Dissertations / Theses on the topic 'Bus drivers – Behavior – Evaluation'

The incidence of bus crashes in the US have been trending upwards, with accident, injury and fatality rates increasing 171%, 37.8%, and 5.1% respectively, between 2003 and 2007. Reversing the upward trend is an important objective of both transit providers and the society in general. This study introduces an operator-based safety methodology that utilizes data recovered from transit Intelligent Transportation Systems (ITS) technologies and related systems to identify and assess factors contributing to bus operations safety incidents at TriMet, the transit provider for the Portland, Oregon metropolitan region. The analysis specifically focuses on collision, non-collision and total incidents, as well as on preventability of incidents that occurred between 2006 and 2009. Regression analysis established that bus operator age, experience, short duration absenteeism from work, operator's work span and variability in daily work span/assignments are empirically correlated with bus safety incidents. In addition, schedule adherence pressures and bus lift operations are also related to safety incidents. The other factors that influence safety performance are operators' responsive action events and customer complaints about unsafe bus operation. These findings make some contributions to the understanding of the factors that are empirically related to the frequency of safety incidents as well as offer insights into operation practices and policies that hold promise for reducing bus safety incidents.

The purpose of this study was first to determine the satisfaction level of bus drivers pertaining to school building administration, transportation department, and student behaviors, and second to identify the common behavior management strategies used by bus driver in a particular school system in east Tennessee. I also compared the common behavior management strategies used by school bus drivers who are also employed by the school system in some position in addition to this vocation with school bus drivers who are not employed by the school system other than driving the school bus. I also compared behavior management strategies in the following categories: age, years of experience, and gender. For this quantitative element of the study, I requested bus drivers who met the criteria complete an anonymous survey. The survey had 20 items that focus on the bus drivers' satisfaction in areas of school building administration, transportation department, and student behavior. Bus drivers responded to each item by selecting responses on a 5-point scale from extremely dissatisfied to extremely satisfied, with neutral being the middle point. A single sample t-test was conducted and the results showed bus drivers were satisfied to a significant extent with school building administration and transportation department, while bus drivers were neither satisfied or dissatisfied with student behavior. Bus drivers also ranked their top five behavior management strategies. Results were categorized by age, years of experience, gender, and whether they were employed by the school system in another position. The overall top five behavior management strategies by bus drivers were 1) Assigning a student to a particular seat, 2) Reporting students to school building administration, 3) Moving a student to a particular seat during the bus route, 4) Use of video surveillance, and 5) Discussing a student's behavior with a parent or guardian. I also interviewed 10 school building administrators in the same school system for their perspective on student behavior management strategies recommended for bus drivers to use on school buses and also their perspective on the impact student behavior on a school bus has on a student at school. Responses were also solicited from school building administrators of their perspective of driver management practices that seem most and least conducive to managing and preventing behaviors on buses. I recorded the responses given to these questions and listed the responses along with any additional comments from administrators. Most of the responses correspond with the responses bus drivers gave in their interviews. Half of the administrators stated school buses should be operated like a classroom with rules and consequences.

Students' behavior on buses continues to be an issue that requires administrators to spend significant time investigating and applying consequences for the behavior (Neatrour, 1994; Pattington, 1945; Putnam, Handler, Ramirez-Plat, and Luiselli, 2003). The purpose of this study was to identify policies and practices that may improve student bus behavior. Two research questions were addressed: (a) What policies could school districts implement to facilitate the improvement of student bus behavior? (b) What practices could school districts implement to facilitate the improvement of student bus behavior? A three-round Delphi technique was used to conduct the research. The goal was to obtain consensus among experts on the policies and practices that school districts could implement to improve student bus behavior. A panel of 22 experts on student bus behavior participated in one or more rounds of the study. Panelists were selected based on their involvement with and knowledge of student bus behavior and their geographic location, using the five-region structure of the National Association for Pupil Transportation. This process resulted in a broad representation of experts on student bus behavior throughout the United States. The panel of experts included superintendents, directors of transportation, principals or assistant principals, bus drivers, presidents of out-sourced school transportation companies, authors, researchers, and members of the National Association for Pupil Transportation Board of Directors. Panelists recommended 19 policies and 284 practices for school districts to implement to improve student bus behavior. Based on the consensus of the panelists, student bus behavior could be improved if polices were enacted in eight areas: bus driver responsibility, stakeholder training, bus driver evaluation through observation, student consequences for assaulting a bus driver, bus ridership, bus surveillance technology, bus routes for special education students, and a district-wide universal transportation system with supporting programs. Panelists indicated that student bus behavior could be improved if practices were implemented in nine areas: stakeholder communication, bus driver knowledge, stakeholder training content, stakeholder training processes, stakeholder daily practices, the enforcement of policies and procedures, positive behavior support systems, data analysis, and a district advisory committee.
Ed. D.

