Dissertations / Theses: 'The driver factors'

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Rylander, Martin, and Philip Persson. "Motivation : Vilka motivationsfaktorer driver nyexaminerade poliser." Thesis, Linnéuniversitetet, Institutionen för organisation och entreprenörskap (OE), 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-35583.

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Bakgrund: Motivation är viktigt för att driva en till handling vilket alla har erfarenheter av. Oavsett vad det är för handling så ligger där alltid någon form av drivkraft bakom denna. Vi fann motivationsfaktorer inom den offentliga sektorn som mycket intressant och då främst polisyrket med deras unika arbetsuppgifter. Detta gjorde att vi ville undersöka vad poliser motiveras av. Problemformulering: Vilka motivationsfaktorer driver nyexaminerade poliser? Syfte: Syftet med denna studie är att söka en förståelse vad det är som motiverar nyexaminerade poliser. Metod: Studien som gjorts är genomförd med en kvalitativ forskningsdesign. Insamlingen av material har gjorts genom semi-strukturerade telefonintervjuer. Respondenterna bestod av nyexaminerade poliser. Resultat och slutsatser: Studien visade på att de interna tillsammans med externa drivkrafterna bidrar till den högsta motivationen. Poliserna drevs i större grad av att hjälpa individer och samhället i stort, snarare än för sin egen vinning. Den externa motivationsfaktorn som efterfrågades mest var erkännande och uppskattning från kollegor och ledning. Background: Motivation is important to push you to action which is something that everybody has experienced. Regardless what kind of action it is, there is always some kind of driving force behind it. We found motivation factors in the public sector as very interesting and especially within the police force, with their unique job assignments. This resulted in that we wanted to examine what motivates policemen. Research question: What motivation factors instigate newly graduated policemen? Purpose: The purpose with this study is to seek an understanding of what motivates newly graduated policemen. Methodology: The study that has been done is performed with a qualitative research design. The received material has been conducted through semi-structured telephone interviews. The respondents consisted of newly graduated policemen. Results and Conclusions: The study illustrates that intrinsic together with extrinsic driving forces contributes to the highest motivation effect. The policemen were driven in a higher degree when they helped individuals and the society as a hole rather than for their own interest. The extrinsic motivation factor that was most demanded was recognition and appreciation from their colleagues and by their management.

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Tollefson, John Dietrich. "Identifying the factors that affect the severity of vehicular crashes by driver age." Thesis, University of Iowa, 2016. https://ir.uiowa.edu/etd/2285.

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Vehicular crashes are the leading cause of death for young adult drivers, however, very little life course research focuses on drivers in their 20s. Moreover, most data analyses of crash data are limited to simple correlation and regression analysis. This thesis proposes a data-driven approach and usage of machine-learning techniques to further enhance the quality of analysis. We examine over 10 years of data from the Iowa Department of Transportation by transforming all the data into a format suitable for data analysis. From there, the ages of drivers present in the crash are discretized depending on the ages of drivers present for better analysis. In doing this, we hope to better discover the relationship between driver age and factors present in a given crash. We use machine learning algorithms to determine important attributes for each age group with the goal of improving predictivity of individual methods. The general format of this thesis follows a Knowledge Discovery workflow, preprocessing and transforming the data into a usable state, from which we perform data mining to discover results and produce knowledge. We hope to use this knowledge to improve the predictivity of different age groups of drivers with around 60 variables for most sets as well as 10 variables for some. We also explore future directions this data could be analyzed in.

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Shafizadeh, Kevan R. "A statistical analysis of factors associated with driver-perceived road roughness on urban highways /." Thesis, Connect to this title online; UW restricted, 2002. http://hdl.handle.net/1773/10110.

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Kieliszewski, Cheryl A. "Twisted Metal: An Investigation into Observable Factors that Lead to Critical Traffic Events." Diss., Virginia Tech, 2005. http://hdl.handle.net/10919/29859.

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The purpose of this research was to explore traffic event severity relationships, evaluate the potentiality of a hazardous event, and develop a framework of observable event factors. Data was collected from three regions in Virginia, each assumed to exemplify a unique driving environment due to amount of traffic and infrastructure characteristics. In combination, a broad spectrum of site, traffic, and driver performance variables were accounted for. Observational techniques of surveillance, incident reporting, and inventorying were used to collect site, traffic, and driver data. This effort resulted in 368 observed traffic events that were evenly distributed among the three regions that represented metropolitan, mid-sized city, and town/rural driving environments. The 368 events were evaluated for severity and contributing variables where 1% of the events were non-injury crashes, 10% were serious, near-crashes, 24% were near-crashes, and the remaining 65% were serious errors with a hazard present. Exploratory analyses were performed to understand the general relationship between event severity levels. Binary logistic regression analyses (Î± = 0.05) were performed to further scope predictor variables to identify traffic event characteristics with respect to severity level, maneuver type, and conflict type. The results were that 69 of 162 observed predictor variables were valuable in characterizing traffic events based on severity. It was found that variables could be grouped to create event severity signatures for crashes, serious near-crashes, and near-crashes. Based on these signatures, it was found that there is a trend between severity levels that included a propensity for problems with straight path maneuvers, lateral and longitudinal vehicle control, and information density within the driving environment as contributing to driver error and hence crashes and near-crashes. There were also differences between the severity levels. These differences were evident in the degree of control the driver appeared to have of the vehicle, type of control regulating the driving environment, and type of road users present in the driving environment. Modifications to roadway evaluative techniques would increase awareness of additional variables that impact drivers to make more informed decisions for roadway enhancements. Ph. D.

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Michaud, Darryl Joseph. "Driver Distraction in Microsimulation of a Mid-Block Pedestrian Crossing." Thesis, Portland State University, 2018. http://pqdtopen.proquest.com/#viewpdf?dispub=10830985.

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Traffic simulation has become an invaluable part of the traffic engineering toolbox. However, the majority of driver models are designed to recreate traffic performance based on interactions among vehicles. In keeping with this pursuit, most are fundamentally built to avoid collisions. This limits the applicability of using these models for addressing safety concerns, especially those regarding pedestrian safety performance. However, by explicitly including some of the sources of human error, these limitations can, in theory, be overcome. While much work has been done toward including these human factors in simulation platforms, one key aspect of human behavior has been largely ignored: driver distraction. This work presents a novel approach to inclusion of driver distraction in a microsimulation or agent-based model. Distributions of distraction events and inter-distraction periods are derived from eye-glance data collected during naturalistic driving studies. The developed model of distraction is implemented – along with perception errors, visual obstructions, and driver reaction times – in a simulated mid-block pedestrian crossing. The results of this simulation demonstrate that excluding any of these human factors from the implemented driver model significantly alters conflict rates observed in the simulation. This finding suggests that inclusion of human factors is important in any microsimulation platforms used to analyze pedestrian safety performance.

