, Journal of School Health, 1981, S(S), 352-355. Automobile deaths have been identified as the leading cause of death for children between the ages of one and fourteen. Those children who are unrestrained as passengers are at particularly high risk to injury and death. School health and safety programs need to include an understanding of this problem and implement efforts to increase restraint usage. A study of parental seatbelt and child passenger restraint use was conducted to identify frequency of use and behavioral and attitudinal factors influencing use of child restraints. Self-reported data of driver seatbelt use at all times was 19.0%) and the use of a child restraining device was 49.6%. Data recorded in a previous observational study noted a driver seatbelt usage rate of 14.2 % and use of a child restraining device at 25.6%. Major reasons for non-use of seatbelts by drivers included discomfort and restricted movement. Reasons for nonuse of child restraints focused upon the dislike and discomfort of the child for the restraint . Comparative Studies of Neck Injuries of Car Occupants in Frontal Collisions in the United States and in the Federal Republic of Germany. K. Langwieder, S. H. Backaitis, and S. Partyka, Proceedings of the 25th Stapp Car Crash Conference, 1981, pp 71127. Parallel and coordinated accident studies were conducted in the United States and in the Federal Republic of Germany to deter177