Driving under distraction may lead drivers to wrong actions that can result in serious accidents. The objective of this thesis was to apply a driving simulator to verify variations in drivers\' behavior while driving. Behavior to drive on a curve was measured by variation in drivers\' speed profile in a virtualized highway. The comparison was performed between two identical simulations, one involving drivers distracted with a mental workload, and other in which they were full aware of driving task. 54 volunteer drivers took part in this study, which was divided into 4 stages. 17 drivers performed the distraction test known as PASAT, and results showed that distracted drivers did not recognize the beginning of the curve and drove through it at speeds higher than those when they were fully aware. Moreover, driving performance was increased when drivers were aware of driving, thereby hitting high speeds in tangents, but perceiving curves in advance to reduce acceleration. This study confirms that driving simulators are beneficial in discovering drivers\' behavior exposed to activities that could be highly risky if driving in real situations.
A distração durante a atividade de direção pode levar o condutor de veículos automotores a cometer falhas, que podem ocasionar até mesmo acidentes graves. Este estudo aborda a utilização de simuladores de direção para verificar variações no comportamento de motoristas ao realizar a atividade de direção, distraídos ou com plena atenção na condução do veículo. O comportamento é medido pela variação no perfil de velocidade dos condutores para desenvolver uma curva considerada perigosa em uma rodovia simulada em ambiente virtual. A variação de velocidade deste perfil é comparada entre duas simulações idênticas, onde em uma delas os condutores estão distraídos com um teste que proporciona estresse mental e, na outra, estão com plena atenção à direção. 54 condutores fizeram parte deste estudo dividido em 3 etapas. 17 participantes realizaram o teste de distração conhecido como PASAT, e a análise dos resultados mostram que, distraídos, os condutores não perceberam o início da curva e desenvolveram velocidades maiores durante seu trajeto. Além disso, quando estavam com plena atenção à atividade de direção, o desempenho dos condutores foi melhor, atingindo velocidades maiores nas tangentes, mas percebendo as curvas antecipadamente e reduzindo suas velocidades antes de iniciar esses trechos.

The job of a package delivery driver (PDD) is complex and demanding. These drivers must possess many skills in order to succeed in their work, including physical stamina, appropriate decision-making, positive customer interaction, and most importantly, operational safety. Companies must use significant resources, not only to provide insurance for existing drivers, but also to train new drivers to use their visual attention effectively while driving, and companies have a vested interest in ensuring that the most capable trainees are selected for jobs. Currently, subjective assessments of supervisors or managers are typically used to make these determinations. While these are valuable methods for assessing drivers, an objective measure of how well the driver is using his/her visual attention would both assist evaluators in making judgments, as well as make those judgments more accurate. The purpose of the study described herein was to 1) conduct a task analysis of the driving component of the PDD job responsibilities, and 2) create and test an objective measure that a package delivery company could use to evaluate the performance of its drivers. A detailed task analysis based on numerous observations of drivers in their normal work routines was conducted for this research in order to understand these complex tasks. A framework was created for understanding this system of tasks, which was then used to organize all tasks that drivers were observed to perform into more general, goal-oriented activities. Using this task analysis, incidents were identified that were observed while drivers were behind the wheel. This information demonstrated that breakdowns were occurring within the tasks drivers were performing and that improved methods of training and evaluations may be needed as a result. A construct of visual behavior called Head Down Time (HTD) was then created and tested. An individual HDT is defined as the sum of time of all eye gazes away from the primary display (i.e. windshield) between two distinct eye gazes at the primary display while the vehicle is in motion. HDT was evaluated for its ability to differentiate levels of experience between drivers, its relationship to types of route on which drivers delivered, and its relationship to the driving-related incidents that were observed. HDTs were shown to be differed significantly between drivers of low and high experience, with experienced drivers displaying shorter durations of HDT when compared to inexperienced drivers. HDTs also differed in duration when analyzed by the type of route upon which drivers operated. Commercial and urban routes, while not significantly different with respect to HDT, were shown to have increased HDT durations when compared to rural routes and, in turn, residential routes were found to have significantly longer HDTs than did rural routes and may have significantly shorter durations compared to commercial and urban. Finally, HDTs that were associated with observed driving incidents in terms of chronological proximity were shown to be of significantly longer duration than were HDTs that were not associated with incidents. All tests were conducted using appropriate statistical measures, including t-tests at a level of α = 0.05 for each dataset. Applications of this research include: 1) improvement of PDD training and evaluation methods through use of a detailed task analysis, 2) improvement in how package delivery companies define incidents and train PDD toward the prevention of incidents based on task analysis and observations as to incident frequency, and 3) the further development of HDT as a possible objective measure to supplement the training and evaluation of PDD.
Master of Science