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Israels, Richard (Richard Steven). "Efficacy, national/international practices and motivational factors of lifelong driver education for the aging population." Thesis, Massachusetts Institute of Technology, 2006. http://hdl.handle.net/1721.1/34606.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2006. Includes bibliographical references (leaves 144-152). In a society facing a significant increase in its aging population, older driver education/training is emerging as a potential solution to help seniors drive more safely, thus maintaining their mobility and quality of life. Nonetheless, sufficient evidence has not emerged directly linking such programs to significant reductions in accident rates for seniors. But older driver education has produced certain outcomes that have been indirectly linked to driver safety. Among these secondary outcomes that led to significant reductions in crash rates are increases in self-regulation (i.e., modifying driving behavior to compensate for certain physical limitations) and a measure of visual/perceptual ability called Useful Field of View (UFOV). Despite some questions surrounding the efficacy of these programs, older driver courses are offered in the United States and internationally among various countries of the Organization for Economic Cooperation and Development (OECD). Many of the courses address similar core topics such as the effects on driving from certain physiological, cognitive changes that accompany aging. On the other hand, the programs can vary more on structural/administrative factors. For example, many courses in Europe offer behind the wheel training to supplement the material learned in the classroom. (cont.) For other courses, including those in the United States, the teaching approach is confined more to lectures. Often, the primary incentive for attending the domestic classes is a reduction in auto insurance premiums upon graduating. But in other states like Massachusetts such a discount is not offered. To more closely examine the motivations of older drivers without such an incentive, a survey was conducted on two sets of adults: one group who enrolled in a senior driver course in Massachusetts and another that chose not to take the course. An analysis of the survey findings indicated the primary reason the first group took the course was to be a "safer driver". In addition, that there are significant differences between the two groups on several fronts, including levels, types of motivation, systematic factors such as demographics and health conditions, and their attitudes about driving and older driver edlucation in general. Based upon the findings on motivation, efficacy, and domestic/international programs in older driver education, some ideas have been formulated for potentially improving the safety benefit of older driver education. (cont.) The proposals cover both structural/administrative (e.g., incentives offered to students, instruction fees), institutional (e.g., formation of public/private partnerships) and curriculum based enhancements. The effectiveness of such courses with these recommended features in reducing crash rates, directly or indirectly through the secondary measures, is a topic for additional research. by Richard Israels. S.M.

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Goss, Cayley Amy. "A study of factors enhancing truck driver retention at Tanker Services, Imperial Logistics, South Africa." Thesis, Rhodes University, 2016. http://hdl.handle.net/10962/d1021250.

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The aim of this qualitative study was to gain an understanding of the factors that enhance truck driver retention at Tanker Services, Imperial Logistics, South Africa. The specific objectives of the study were to (1) explore factors which influence the retention of truck drivers from the perspectives of immediate supervisors of these drivers at Tanker Services Branches in Durban, Johannesburg, and Cape Town; (2) to identify the means Tanker Services adopts in meeting factors influential to truck driver retention; and (3) to provide recommendations on how to successfully retain truck drivers in this logistics organisation in South Africa. The research methodology of this study involved interviewing ten immediate managers of truck drivers at Tanker Services, Imperial Logistics. Specifically, data was collected through the use of individual, in-depth and semi-structured interviews to investigate the most influential factors affecting truck driver retention. The results of this research outline factors important to the truck drivers at Tanker Services from the perspectives of their immediate supervisors - most of whom were previously truck drivers themselves. The findings of this research identified the general factors that affect Tanker Services Truck drivers as follows: formal and informal rewards, competitive compensation, a work environment of quality equipment, high safety standards and recreational facilities. Furthermore, interpersonal relations and company reputation were found most influential to truck drivers in this South African logistics context.

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Saifuzzaman, Mohammad. "Incorporating risk taking and driver errors in car-following models." Thesis, Queensland University of Technology, 2016. https://eprints.qut.edu.au/100018/1/Mohammad_Saifuzzaman_Thesis.pdf.

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This thesis investigated the effect of human factors on car-following behavior and developed a novel methodology to incorporate those in car-following models. Application of the new method enables the car-following models to realistically reproduce the human factor induced behavior which can help researchers to better understand complex traffic problems caused by human errors, for example, road crashes and traffic jams. The method contains an innovative task difficulty formula, which captures the motivation behind driving decisions. The task difficulty offers a better explanation of human behavior in complex traffic conditions than the conventional measures, such as speed and headway.

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Tawfik, Aly M. "Incorporating Perceptions, Learning Trends, Latent Classes, and Personality Traits in the Modeling of Driver Heterogeneity in Route Choice Behavior." Diss., Virginia Tech, 2012. http://hdl.handle.net/10919/37338.

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Driver heterogeneity in travel behavior has repeatedly been cited in the literature as a limitation that needs to be addressed. In this work, driver heterogeneity is addressed from four different perspectives. First, driver heterogeneity is addressed by models of driver perceptions of travel conditions: travel distance, time, and speed. Second, it is addressed from the perspective of driver learning trends and models of driver-types. Driver type is not commonly used in the vernacular of transportation engineering. It is a term that was developed in this work to reflect driver aggressiveness in route switching behavior. It may be interpreted as analogous to the commonly known personality-types, but applied to driver behavior. Third, driver heterogeneity is addressed via latent class choice models. Last, personality traits were found significant in all estimated models. The first three adopted perspectives were modeled as functions of variables of driver demographics, personality traits, and choice situation characteristics. The work is based on three datasets: a driving simulator experiment, an in situ driving experiment in real-world conditions, and a naturalistic real-life driving experiment. In total, the results are based on three experiments, 109 drivers, 74 route choice situations, and 8,644 route choices. It is assuring that results from all three experiments were found to be highly consistent. Discrepancies between predictions of network-oriented traffic assignment models and observed route choice percentages were identified and incorporating variables of driver heterogeneity were found to improve route choice model performance. Variables from all three groups: driver demographics, personality traits, and choice situation characteristics, were found significant in all considered models for driver heterogeneity. However, it is extremely interesting that all five variables of driver personality traits were found to be, in general, as significant as, and frequently more significant than, variables of trip characteristics â such as travel time. Neuroticism, extraversion and conscientiousness were found to increase route switching behavior, and openness to experience and agreeable were found to decrease route switching behavior. In addition, as expected, travel time was found to be highly significant in the models that were developed. However, unexpectedly, travel speed was also found to be highly significant, and travel distance was not as significant as expected. Results of this work are highly promising for the future of understanding and modeling of heterogeneity of human travel behavior, as well as for identifying target markets and the future of intelligent transportation systems. Ph. D.

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Ayfarah, Souad Mohamed. "An exploration of indirect human costs associated with information systems adoption." Thesis, Brunel University, 2004. http://bura.brunel.ac.uk/handle/2438/4856.

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One of the dilemmas that information systems (IS) decision-makers encounter is the identification of the often hidden costs associated with IS adoption, particularly since most of them are reported to be external to the traditional IS budget. The review of the IS literature has identified that much effort to date has focused on the identification and measurement of direct costs, and that much less attention has been paid to indirect costs. One of the main problems reported in the literature associated with looking at indirect costs is that they are intangible and difficult to quantify, and there is evidence suggesting that these indirect costs are rarely completely budgeted for, and thus deserve a much closer consideration by decision-makers. This research investigates this view, arguing that one element of indirect costs, that is, indirect human costs (lRCs), is underestimated and little understood. The author argues that it is not possible to estimate or evaluate IHCs without first identifying all their components, yet there is an absence of models that show how such costs are allocated for IS adoption. This underpins the necessity of the present research. Proposed here is a framework of nine sequential phases for accommodating indirect human costs. In addition to this, 1) three conjectures, 2) cost taxonomy and 3) an interrelationship-mapping cost driver model of IRCs, are proposed based on the literature analysis and underpinning the conceptual phases of the framework. To test the conjectures and validate the models proposed, a case research strategy using case settings were carried out in the private sector. Empirical findings validates the models proposed and reveal that indirect human costs are perceived as costs associated with IS adoption, nevertheless not included in the evaluation process or investment proposals. However, during the empirical research, new cost factors and drivers emerged, which resulted in modifications being made to the previously proposed conceptual models. In doing so, it provides investment decision-makers with novel frames of reference and an extensive list of IRCs that can be used during both the IS budget proposals and the evaluation process of the IS investment.

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Ding, Yonglian. "Quantifying the Impact of Traffic-Related and Driver-Related Factors on Vehicle Fuel Consumption and Emissions." Thesis, Virginia Tech, 2000. http://hdl.handle.net/10919/33350.

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The transportation sector is the dominant source of U.S. fuel consumption and emissions. Specifically, highway travel accounts for nearly 75 percent of total transportation energy use and slightly more than 33 percent of national emissions of EPA's six Criteria pollutants. Enactment of the Clean Air Act Amendment of 1990 (CAAA) and the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) have changed the ways that most states and local governments deal with transportation problems. Transportation planning is geared to improve air quality as well as mobility. It is required that each transportation activity be analyzed in advance using the most recent mobile emission estimate model to ensure not to violate the Conformity Regulation. Several types of energy and emission models have been developed to capture the impact of a number of factors on vehicle fuel consumption and emissions. Specifically, the current state-of-practice in emission modeling (i.e. Mobile5 and EMFAC7) uses the average speed as a single explanatory variable. However, up to date there has not been a systematic attempt to quantify the impact of various travel and driver-related factors on vehicle fuel consumption and emissions. This thesis first systematically quantifies the impact of various travel-related and driver-related factors on vehicle fuel consumption and emissions. The analysis indicates that vehicle fuel consumption and emission rates increase considerably as the number of vehicle stops increases especially at high cruise speed. However, vehicle fuel consumption is more sensitive to the cruise speed level than to vehicle stops. The aggressiveness of a vehicle stop, which represents a vehicle's acceleration and deceleration level, does have an impact on vehicle fuel consumption and emissions. Specifically, the HC and CO emission rates are highly sensitive to the level of acceleration when compared to cruise speed in the range of 0 to 120 km/h. The impact of the deceleration level on all MOEs is relatively small. At high speeds the introduction of vehicle stops that involve extremely mild acceleration levels can actually reduce vehicle emission rates. Consequently, the thesis demonstrated that the use of average speed as a sole explanatory variable is inadequate for estimating vehicle fuel consumption and emissions, and the addition of speed variability as an explanatory variable results in better models. Second, the thesis identifies a number of critical variables as potential explanatory variables for estimating vehicle fuel consumption and emission rates. These explanatory variables include the average speed, the speed variance, the number of vehicle stops, the acceleration noise associated with positive acceleration and negative acceleration noise, the kinetic energy, and the power exerted. Statistical models are developed using these critical variables. The statistical models predict the vehicle fuel consumption rate and emission rates of HC, CO, and NOx (per unit of distance) within an accuracy of 88%-96% when compared to instantaneous microscopic models (Ahn and Rakha, 1999), and predict emission rates of HC, CO, and NOx within 95 percentile confidence limits of chassis dynamometer tests conducted by EPA. Comparing with the current state-of-practice, the proposed statistical models provide better estimates for vehicle fuel consumption and emissions because speed variances about the average speed along a trip are considered in these models. On the other hand, the statistical models only require several aggregate trip variables as input while generating reasonable estimates that are consistent with microscopic model estimates. Therefore, these models could be used with transportation planning models for conformity analysis. Master of Science

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Huntley, Charlotte Hughes. "Environmental Factors Associated With Body Mass Index Among Long Haul Truck Drivers." ScholarWorks, 2016. https://scholarworks.waldenu.edu/dissertations/3035.

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In 2009–2010, the prevalence of obesity among U.S. adults was 40%, and the prevalence was 69% among long haul truck drivers. Researchers have not established a clear relationship between working environment and weight among truck drivers. This quantitative cross-sectional study, using an ecological framework, evaluated the relationship between the working environment (sleep performance, food choices, driving environment, and activity level) and weight severity (e.g., body mass index [BMI]) among long haul truck drivers. One hundred and twenty six adults (46 + 10, years of age), including both genders (male = 97 and females = 29) completed an online questionnaire evaluating their weight and work environment. BMI ranged between 19.7– 77.0 (35.4 + 11.0) kg/m2 among respondents. None of the respondents were underweight, 20 were healthy weight, 28 were overweight, and 78 were obese. Using multiple regression analysis, no statistically significant associations were found between the working environment and weight severity. Statistically significant (p < 0.05) mean differences between weight groups were found using a 1-way ANOVA. Regarding physical activity level, there was a statistically significant difference between the overweight and obese Class II groups (M = 1.034, p = .026). There was also a statistically significant difference between the overweight and obese Class III groups (M = -.506, p < 0.001) regarding physical activity within the prior month. The findings of this study support the need for further research to advance the knowledge of associations between weight groups and physical activity among this population, which could promote positive social change by guiding public health officials and trucking industry stakeholders toward effective interventions to reduce BMI among long haul truck drivers.

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Rjabovs, Aleksandrs. "Performance shaping factors affecting driver safety-related behaviour in urban rail systems : Tyne & Wear Metro case." Thesis, University of Newcastle upon Tyne, 2017. http://hdl.handle.net/10443/4039.

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It is accepted that train drivers’ safety performance is affected by numerous performance shaping factors (PSF). Design of the physical environment is among these factors. Even though the body of knowledge in rail human factors is increasing, it is limited as it is often i) reactive, ii) focusing mainly on single type incidents, iii) prioritising high profile accidents, iv) not always fully addressing existing risk profiles. Railway systems with different design features are usually grouped together for research purposes thus disregarding the fact that system design can alter effects of the PSFs. This is especially true for urban rail systems. A combination of concurrent and sequential research in this mixed methods thesis has investigated PSFs associated with metro systems design, using the Tyne & Wear Metro system as its application case. The PSFs embedded in everyday operations have been studied on different system levels through historic incident analysis, drivers’ surveys, semi-structured interviews, eye-tracking and simulation experiments. Some of the established methodologies have been adapted in order to address the research objectives set. Novel approaches have been developed for the deployment of in-service eye-tracking using dynamic areas of interest and the development of a low-cost high fidelity simulator using gaming software and hardware. Selected station layouts have been assessed through measures of workload, stress and signal checking behaviour thus supporting PSF inter-dependence. The results suggest the influence on the performance of arrival and departure procedures of the angle between a signal, a driver and a mirror. Among the latent conditions potentially inducing incident propagation are passenger levels, the platform side, informativeness of design elements, openness and lighting conditions of a station, and distances from a stopping position to other elements of the station design.

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Mansfield, Layla Rhiannon. "Bumps along the long and winding road: Factors related to truck driver turnover and job-induced tension." PDXScholar, 2014. https://pdxscholar.library.pdx.edu/open_access_etds/1874.