Identifying and understanding the relationships between observed driving behavior over long-term periods and corresponding crash involvement rates is paramount to enhancing safety improvement programs and providing useful insights for transportation safety engineers, policy markers, insurance industries, and the public. Unlike previous data collection methods, recent advancement in mobile computing and accuracy of global positioning systems (GPS) allow researchers to monitor driving activities of large fleets of vehicles, for long-time study periods, at great detail. This study investigates the driving patterns of drivers who have and who have not experienced crashes during a 14-month study period using the longitudinally collected GPS data during a six-month Commute Atlanta study. This investigation allows an empirical investigation to assess whether drivers with recent crash experiences exhibit different driving or activity patterns (travel mileage, travel duration, speed, acceleration, speed stability duration, frequency of unfamiliar roadway activities, frequency of turn movement activities, and previous crash location exposures). This study also discusses various techniques of implementing GPS data streams in safety analyses. Finally, this study provides useful guidance for researchers who plan to evaluate the relationships between driver driving behavior and crash risk with large sample data and proposes driving behavior activity exposure metrics of individual drivers for possible safety surrogate measures as well as for driver re-training and education programs.

O interesse principal desta pesquisa é a investigação, o desenvolvimento e a aplicação de um método que permita identificar e avaliar a ocorrência de comportamentos de risco em condutores com habilitação categoria B, na cidade de Porto Alegre. Esse método está fundamentado em trabalhos que caracterizam o cometimento de erros, lapsos e violações que ensejam o envolvimento em acidentes de trânsito. Tais trabalhos embasam a elaboração e a discussão deste estudo e também a teoria da Homeostase do Risco, as funções psicológicas, cognitivas e os aspectos legais envolvidos no ato de dirigir, assim como o desenvolvimento de jogos e simuladores de condução. Os instrumentos utilizados constituem-se de um jogo digital de situações de trânsito e de um questionário digital sobre o comportamento de condutores, ambos desenvolvidos com base no Driver Behavior Questionnaire (DBQ)1 e em dados estatísticos sobre as infrações mais cometidas. Os comportamentos de risco que apresentaram maior incidência, com a aplicação do método, correspondem aos dados estatísticos sobre as principais infrações cometidas por condutores. A correlação entre os dados obtidos com o Questionário e o Jogo demonstrou, na amostra estudada, não haver associação significativa entre os dois instrumentos na maioria das situações abordadas. Isso denota não haver relação direta entre os instrumentos, vistos aqui como independentes, mas complementares. Dessa forma, à luz do método proposto, podem-se tornar maiores as possibilidades de análise sobre o comportamento de risco no trânsito, bem como com a continuidade de pesquisas na área. A identificação de forma precoce de fatores preditores de comportamentos de risco tem sua relevância por corroborar para a efetividade das intervenções preventivas.
This research main interest is the development and implementation of a method for identifying and evaluating the occurrence of risk behaviors in category B drivers license in the city of Porto Alegre, Brazil. This method is based on studies characterizing the carried errors, lapses and violations that lead to involvement in traffic accidents. Such works underlie this study’s development and discussion and also the risk homeostasis theory, the physiological functions, cognitive, and the legal aspects involved in driving acts, as well as the games development and driving simulators. The used instruments are made up of a digital role of some traffic situations and a digital questionnaire about the drivers behavior, both developed based on the Driver Behavior Questionnaire (DBQ)1 and in the statistics about more performed infractions. Risk behaviors that had the highest incidence correspond to the statistical data about the major infractions committed by drivers. The correlation among obtained data with the Questionnaire and the game showed no significant association between the two instruments in the most covered situations. This indicates that there is no direct relationship among the instruments seen here as independent but complementary. By the proposed method, the potential for analysis of the traffic risk behavior may become greater, as well as the further research in this area. The risk behavior’s predictors identification in an earlier time has their relevance for the preventive interventions effectiveness.