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Voluntary turnover rates among truckload carriers are extremely high, ranging from 50% to more than 100% annually (Griffin & Kalnbach, 2002), furthermore, long-haul truck drivers operate in a stressor-filled environment, which exerts enormous adverse influence not only their well-being but also on their intent to quit. This study explores the relational aspects of the driver's work environment to highlight how the relationships that a driver has with their organization, supervisor, and dispatcher can explain turnover and job-induced tension. Drawing on Social Exchange Theory, Conservation of Resources Theory, and concepts from Hirschman's (1970) theoretical framework of Exit, Voice, and Loyalty, this study hypothesized that Perceived Organizational Support (POS) and Leader-Member Exchange (LMX) have a negative relationship with turnover and job-induced tension and that this relationship is moderated by the dispatchers' sensitivity to voice. Further, this moderation was argued to be mediated by the dispatchers' responsiveness. A modified model, that retains the original theoretical framework, was tested after a number of measurement issues were uncovered. The modified model collapses dispatcher sensitivity to voice and dispatcher responsiveness into one composite variable, dispatcher communication effectiveness. Dispatcher communication effectiveness was hypothesized to moderate the relationships between POS, LMX, turnover, and job-induced tension. The hypotheses were tested in a sample of 166 truck drivers and findings indicate the POS and LMX were directly related to job-induced tension but these same predictor variables were unrelated to turnover. There was marginal support for the buffering effects of dispatcher communication effectiveness on the relationship between LMX and job-induced tension. These findings contribute to the knowledge about the role of POS and LMX on job-induced tension while uncovering the important dynamics in play between a driver and their dispatcher. The theoretical and practical implications of the study are discussed.

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Lewis, Ioni M. "Factors influencing the effectiveness of advertising countermeasures in road safety." Thesis, Queensland University of Technology, 2008. https://eprints.qut.edu.au/16660/1/Ioni_Lewis_Thesis.pdf.

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The current program of research contributes to the World Health Organisation's (WHO, 2004) recent call to pool global resources in the attempt to uncover the most effective countermeasures and polices for the prevention of road trauma. Specifically, this program of research investigates the persuasive outcomes of different emotional health messages in an important applied context, road safety. In this context the use of negative, fear-based approaches has predominated with limited use of more positive-based approaches such as humorous- or pride-based emotional appeals. The overarching aim of the current research program was to examine the effectiveness (i.e., persuasiveness) of positive and negative emotional appeals and, specifically, the issue- or message-relevant affect that such appeals evoke. An additional aim was to ascertain the relative influence and effectiveness of positive and negative emotional appeals for specific target audiences. Particular attention was given to the effectiveness of such messages for males, a high risk road user group of particular concern. The research program also aimed to examine the relative roles and interplay of emotion and cognition in determining message effectiveness. The research focused upon the cognitive constructs of response efficacy (i.e., the extent to which a message incorporates coping strategies and information as well as the extent that individuals' perceive a message as incorporating such coping strategies and information) and involvement (i.e., the extent to which individuals perceive an issue or message as personally relevant and/or as being at risk of experiencing).----- The research program may be conceptualised as three stages, with each stage comprised of an empirical study and one or more manuscripts. The first stage of the research explored the roles and effectiveness of negative and positive emotional appeals. With a substantial body of literature available on the use of fear as a persuasive strategy, Paper One reviewed the theoretical and empirical evidence relating to the function and effectiveness of such appeals. This paper highlighted the mixed findings that have been reported and the controversy surrounding the nature of the fear-persuasion relationship. This paper also highlighted the importance of cognitive components of a message and, in particular, the need to incorporate high levels of response efficacy and to be cognisant of the issue of threat and message relevance.----- Paper Two was based on qualitative research derived from focus groups of licensed drivers (N = 16). The study investigated the roles and effectiveness of positive and negative emotional appeals in road safety advertisements addressing speeding and drink driving. The results suggested that positive and negative emotional appeals may serve different functions. Positive emotional appeals were regarded as a potentially efficacious means of promoting the message of prevention and to model safe behaviour and the rewards received whereas negative emotional appeals were regarded an important way to remind drivers of the dangers of driving.----- The second stage of the research program endeavoured to extend upon the findings reported in the first stage by providing an empirical comparison of positive, humorous appeals and negative, fear-based appeals on a range of outcome measures and over time. In Paper Three, the type of emotional appeal (positive/humorous, negative/fear), level of response efficacy (low, high), level of involvement (low, high), and gender were manipulated in a 2 x 2 x 2 x 2 mixed group design. Licensed drivers (N = 201) completed either a paper-and-pencil or internet-based version of a questionnaire. Prior to the anti-drink driving television advertisements being shown, pre-exposure were assessed. Attitudes and intentions were then assessed immediately after exposure and attitudes, intentions, and behaviour, 2 to 4 weeks later. The results provided evidence of the greater persuasiveness of negative appeals immediately after exposure and greater improvement of positive appeals over time. Also, the results highlighted the importance of high levels of response efficacy, irrespective of emotional appeal type. Paper Three also supported and extended upon earlier findings by examining third-person perceptions in relation to positive, humorous emotional appeals. The results revealed that males reported significantly greater overall influence both to themselves personally, as well as other drivers in general, than females for the humorous appeals. Further, consistent with the multiple roles of affect posited by Elaboration Likelihood Model, explanations were provided for the differential effectiveness of positive and negative affect.----- An additional aim of the second stage of the research program was to clarify an important methodological issue; the sampling adequacy of traditional university student samples versus internet-based samples for health message persuasion research. Fear appeal empirical literature has been criticised for its over-reliance upon student samples. Paper Four examined the extent that the internet may function as an efficacious means of accessing drivers for road safety advertising research. The sample characteristics and results obtained from student and internet samples of drivers were compared empirically. The results provided support for the greater diversity and representativeness of the internet sample and suggested that the two sampling approaches produce equivalent results. This paper served to inform the validity of prior research and informed the choice of sampling methodologies for the subsequent research stage reported in Paper Five.----- The third stage of the research built upon the preceding stages and, most notably, broadened the scope of emotional appeals examined by comparing a range of negative and positive emotional appeals addressing the issue of speeding. Drawing upon the Rossiter-Percy (1987, 1997) motivational model, Paper Five examined two different negative and two positive emotional appeals designed as audio messages. Specifically, the type of emotional appeal (Problem Avoidance/Fear based; Problem Removal/ Agitation or annoyance-based; Social Approval/ Pride-based; and Intellectual Mastery/ Humour-based), level of response efficacy (low, high), level of involvement (low, high), and gender were manipulated in a 2 x 2 x 2 x 2 fully between groups design. A range of persuasion outcome measures, including attitudes and intentions, were assessed immediately after exposure and 1 month later. Further, the study assessed adaptive (message acceptance) as well as maladaptive (message rejection) intentions. The results provided evidence of the effectiveness of humorous-based appeals for males and highlighted that appeals of the same valence (positive or negative) need not have the same persuasive effects. The results also supported the importance of response efficacy for all appeal types and highlighted that a message's overall effectiveness requires consideration of both message acceptance and rejection rates.----- Overall, the current research program, based upon a sound, multi-disciplinary theoretical framework, provided evidence for the need to broaden the scope of emotional appeals in the road safety advertising context and which may also be relevant within a wider health persuasion context. The results of the three studies have important theoretical and practical implications for future campaign development which are discussed.

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Lewis, Ioni M. "Factors influencing the effectiveness of advertising countermeasures in road safety." Queensland University of Technology, 2008. http://eprints.qut.edu.au/16660/.

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The current program of research contributes to the World Health Organisation's (WHO, 2004) recent call to pool global resources in the attempt to uncover the most effective countermeasures and polices for the prevention of road trauma. Specifically, this program of research investigates the persuasive outcomes of different emotional health messages in an important applied context, road safety. In this context the use of negative, fear-based approaches has predominated with limited use of more positive-based approaches such as humorous- or pride-based emotional appeals. The overarching aim of the current research program was to examine the effectiveness (i.e., persuasiveness) of positive and negative emotional appeals and, specifically, the issue- or message-relevant affect that such appeals evoke. An additional aim was to ascertain the relative influence and effectiveness of positive and negative emotional appeals for specific target audiences. Particular attention was given to the effectiveness of such messages for males, a high risk road user group of particular concern. The research program also aimed to examine the relative roles and interplay of emotion and cognition in determining message effectiveness. The research focused upon the cognitive constructs of response efficacy (i.e., the extent to which a message incorporates coping strategies and information as well as the extent that individuals' perceive a message as incorporating such coping strategies and information) and involvement (i.e., the extent to which individuals perceive an issue or message as personally relevant and/or as being at risk of experiencing).----- The research program may be conceptualised as three stages, with each stage comprised of an empirical study and one or more manuscripts. The first stage of the research explored the roles and effectiveness of negative and positive emotional appeals. With a substantial body of literature available on the use of fear as a persuasive strategy, Paper One reviewed the theoretical and empirical evidence relating to the function and effectiveness of such appeals. This paper highlighted the mixed findings that have been reported and the controversy surrounding the nature of the fear-persuasion relationship. This paper also highlighted the importance of cognitive components of a message and, in particular, the need to incorporate high levels of response efficacy and to be cognisant of the issue of threat and message relevance.----- Paper Two was based on qualitative research derived from focus groups of licensed drivers (N = 16). The study investigated the roles and effectiveness of positive and negative emotional appeals in road safety advertisements addressing speeding and drink driving. The results suggested that positive and negative emotional appeals may serve different functions. Positive emotional appeals were regarded as a potentially efficacious means of promoting the message of prevention and to model safe behaviour and the rewards received whereas negative emotional appeals were regarded an important way to remind drivers of the dangers of driving.----- The second stage of the research program endeavoured to extend upon the findings reported in the first stage by providing an empirical comparison of positive, humorous appeals and negative, fear-based appeals on a range of outcome measures and over time. In Paper Three, the type of emotional appeal (positive/humorous, negative/fear), level of response efficacy (low, high), level of involvement (low, high), and gender were manipulated in a 2 x 2 x 2 x 2 mixed group design. Licensed drivers (N = 201) completed either a paper-and-pencil or internet-based version of a questionnaire. Prior to the anti-drink driving television advertisements being shown, pre-exposure were assessed. Attitudes and intentions were then assessed immediately after exposure and attitudes, intentions, and behaviour, 2 to 4 weeks later. The results provided evidence of the greater persuasiveness of negative appeals immediately after exposure and greater improvement of positive appeals over time. Also, the results highlighted the importance of high levels of response efficacy, irrespective of emotional appeal type. Paper Three also supported and extended upon earlier findings by examining third-person perceptions in relation to positive, humorous emotional appeals. The results revealed that males reported significantly greater overall influence both to themselves personally, as well as other drivers in general, than females for the humorous appeals. Further, consistent with the multiple roles of affect posited by Elaboration Likelihood Model, explanations were provided for the differential effectiveness of positive and negative affect.----- An additional aim of the second stage of the research program was to clarify an important methodological issue; the sampling adequacy of traditional university student samples versus internet-based samples for health message persuasion research. Fear appeal empirical literature has been criticised for its over-reliance upon student samples. Paper Four examined the extent that the internet may function as an efficacious means of accessing drivers for road safety advertising research. The sample characteristics and results obtained from student and internet samples of drivers were compared empirically. The results provided support for the greater diversity and representativeness of the internet sample and suggested that the two sampling approaches produce equivalent results. This paper served to inform the validity of prior research and informed the choice of sampling methodologies for the subsequent research stage reported in Paper Five.----- The third stage of the research built upon the preceding stages and, most notably, broadened the scope of emotional appeals examined by comparing a range of negative and positive emotional appeals addressing the issue of speeding. Drawing upon the Rossiter-Percy (1987, 1997) motivational model, Paper Five examined two different negative and two positive emotional appeals designed as audio messages. Specifically, the type of emotional appeal (Problem Avoidance/Fear based; Problem Removal/ Agitation or annoyance-based; Social Approval/ Pride-based; and Intellectual Mastery/ Humour-based), level of response efficacy (low, high), level of involvement (low, high), and gender were manipulated in a 2 x 2 x 2 x 2 fully between groups design. A range of persuasion outcome measures, including attitudes and intentions, were assessed immediately after exposure and 1 month later. Further, the study assessed adaptive (message acceptance) as well as maladaptive (message rejection) intentions. The results provided evidence of the effectiveness of humorous-based appeals for males and highlighted that appeals of the same valence (positive or negative) need not have the same persuasive effects. The results also supported the importance of response efficacy for all appeal types and highlighted that a message's overall effectiveness requires consideration of both message acceptance and rejection rates.----- Overall, the current research program, based upon a sound, multi-disciplinary theoretical framework, provided evidence for the need to broaden the scope of emotional appeals in the road safety advertising context and which may also be relevant within a wider health persuasion context. The results of the three studies have important theoretical and practical implications for future campaign development which are discussed.

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Grant, Pauline. "The human factors associated with responding to emergency vehicles." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2017. https://ro.ecu.edu.au/theses/2044.

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Emergency vehicles undertake emergency driving, using lights and sirens, to move rapidly through traffic in response to situations where life and property are at risk. For the emergency driving to be effective, other motorists need to drive in a manner that facilitates their passage. Despite laws to support this, problematic encounters can result in emergency vehicles being unable to get through. The current research expanded on earlier exploratory research into motorists’ encounters with emergency vehicles (Grant, 2010) to examine psychological factors involved with motorists’ responses to emergency vehicles. A construct validity approach was used to develop a scale through which a larger representative sample could be assessed. A qualitative study with emergency service drivers and motorists combined with existing literature to provide the basis for the scale development, and the subsequent testing and refinement resulted in the Responding to Emergency Vehicles Scale (REVS). The data obtained throughout development of the scale, from 1089 participants, were used to investigate psychological factors associated with responding to emergency vehicles and have identified the following overarching factors: Reasons for responding to emergency vehicles; attitudes and beliefs about emergency vehicles/services; appraisal of the encounter and their ability to respond; prior associations with emergency services personnel, or vehicles; and beliefs around punishment. The study also explored participants’ demographic factors relative to their reported driving behaviours during emergency vehicle encounters. Lastly, it identified the needs of the emergency service drivers during encounters, suggesting that existing road safety messages were inconsistent with actual needs of emergency service drivers, and suggested an alternative model of response. Overall, the psychological factors provided an understanding of the participants’ aptitude to be trained to respond more effectively. Their strong pro-social intentions indicated an intention to respond appropriately to emergency vehicles and they were cognisant of the potential consequences of not doing so. Their generally positive views about emergency vehicles as well as associated services, and beliefs in the appropriateness of punishment further supported their willingness to respond appropriately. Finally, participants reported that they were aroused by emergency vehicles encounters, but not stressed to the extent they were incapable of responding. Whilst the research was undertaken from a predominately theoretical lens, the applied nature of the phenomenon under scrutiny yielded findings that can inform policy around responding to emergency vehicles. Specifically, the findings suggest the need to embed explicit training on emergency vehicles within the existing driver training framework. They also recommend amendment to the road safety message used to guide motorists’ actions during encounters with emergency vehicles. Future studies could confirm the appropriateness of the recommended response model with a larger sample of emergency service drivers, and use the REVS to assess larger samples and different driving populations.