Participatory monitoring of ecological and socioeconomic effects of harvesting and trading natural resources is advocated as a promoter of natural resource conservation and local communitiy empowerment. Nevertheless, the strategys success depends upon peoples willingness and availability to participate. Yet little is known about the factors that drive local communities to volunteer in participatory monitoring, particularly in relation to small-scale communities living in remote locations. This thesis investigated whether a number of candidate factors were able to predict peoples participation in monitoring. To do so, we conducted a study in a forest community of the Brazilian Amazon that harvested and traded Carapa guianensis (andiroba), a non-timber forest product (NTFP). Two methods of data gathering were employed: (i) an interview-based survey of 166 adults ( 18 y.o.; 51 households) to estimate peoples self-stated intention to participate and the drivers of their participation, and (ii) experimentally-implemented monitoring tasks of the effects of harvesting and trading C. guianensis to measure peoples actual participation. Results are presented in three chapters. In Chapter 1, we evaluated whether economic benefits received from the NTFP trade or, alternatively peoples cooperativeness, were more important in predicting peoples participation. Results indicated that both variables raised peoples intention and actual levels of participation in monitoring, but cooperativeness was a stronger and better predictor across monitoring tasks. In Chapter 2, we investigated the psychology of engaging in monitoring, departing from the theoretical framework of the Theory of Planned Behavior (TPB) for understanding whether the variables in the model were appropriate to predict the willingness to volunteer in monitoring tasks. We found that the TPB model, in general, was able to predict peoples intention to volunteer in monitoring tasks. Specifically, one of the attitude indicators (attitude pleasure) explained the intention to engage in all monitoring tasks assessed. Subjective norms were also important to predict the intention to collect data on natural resource populations and to interview community inhabitants, whereas perceived behavioral control predicted the intention to collect data on natural resources and to deal with data management and storage. Finally, in Chapter 3 we hypothesized that the awareness of ecological and socioeconomic impacts of NTFP harvest and trade should explain peoples participation in monitoring. Results indicated that both factors were important, particularly regarding to peoples actual participation, although factors such as gender, age and schooling were occasionally stronger predictors. Nevertheless, there is evidence that combining monitoring of ecological and socioeconomic factors will boost the practices success. The study conclusions contribute to lessons aimed at stimulating participation in monitoring. Among those, we highlight the importance of strategies to increase levels of cooperativeness among people, spreading information about the possible negative effects of natural resource harvest and trade, and granting financial compensations equivalent to the opportunity costs of participation.
O monitoramento participativo dos efeitos ecológicos e socioeconômicos da coleta e do comércio de recursos naturais é uma estratégia considerada promotora tanto da conservação ambiental, quanto do empoderamento das comunidades locais. O sucesso da estratégia, todavia, depende, sobretudo, da disponibilidade e disposição dos indivíduos em participarem. Apesar disso, sabe-se pouco sobre os fatores que determinam a participação voluntária no monitoramento, especialmente em comunidades de pequena escala habitantes de áreas remotas. Sendo assim, esta tese teve por objetivo investigar o efeito de determinantes da participação no monitoramento. Para tal, foi estudada uma comunidade da Amazônia brasileira que coleta e comercializa Carapa guianensis (andiroba), um produto florestal não madeireiro (PFNM). Dois métodos de coleta de dados foram utilizados: (i) survey por meio de entrevistas a 166 adultos ( 18 anos; 51 unidades domésticas) para estimar a intenção de participar e os determinantes da participação, e (ii) implementação de monitoramento experimental dos efeitos da coleta e do comércio de C. guianensis para quantificar a participação real no monitoramento. Os resultados são apresentados em três capítulos. No Capítulo 1, avaliamos se os benefícios econômicos obtidos com o comércio de PFNM ou, alternativamente, o comportamento cooperativo são determinantes mais importantes da participação. Os resultados indicaram que as duas variáveis aumentam a intenção e a participação real no monitoramento. Porém, o comportamento cooperativo foi um indicador mais forte da participação entre as diferentes atividades de monitoramento avaliadas. No Capítulo 2, investigamos os fatores psicológicos que afetam a participação, utilizando como base a Teoria do comportamento planejado (TCP) e avaliando o efeito das variáveis deste modelo sobre a probabilidade da participação voluntária no monitoramento. Os resultados indicaram que, em geral, o modelo da TCP é adequado para prever a intenção de participar em diferentes etapas do monitoramento avaliadas. Em particular, um dos indicadores de atitude (prazer) é capaz de explicar a participação nas quatro etapas de monitoramento. Normas subjetivas também foram importantes preditores da intenção de participar da coleta de dados da população de andiroba e entrevistar outros moradores da comunidade. Já o controle comportamental percebido previu a intenção de participar da coleta de dados sobre a população do recurso natural e a entrada e armazenamento de dados. No Capítulo 3, partimos da hipótese de que a percepção dos impactos ecológicos e socioeconômicos da coleta e do comércio de PFNM pode explicar a participação no monitoramento. Os resultados indicaram que a percepção dos dois tipos de impactos é importante, sobretudo para a participação real. Porém, outros fatores como gênero, idade e escolaridade são determinantes mais fortes da participação em algumas atividades. Ademais, encontramos evidências de que aliar o monitoramento de impactos ecológicos e socioeconômicos aumenta o sucesso da prática. As conclusões do estudo contribuem com lições práticas para aumentar a participação no monitoramento. Destacamos, dentre elas, a importância de estratégias para aumentar a cooperação entre os comunitários, a disseminação de informações sobre os possíveis impactos negativos da coleta e do comércio de recursos naturais, e o fornecimento de compensações financeiras equivalentes ao custo de oportunidade de participação