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Santos, Maria Izabel dos. "Identifying active factors by a fractioned factorial experimental design and simulation in road traffic accidents." Universidade de São Paulo, 2017. http://www.teses.usp.br/teses/disponiveis/18/18143/tde-28092017-091715/.

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Researchers around the world are constantly seeking for a quick, inexpensive and easy to use way to understand road traffic deaths. This study proposes the use of multibody (MBS) simulation, using a virtual driver, associated to fractional factorial experiments to identify active factors in road traffic accidents. The objectives of this work were to: (i) use DOE to show a more structured direction on the studies of road safety and (ii) investigate possible vehicle state variables to monitor vehicle dynamic stability. The first experiment was a quarter fraction It was designed based on an accident database of a Brazilian Federal Highway. Seven factors were considered (curve radius, path profile, path condition, virtual driver skill, speed, period of the day and car load) and 3 replicates were performed per treatment. Speed and friction coefficient were defined randomly for each treatment, within the defined range for each level. 42 accidents were observed in 96 events. Speed had shown the highest influence on the occurrence, followed by curve radius, period of the day and some second order interactions. The second experiment was based on the results of first one. A half fraction factorial design with five factors (curve radius, car load, virtual driver skill, period of the day and speed), with 14 replicates per treatment, was performed. Speed was defined randomly as per previous experiment. 96 accidents were observed in 224 events. Speed had the highest influence on the occurrence of accidents, followed by the period of the day, curve radius, virtual driver skill and second order interactions. Speed is also pointed by World Health Organization as one of the key factors for the occurrence of accidents. The study indicates that a well-designed experiment with a representative vehicle model can show a direction for further researches. At last, roll angle, yaw rate and displacement of the car on the road are variables suggested to be monitored in experiments using simulation to identify vehicle\'s instability. Pesquisadores do mundo estão constantemente buscando uma maneira rápida, barata e fácil de usar para entender acidentes de trânsito. O presente estudo propõe o uso de simulação, condutor virtual e experimentos fatoriais para a identificação de fatores ativos em acidentes rodoviários. Os objetivos deste trabalho foram: utilizar experimentos planejados, associado a simulação para obter uma direção para estudos futuros e investigar possíveis variáveis de estado do veículo a serem usadas para monitorar sua estabilidade dinâmica. Para tal, foi utilizado um modelo completo de veículo validado e dados reais de acidentes de um determinado trecho de rodovia brasileira. O primeiro experimento baseou-se em um banco de dados de acidentes de uma rodovia Federal brasileira. Optou-se por fracionar o experimento, utilizando um quarto de fração. Sete fatores foram considerados (raio da curva, perfil da pista, condição da pista, habilidade do condutor virtual, velocidade, período do dia e carga do carro) e foram realizadas três réplicas por tratamento. Velocidade e coeficiente de atrito foram utilizados como fontes de variação do experimento: para cada tratamento, e dentro do intervalo definido para cada nível, ambos foram definidos aleatoriamente. Em 54 dos 96 eventos foram observou-se acidentes. Velocidade, raio da curva, período do dia e algumas interações de segunda ordem foram os fatores com maior influência na ocorrência de acidentes. O segundo experimento utilizou como dado de entrada os resultados obtidos no experimento anterior. O experimento foi fracionado, meia fração, com cinco fatores (raio da curva, carga do carro, habilidade do motorista virtual, período do dia e velocidade). Foram realizadas 14 réplicas por tratamento, e a velocidade foi mantida como fonte de variação. Em 96 dos 224 eventos foram observados acidentes. Velocidade teve maior influência na ocorrência de acidentes, seguida por período do dia, raio da curva, habilidade do motorista virtual e interações de segunda ordem. A velocidade também é apontada pela Organização Mundial da Saúde como um dos fatores-chave para a ocorrência de acidentes. Isto indica que um experimento bem planejado, com um modelo de veículo representativo, pode apontar uma direção a ser seguida em pesquisas futuras. Por último é sugerido o monitoramento do ângulo de rolagem (roll angle), da taxa de guinada (yaw rate), e do deslocamento lateral do carro na pista para identificar instabilidades no veículo quando são utilizadas simulações.

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van, Lint J. W. C., and S. C. Calvert. "A generic multi-level framework for microscopic traffic simulation—Theory and an example case in modelling driver distraction." Elsevier, 2018. https://publish.fid-move.qucosa.de/id/qucosa%3A72789.

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Incorporation of more sophisticated human factors (HF) in mathematical models for driving behavior has become an increasingly popular and important research direction in the last few years. Such models enable us to simulate under which conditions perception errors and risk-taking lead to interactions that result in unsafe traffic conditions and ultimately accidents. In this paper, we present a generic multi-level microscopic traffic modelling and simulation framework that supports this important line of research. In this framework, the driving task is modeled in a multi-layered fashion. At the highest level, we have idealized (collision-free) models for car following and other driving tasks. These models typically contain HF parameters that exogenously “govern the human factor”, such as reaction time, sensitivities to stimuli, desired speed, etc. At the lowest level, we define HF variables (task demand and capacity, awareness) with which we maintain what the information processing costs are of performing driving tasks as well as non-driving related tasks such as distractions. We model these costs using so-called fundamental diagrams of task demand. In between, we define functions that govern the dynamics of the high-level HF parameters with these HF variables as inputs. When total task demand increases beyond task capacity, first awareness may deteriorate, where we use Endsley's three-level awareness construct to differentiate between effects on perception, comprehension, anticipation and reaction time. Secondly, drivers may adapt their response in line with Fullers risk allostasis theory to reduce risk to acceptable levels. This framework can be viewed as a meta model, that provides the analyst possibilities to combine and mix a wide variety of microscopic models for driving behavior at different levels of sophistication, depending on which HF are studied, and which phenomena need to be reproduced. We illustrate the framework with a distraction (rubbernecking) case. Our results show that the framework results in endogenous mechanisms for inter- and intra-driver differences in driving behavior and can generate multiple plausible HF mechanisms to explain the same observable traffic phenomena and congestion patterns that arise due to the distraction. We believe our framework can serve as a valuable tool in testing hypotheses related to the effects of HF on traffic efficiency and traffic safety in a systematic way for both the traffic flow and HF community.

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Sykes, Kayla Paris. "Human Factors Evaluation of an In-Vehicle Active Traffic and Demand Management (ATDM) System." Thesis, Virginia Tech, 2016. http://hdl.handle.net/10919/65003.

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This research study focused on the development and subsequent evaluation of an in-vehicle Active Traffic and Demand Management (ATDM) system deployed on I-66. The ATDM elements inside the vehicle allowed drivers to remain consistently aware of traffic conditions and roadway requirements even if external signage was inaccessible. Forty participants were accompanied by a member of the research team and experienced the following features from the in-vehicle device (IVD): 1) dynamic speed limits, 2) dynamic lane use/shoulder control, 3) High Occupancy Vehicle (HOV) restrictions, and 4) variable message signs (VMS). This system was equipped with auditory and visual alerts to notify the driver when relevant information was updated. The research questions addressed distraction, desirability, and driver behavior associated with the system. Participant data was collected from the instrumented vehicle, various surveys, and researcher observation. Analysis of Variance (ANOVA) and Tukey-Kramer tests were performed to analyze participant eye glance durations towards the IVD and instrument cluster. Wilcoxon signed rank tests were used to draw conclusions from participant speed data and some survey responses. Several key findings were uncovered related to each research category: 1) the IVD would not be classified as a distraction according to NHTSA distraction guidelines, 2) seventy-three percent of participants would want the in-vehicle technology in their next vehicle, and 3) the speed limit alert motivated participants to alter their speed (based on both survey results and actual participant speed data). Master of Science

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Gleerup, Caroline, and Linn Nordqvist. "Who’s the driver and who’s the passenger in the luxury industry? : a study of how internal factors influence a company’s marketing strategy." Thesis, Högskolan Kristianstad, Sektionen för hälsa och samhälle, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:hkr:diva-10992.