碩士
國立臺灣大學
環境衛生研究所
92
Cellular oxidative stress and damage to DNA may involve the increased risk of diseases associated with air pollution, which contains a number of reactive oxygen species （ROS）. Professional drivers work in the environment with high physical stress and long-term exposure to traffic exhaust. To investigate the role of environmental and occupational factors associated with oxidative DNA damage, the levels of urinary 8-hydroxydeoxyguanosine （8-OHdG）, a biomarker of DNA oxidative damage, were determined for 120 long-distance bus drivers as exposure group and 58 office clerks as non-exposure group for comparison. The results indicated that the average level of urinary 8-OHdG in the drivers was higher than that in the clerks （9.5 ± 5.7 vs. 7.3 ± 5.4 µg/g creatinine; p＝0.015）, and the urinary 8-OHdG levels in bus drivers increased significantly as the weekly work hours increased. After adjusting for demographic characteristics and lifestyles in multivariate logistic regression, drivers were at higher risk than the clerks（odds ratio (OR)＝7.8, 95% CI：2.1-29.5）to have the 8-OHdG levels above 7.3 µg/g creatinine; and so were smokers than non-smokers（OR＝20.3, 95% CI：6.4-64.0）. A strong dose-response relationship revealed when the urinary 8-OHdG levels were depicted with the elevation of urinary cotinine（p＜0.0001）. In the multiple regression analysis, the results showed that bus driver group, smoking, consumption of energy supplement drinks, and increasing urinary cotinine level were significant predictors of 8-OHdG in the urine. Our study suggests that urinary 8-OHdG detection can be used to assess the oxidative damage of smoking and occupational exposure by comparing 8-OHdG data between control group and exposure group in epidemiology studies.

碩士
聖約翰科技大學
工業工程與管理系碩士班
100
The purpose of this study was to evaluate the bus driver's workload by motion analysis and electromyography. Occupational bus drivers occurred musculoskeletal disorders frequently because their work environment based on the seat limited, repetitive movements and long sedentary other factors. Questionnaire survey was conducted to record the background information and work profiles. In addition, body discomfort map described the various parts of the body of dis-comfortable level. Further, present study examined the driving posture to understand occupational bus drivers body load by INTERACT analysis software. Finally, field study was conducted to understand the work load of occupational bus drivers. Present study found that bus drivers musculoskeletal disorders generally occur frequently in the neck ,shoulders, upper back, lower back areas. Right part of body’s shoulder, elbows, palms, knees, Feet of disorder is higher than left areas. The video analysis also found that the use frequency of right hand was higher than the left hand. By the video analysis also showed that the right hand taking gear action (19.70%) after visual search around (59.05%). If applied the automatic transmission to replace the manual transmission, the bus driver's right arm injury might be considerable degree of reduction. Future research could be for bus driving duties for physical needs and physical fitness assessment, and based on the Institute of Labor Safety and Health study.

碩士
國立交通大學
運輸與物流管理學系
107
Safety is one of the issues in public transportation that the government emphasizes. If bus companies are able to comprehend the driving behavior of bus drivers, then companies can effectively adopt appropriate management measures for drivers. The purpose of this study is to develop classification models of bus drivers' car-following behavior using convolutional neural networks (CNN). The headway data recorded by Mobileye systems were used as the input data to build and train the CNN classification models. The proposed classification models would facilitate determining the car-following types of bus drivers based on Mobileye headway data. We firstly processed the Mobile headway data and then considered three major factors that may affect the car-following behavior of drivers, including weather, speed and day-or-night. According to the three factors, we designed seven different scenarios and filtered the data by scenario. The filtered data were used to generate headway matrices for each driver. The matrices were the input data of the CNNs for training and classification. The trained models can be used to determine the car-following type of the input headway matrix of a driver. The experimental results show that the proposed CNN models have accurate prediction in most of the scenarios. The average accuracy is 97%. The results of this study can be used as a reference in classifying and determining the car-following types of drivers. Bus companies can utilize the classification results to take actions on the driving behavior of drivers.

碩士
國立台北護理學院
旅遊健康研究所
95
Tourism is booming in the modern world, and tourist buses are becoming more important mass transportation vehicles. Unexpectedly, tourist bus accidents have occurred frequently. The question of how to conduct an effective safety management on tourist buses is becoming an important topic for this society. Most of traffic accidents were occurred by personal effect. The purpose of this study is to explore the safety perception and behavior of tourist bus drivers. We divided aberrant driving behaviors into three categories： violation, mistake and lapses. Furthermore, we try to investigate the relationship between safety behavior and perception, which can be subdivided into personal perception, bus perception, road perception and environments perception effect. The population for this study is tourist bus driver’s working for travel agencies. We conduct random sampling from urban and rural areas. We collect the questionnaires explore the relationship of multiple factors through t-test, one way ANOVA and LISREL . The research results of this study reveal that the age is younger of appear to violate the rules more, the driving period of service is long “bus security” the perception relatively to be also good rightly.The study results of the Structural Equation Model （SEM） showed the message, the safety factors for tourist bus drivers include driver’s personal perception ,bus perception, road perception and environment perception and the most important factor is bus driver’s personal perception especially on safety related perception. We suggest that government can promote bus drivers’ safety perception through education, seminar and broadcasting.