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Today, it is important for companies to deliver superior customer value in order to be successful on the market. There are two different ways of achieving this advantage; a company can either follow a market driven approach or a market driving approach. The difference between these two approaches is that a market driven company listens to the customers’ demand and create superior customer value of their needs. On the contrary, a market driving company reshapes the market and offer new superior needs to customers that will be seen as a need by them. Furthermore, there is a gap of the influence the internal factors have on the market driven and the market driving approach. Therefore, the aim of this study is to provide an insight of how the three internal factors, structure, financial resources and organization culture, influence the two approaches in the luxury industry. A survey was conducted in order to gather data from different companies worldwide. Both explanatory and exploratory research strategies were used when the collected data was analyzed. Explanatory research was used to test the hypothesis and explain the research question. Exploratory research was used to further understand how the internal factors influence a company’s marketing strategy. The result of this dissertation indicates that the three internal factors were not significantly connected with market driven or market driving approach. However, it can still be argued that the internal factor structure somehow is correlated with the market driven approach. Furthermore, the findings of this dissertation can be interesting for people who seek to investigate in both the concept of market orientation and how the internal factors influence it.

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Andersson, Caroline, and Fanny Schmidinger. "Employee Referral Vad driver anställda att rekommendera potentiella medarbetare till en tjänst? : - För företag med rekryteringsbehov." Thesis, Mälardalens högskola, Akademin för ekonomi, samhälle och teknik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:mdh:diva-25689.

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Problem: För att skapa ett starkt employer brand ska arbetsgivaren inneha positiva associationer hos potentiella medarbetare, vilket bidrar till att mindre resurser krävs för att finna den efterfrågade kompetensen. Då en rekommendation handlar om att yttra sig förmånligt blir betydelsen av medarbetares rekommendationer viktig för företagets employer brand. Resultaten av att använda sig av medarbetares rekommendationer i rekryteringsprocessen är känt inom forskningen. Däremot har underliggande faktorer och motiv som ligger till grund för att medarbetare rekommenderar personer i deras sociala nätverk inte adresserats i samma utsträckning. Syfte: Syftet med studien är att undersöka vilka underliggande faktorer och motiv som finns hos anställda vid rekommendationer av personer i deras sociala nätverk. Studien ska analysera hur företag med rekryteringsbehov kan utveckla deras employer brand som i sin tur gynnar rekryteringsprocessen. Studien kan fungera som vägledning i utvecklingen av företags employee referral program, då en allmän förståelse kring rekommendationer saknas. Utifrån resultatet kommer förslag att ges om vad som bör tas hänsyn till vid en utveckling av ett employee referral program. Metod: Den insamlade data är av kvantitativ karaktär och samlades in genom en enkät som skickades ut till anställda på ABB. Resultat: Studien visar att respondenterna i undersökningen motiverades av en prosocial motivation då de rekommenderar någon till att söka anställning hos arbetsgivaren främst för att hjälpa en bekant följt av att hjälpa organisationen. Respondenterna motiverades minst av yttre motivation i form av belöningar samt att rekommendationen ska bistå med ett stärkande av deras position. Hinder och osäkerhet upplevdes till viss del hos respondenterna vid en rekommendation, men i de flesta fall var detta inte en orsak till att inte rekommendera. Det främsta hindret som upplevdes var att respondenterna inte har kunskap om hur de rekommenderar via digitala hjälpmedel och den främsta osäkerheten grundades i att personen som rekommenderas inte ska passa ihop med ABB. De flesta respondenter svarade däremot att inget hinder eller osäkerhet fanns vid en rekommendation. Problem: In order to create a strong employer brand it requires that the potential employees hold positive associations towards the employer. When this exists, fewer resources are required in order to find the right expertise. A recommendation could be defined as: to speak favourably about something or someone. The importance of employee referrals is vital for the company's employer brand. The results of the use of these types of referral programs in the recruitment process are already known in research. However, the underlying factors and motives for employee referrals and why the employees recommend people in their social networks is not addressed to the same extent in research. Purpose: The purpose of this thesis is to examine the underlying factors and motivations held by employees when they recommend people in their social network. The study will analyze how companies employer brand and employee referral program can be developed. Based on the results, suggestions will be given on what should be reviewed in a development of an employee referral program. Method: The collected data is of quantitative characteristic and was extracted from a survey, which was sent to ABB employees. Results: The study shows that most of the respondents were motivated by a prosocial motivation, as they mainly recommended someone to help an acquaintance, followed by helping the organization. The external motivation was the motivation the respondents were least motivated by, in regards to rewards and that a referral would assist with a strengthening of their position. Barriers and uncertainties among respondents were perceived to some extent when making a referral. For some respondents this was perceived as a factor for not making a referral, however not for most of them. The main barrier experienced was a lack of knowledge about how to make a referral by using digital tools. The main uncertainty was found in the perception that the person who is recommended make a suitable organisation fit. Most respondents experienced that barriers or uncertainties would not prevent them from making a referral.

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Sommarström, Erik. "I am the Greatest Driver in the World! : -Does self-awareness of driving ability affect traffic safety behaviour?" Thesis, Linköpings universitet, Interaktiva och kognitiva system, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-119620.

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This simulator study aims to investigate if there is a relationship between self-awareness of driving ability and traffic safety behaviour. Self-awareness in this study is accurate self-evaluation of one’s abilities. By letting 97 participants (55-75 years old) drive the simulator and answering the Driver Skill Inventory (DSI; Warner et al., 2013) as well as the Multidimensional locus of control (T-loc; Özkan & Lajunen, 2005). A measure of self-awareness was computed using the residuals from regression line. Furthermore, this measure could show if a participant over-estimated or under-estimated their ability. Four self-awareness measures were made. The self-awareness measures were compared to traffic safety behaviour. Three different traffic safety measures were computed using specific events in the simulator scenario. The self-awareness measures were grouped into three groups; under-estimators, good self-awareness and over-estimators. These groups were then compared to each other with respect to traffic safety. A multivariate ANOVA was made to test for differences between the self-awareness groups but no significant main difference was found. The results showed no difference in traffic safety behaviour given the different levels of self-awareness. Furthermore, this could be a result of the old age of the sample group as self-awareness may only be relevant in a learning context. The conclusion of the study is that the analysis shows that there is no difference between over-estimators and under-estimators of driving ability, at least not in experienced older drivers.

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Onate, Vega Lady Diana. "The impact of the road environment and mobile phone distraction on driving behaviour." Thesis, Queensland University of Technology, 2022. https://eprints.qut.edu.au/232830/1/Lady%20Diana_Onate%20Vega_Thesis.pdf.