碩士
國立中央大學
土木工程學系
101
In recent years, due to the rapid growth of the demand for transportation, making cars and motorcycles growing, and extended many traffic safety problems. The motorcycles in A1 accident the number of events is the largest. However, according to the data of 101 years, if compared to the average, each of one thousand buses will be 0.93 vehicles event of an accident, and this value is second only to the freight vehicles. Therefore, buses can be regarded as the types of vehicles having a high accident risk. However, traffic accident was mainly due to driver faults. In other words, the traffic accident occurred come from the the driver factors about aberrant driving behavior. This study conducted a survey on 863 drivers over 30 buses from 48 buses in Taiwan, and used hierarchical linear model (HLM) to analysis data. Explore the influencing factors of drivers’ aberrant driving behavior (ADB) including safety climate (SC), stress and inattention. And about this study used measurement questionnaire including Safety Climate Questionnaire-Modified for Driver (SCQ-MD, Wills et al, 2005), Driving Behaviour Inventory (DBI, Westerman & Haigney, 2000), Attention-Related Driving Error Scale (ARDES, Ledesma et al., 2010), Driver Behavior Questionnaire (DBQ, Reason et al., 1990). The results showed that SC, stress, inattention, ADB, are significantly correlated with each other; SC→stress→ADB, SC→inattention→ADB, SC→stress→inattention, stress →inattention→ADB had partial mediating effect; SC×stress→ADB, SC×inattention→ADB, SC×stress→inattention didn’t have moderating effect. According the results, This study proposes some discussions about safety policy and recommendations of the research issues for the future.

碩士
國立交通大學
運輸與物流管理學系
107
Bus safety has received public attention increase after several serious crashes in the past few years. As such, there is a need to establish a behavioral-based safety management (BSM) to link driver activities and the core performance measures by utilizing the In-vehicle Data Recorder (IVDR) and the Advanced Driver Assist System (ADAS). However, in the current practice, ADAS alerts were reported to be ineffective due to the false alarm and the disregard of driving dynamics. In view of this, the propose of this study is to establish a better driving performance score to find the risky bus driver by driving dynamics. This study utilizes 100 trips of motor carrier’s driving data and driving video to filter the crash surrogate and define the relationship between driving dynamics and crash surrogate. A hierarchical mixed-effect Poisson model is developed to evaluate driving performance under the Homogeneous Trip Segment (HTS) framework. The results show different driving dynamics have different relationships to the crash risk. In addition, the performance score which was established by driving dynamics is better and more effective than ADAS alerts based on the comparison of the past bus driver crash records.

碩士
國立成功大學
交通管理科學系
103
There are some transportation modes that provide long-distance transport services which comprised of Taiwan railway, inter-city bus carriers, high-speed railway and so on. The statistics show that inter-city bus carriers accounted for the number of daily passenger volume of 40 to 50 percent. Since high-speed railway started operating in 2007, it became more competitive in transportation that caused drivers’ psychological and work pressure rise. Moreover, the turnover rate of inter-city bus drivers increased. Drivers are the one of the important factors of inter-city bus safety management system. In previous studies related to professional drivers, literatures indicated that job stress may cause dangerous driving behavior and increase turnover rate. Besides, drivers’ job satisfaction and organizational climate will also affect the driving behavior of professional drivers. This research aims to investigate the relationship between human factors, driver aberrant behavior, and retention of drivers. An empirical analysis was performed with the SEM approach. The theoretical model is calibrated by PLS techniques. After data compilation, we can find out the important factors that affect driving behavior and retention of drivers. The main research contents are as follows: (1) the main factors causing the high turnover rate include job satisfaction and organizational climate; (2) the main factors causing the dangerous driving behavior include job stress and retention.; and (3) according to structural modeling of the human factors, the results might help intercity bus company developing strategies to improve the turnover rate of professional drivers.

碩士
國立臺北大學
統計學系
99
In this research project, we collaborate with the bus company to monitor the bus drivers’ driving behavior and fuel consumption on a certain route and then evaluate the improvement of fuel consumption as well as the driving behavior through the driving training program. We also use a GPS equipped digital tachograph to collect the bus driving information, converted into several driving behavior indices as factors along with drivers’ personality index to construct the fuel consumption predication model. The drivers’ personality index was established through multivariate analysis from the drivers questionnaire survey data. The motivation of the experiment is to explore the role of the training program on this fuel consumption prediction model. The driving training program(DTP) is designed to guide a driver to a better driving behavior by comparing his/her driving behavior indices to the reference driving habits/strategies from the past experimental results. By repeatedly monitoring the fuel consumption before and after DTP, we can evaluate the effect as well as the lasting period of DTP. The research results show that DTP can achieve considerable reduction in terms of the fuel consumption. The most significant factors in the fuel consumption prediction model include: a high ratio of idle speed, a high ratio of high speed, unstable turn, and conservative personality. From this study, we believe that the behavior of a driver can be nicely rectified by DTP. The DTP can also be used by the transportation entrepreneurs to supervise the driving techniques and service quality of their contract drivers, or to set up a qualifying threshold for choosing new employees, thereby lowering the business cost.

碩士
國立臺北大學
統計學系
100
The literature shows that fuel consumption is related to the driver connected personality and driving behavior. Liao(2010) found that the fuel consumption is smaller when traveling speed is maintained at 80 to 90 km than over 110km. Liu(2010) expressed that driver who is single, male, or introverted has lower instant fuel consumption. Tsai(2008) established a fuel comsuption prediction model for bus drivers using their driving behavior. Liu(2010) and Yu(2011) proposed that Driving training program (DTP) had significant impact on fuel consumption. Lu(2006) and Tseng(2007) develop the driving behavior indexes, such as smoothing and dangerous trend. Gau (2010) used the road safety indexes to reveal that the accidents occurred very likely in high curvature roads, downhill and easy to speed road section. This study us the data collected by Fang、Wang and Yao (2010). The data including driving information, collected from GPS equipped digital tachograph, fuel consumption data recorded by bus company and also the personal questionnaires, filled by the drivers. Adapting the Bus company's refueling custom, we proposed the method of intuition and the method of cluster to combine some fuel records along with driving behavior data. With enough degrees of freedom, we used some driving behavior indexes, the driver's personality index and taking DTP to establish a fuel consumption prediction model. And compared with other researchers' models. The result showed that of the method of cluster is better than the method of intuition.

碩士
國立成功大學
交通管理科學系碩士在職專班
104
Passenger satisfaction replied on the behavior of driver’s service performance. Therefore, driving behavior is the most important factor in service behavior for public transportation. The theoretical foundations of internal service quality area address that, in the service industry should pay more attention to internal employees’ requirement than the satisfaction of external customers. When the high internal service quality within organization can lead to their employees will have customer awareness, sales awareness, and market-oriented sense. Then these employees provided excellent service to customers. In addition to providing basic services of transportation, the city bus drivers also includes drivers’ professional traffic knowledge and safety driving behavior. The safety and comfort transport service is the only way to obtain passenger’s recognition.The case study result shows, city bus driver’s human factors and internal service quality have significant negative effect on aberrant driving behavior. And aberrant driving behavior has significant effect on driver’s over all job performance. Company’s reward and recognition and manager’s support are the most important positive factors in internal service quality factors. This study concluded with a discussion of managerial implications of these findings.

Driving while sleepy, drowsy or fatigued are leading contributors to road crashes. Sleepiness, drowsiness and fatigue usually occur at the end of a prolonged period of time during which an individual has been awake. Although these factors have been heavily researched, it is not clear how one of their primary causes, a prolonged total awake time (TAT), might affect driving skills such as hazard anticipation, hazard mitigation and attention maintenance, three skills that are crucial for safe driving. The first experiment investigated how these three driving skills are affected by prolonged TAT, and if so to what extent. Forty-eight participants completed two separate driving simulator sessions, one a pre-test and one a post-test. Based on the online questionnaire, participants were assigned to two different groups, namely Short-hours and Long-hours. A total of two hours elapsed between the pre-test and post-test for the Short-hours group. A total of twelve hours elapsed between the pre-test and post-test for the Long-hours group. The pre-test session was administered at 9:00 a.m. or 10:00 a.m. for both Short-hours and Long-hours groups. The post-test session was administered at 11:00 a.m. or 12:00 p.m. for the Short-hours group and at 9:00 p.m. or 10:00 p.m. for the Long-hours group. It was expected that Long-hours group would perform on average more poorly in the post-test due to a longer total awake time. In each session, participants were asked to navigate a simulated world that included twelve scenarios: four examined drivers' hazard anticipation skills, four examined hazard mitigation skills and four examined attention maintenance skills. While driving, all participants' eye behaviors were measured. The results showed that the Long-hours group drivers' hazard anticipation, hazard mitigation and attention maintenance skills were compromised. The above findings led to the development of a PC-Based Sleepiness and Fatigued Driving Evaluation and Training Program (SAFE-T) that was used to train drivers in each of the three driving skills mentioned above. The SAFE-T Program was configured to run on a standard PC so that the training could be undertaken without the need for advanced simulation by any drivers whose jobs required that they be awake and driving at the end of a long shift. The second experiment investigated if the SAFE-T Program would effectively train drivers who were awake for a prolonged period of time to maintain their driving performance in each of the three driving skills, namely hazard anticipation, hazard mitigation, and attention maintenance. Based on the online questionnaire, participants were assigned to two different groups, namely Trained (SAFE-T) and Placebo. Thirty-six participants completed a pre-test, the SAFE-T or placebo training, and a post-test. All participants were in the Long-hours condition in this experiment, which is a total of twelve hours (the time that elapsed between the pre-test and the post-test). The pre-test was administered at 9:00 a.m. or 10:30 a.m., the training was administered right after the pre-test, and the post-test was administered at 9:00 p.m. or 10:30 p.m. The results showed that participants who were given SAFE-T training performed better during the post-test than during the pre-test in all the three skills. In contrast, the participants who were given Placebo training performed worse during the post-test than during the pre-test in all the three skills.

Maintaining independence is a primary reason that many older drivers continue to drive. Safety, however, is a growing concern for all older drivers. Numerous studies have noted that many older drivers lack an awareness of their driving abilities and driving safety issues for older adults. Identifying the awareness level of older drivers from a theoretical standpoint is important. The current educational interventions for older drivers show promising results and suggest that educational programs can impact older driver knowledge, self-reported awareness, and behaviours. However, rarely have older drivers with cognitive deficits been included. This research study fills a gap in the current literature regarding the utility of a theoretically-based intervention program to increase older driver awareness, improve attitudes towards driving, and increase behaviours around older driver safety. The purpose of this research study was to develop, pilot, and examine the effectiveness of a novel, theoretically based, in-class education program entitled “Safety Awareness for Elderly Drivers” (SAFE) for older drivers both with and without cognitive impairment. The SAFE education program was based on five relevant models/theories: 1) Driving as an Everyday Competence, 2) Hierarchical Awareness Theory, 3) Toglia & Kirk’s Awareness Model, 4) Theory of Planned Behaviour, and 5) Transtheoretical Model. A convenience sample of 47 current older drivers aged 70 years or older currently contemplating changing their driving behaviours and their passengers were recruited and randomly assigned. Participants in the intervention group received the group education session, while those in the treatment as usual control group received a copy of the Insurance Board of British Columbia’s “Roadsense for Driver’s” handbook. We measured general knowledge, awareness of individual driving abilities, attitudes, intention to change driving behaviours, driving behaviours, and readiness to change before, immediately after the intervention (intervention group only), and at 2-month follow-up. Results indicated that the “Safety Awareness for Elderly Drivers” education program was well received by older drivers. The education program demonstrated immediate impacts, such as increased knowledge of older driver safety issues (general level awareness), increased individual awareness, and some changes in attitude and intentions toward changing driving behaviours. Older drivers with mild cognitive impairment showed similar benefits from the education program. However, the program did not appear to be more effective than the review of a drivers handbook available though ICBC in follow-up, with most follow-up measures being similar to baseline. Implications of this research and further research suggestions for older drivers are discussed.

Distracted driving involving secondary tasks is known to lead to an increased likelihood of being involved in motor vehicle crashes. Some secondary tasks are unnecessary and should never be performed. But other secondary tasks, e.g., operating the defroster, are critical to safe driving. Ideally, the driver should schedule when to perform the critical tasks such that the likelihood of a hazard materializing is relatively small during the performance of the secondary task. The current study evaluates a training program -- STRAP (Secondary Task Regulatory & Anticipatory Program) -- which is designed to make drivers aware of latent hazards in the hope that they regulate engagement in secondary tasks which they are performing at the time the latent hazard appears. The secondary tasks include both tasks that require drivers to take their eyes off the road (e.g., operating the defroster) and those which do not (e.g., cell phone use). Participants were assigned either to STRAP or placebo training. After training, the groups navigated eight different scenarios on a driving simulator and were instructed to engage during the drive in as many secondary tasks as possible as long as they felt safe to do so. Secondary task engagement was fully user paced. It is important to note that drivers receiving STRAP training were never instructed directly to either disengage from or not engage in secondary tasks when encountering latent hazards. The results show that STRAP trained drivers were more likely to detect latent hazards and associated clues than placebo trained drivers. With regards to secondary task engagement, STRAP trained drivers chose to limit their in-vehicle and cell phone task engagement by focusing on the forward roadway rather than the task at hand. STRAP training holds out the promise of providing individuals with the necessary skills and proactive awareness to make safe decisions regarding the non-performance or interruption of a secondary task in the presence of a potential latent hazard.