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The thesis investigated the impact on driver behaviour of task complexity: driving demands (the constantly changing road and traffic environment) and secondary task demands (mobile phone use). Driver performance in a simulator was measured under presence and absence of pedestrians and oncoming traffic, different types of mobile phone distraction (cognitive and visual-manual) and when driving through different road geometries. The effect of road geometry on driver behaviour was greater than the effect of mobile phone distraction. Regulations and legislation on mobile phones should focus on visual-manual phone tasks, while enforcement and warning signs should target downhill and uphill curve sections.

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Ali, Ahmed M. "DRIVING SIMULATION AND REACTION TIME INVESTIGATION ON DRIVER FOOTEDNESS." University of Akron / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=akron1561991269668204.

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Bertoldi, Eduardo. "Sistema anti-colisão de alerta ao motorista com o uso de estímulo auditivo e háptico." Universidade de São Paulo, 2011. http://www.teses.usp.br/teses/disponiveis/3/3141/tde-11082011-124349/.

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Neste trabalho, é desenvolvido um estudo sobre o uso de alertas auditivos e hápticos dentro do ambiente veicular. É proposto um sistema de assistência ao motorista para alertá-lo de que uma colisão lateral com outros veículos pode ser iminente, quando a observação do espelho retrovisor é insuficiente ou o motorista está desatento. O sistema é composto por um módulo de ativação e um módulo de alerta. O módulo de ativação detecta a condição de perigo por sensores posicionados ao redor do veículo e na tendência de abandono de faixa. Esse trabalho enfoca o módulo de alerta, para o qual se propõe o uso de som tridimensional juntamente com estímulo de vibração. Um ambiente de simulação é proposto para se reproduzir em laboratório o ambiente em que o motorista atua. Nesse ambiente, o sujeito deve utilizar um jogo de corrida projetado na parede à sua frente usando um volante e pedais para acelerar e frear. O motorista se mantém ocupado na tarefa de conduzir o veículo pela trajetória do jogo enquanto é submetido a situações em que um outro veículo se aproxima pela região lateral-traseira velozmente. O assento utilizado é equipado com os elementos geradores dos estímulos vibratórios e auditivos. No primeiro experimento, estuda-se o comportamento de 12 participantes na situação crítica sem o uso do sistema de alerta e conclui-se que a reação preferencial em tal situação é o esterçamento do volante. No segundo experimento, 23 participantes são submetidos ao mesmo cenário adicionando-se o sistema de alertas auditivo e háptico. São coletados os dados de tempo de reação, esterçamento do volante, pressionamento dos pedais e distância entre os carros. Também são registradas as percepções dos participantes sobre o sistema de alerta utilizado. A análise dos dados indica que o sistema de alerta é elegível para uso e pode auxiliar em termos de tempo de reação, devendo-se, entretanto, revisar as características dos alertas utilizados, especialmente o auditivo, para se reduzir o desconforto e evitar prejuízo significativo no controle do veículo. In this work, we develop a study about the usage of auditive and haptic alerts in the vehicular environment. It is proposed a driver assistance system to warn the driver that a lateral collision with other vehicle may be imminent, when the rear mirror observation is insufficient or the driver is distracted. The system is composed by an activation module and a warning module. The activation module detects the dangerous condition using sensors placed around the vehicle and on the identification of a lane departure tendency. This work focuses on the warning module, which proposes the usage of three-dimensional sound together with vibration stimulus. A simulation environment is proposed to reproduce in laboratory the environment where the driver actuates. In this environment, the subject is requested to play a driving game projected in the frontal wall using a steering wheel and pedals to accelerate and brake. While the driver conducts the vehicle over the game route, he is submitted to the situation where another vehicle approaches very fastly from behind. The seat is equipped with the vibration and auditory stimuli generator elements. In the first experiment, it is assessed the behavior of 12 subjects in the critical situation without the usage of the warning system and it is concluded that the major reaction in such situation is the steering of the wheel. In the second experiment, 23 subjects are submitted to the same scenario adding the auditory and haptic warning system. The following data are collected: reaction time, wheel steering, pedal pressing and distance between the vehicles. The perception of the participants about the used warning system is registered. The analysis of all data indicates that the system is eligible to be used and is able to help regarding reaction times. Nevertheless, it is still necessary to review the characteristics of the used warnings, specially the auditory, to reduce discomfort and avoid loss of control during driving.

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Osbeck, Emelie, and Nils Åkerman. "Information Hold : Ways of preventing information overload in Scania vehicles in critical traffic situations." Thesis, KTH, Maskinkonstruktion (Inst.), 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-29728.

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De tekniska system som tävlar om förarens uppmärksamhet i bilar och lastbilar ökar både i antal och komplexitet. Detta kanske inte är ett problem på en rak, lugn motorväg men minskar fokus på själva körningen och om något oväntat skulle hända kan konsekvenserna bli allvarliga eftersom föraren är distraherad och kan behöva ta in för mycket information på en gång. Syftet med projektet var att utveckla ett system för att presentera endast relevant och önskad information till förare av lastbilar och bussar i kritiska trafiksituationer. Detta för att göra det möjligt för föraren att fokusera mer på körningen och därigenom göra den säkrare och bekvämare. Å ena sidan ska systemet upptäcka vilken typ av trafiksituation lastbilen befinner sig i. Å andra sidan ska det avgöra vilken typ av information som skulle vara relevant för föraren i den situationen. Med en litteraturstudie, insamlad statistik, intervjuer och författarnas åsikter som grund identifierades ett antal händelser (som telefonsamtal och förekommande varningar) som kan inträffa i förarhytten på en lastbil och hur mycket de vardera skulle öka förarens arbetsbörda (workload). Detsamma gjordes för ett antal vanliga trafiksituationer som kan betraktas som kritiska och kräver mer uppmärksamhet än att bara köra rakt fram. Dessa händelser och situationer betygsattes därefter utifrån hur mycket de skulle öka belastningen på de sinnen som används mest i en körsituation, nämligen: synen, hörseln, motoriken och kognitionen. Matriser gjordes i vilka uppgifter och situationer ställdes mot varje sinne med betyg vilket senare användes som grund för de tre koncept som utvecklades för systemet. Koncepten hette Jigsaw, Fever och Three’s a crowd och utvärderades i en workshop på Scania. De två första realiserades i form av prototyper som gjordes i programmet GUIDE. Logiken som byggdes upp i programmet bestod av tillståndsmaskiner och med boolsk logik samt if- och while-slingor. The technical systems that compete for drivers’ attention in cars and trucks are increasing both in numbers and complexity. This may not be a problem on a straight and sound highway but definitely decreases the focus on the actual driving and if something unexpected was to happen there could be dangerous consequences, due to too much distraction and information overload. The purpose of the project was to develop a system to present only relevant and desired information to drivers of trucks and busses in critical traffic situations, for the Swedish truck manufacturer Scania. This will enable the driver to focus more on the driving thus creating a safer and more comfortable driving situation. On one hand the system had to detect what type of traffic situation the truck is in. On the other hand it had to determine what type of information would be suitable for the driver in that situation. With a literature study, statistics, interviews and the authors’ judgments as a basis the project first identified a number of tasks (like phone calls and occurring warnings) that can take place in the cab of a truck and then assess how much they respectively would raise the workload of the driver. The same was done for a number of common traffic situations that were considered as critical and demanded more attention than just driving straight ahead. All these tasks and situations were graded on how much they would raise the load on the senses most used in a driving situation: visual, auditory, motor and cognitive. Matrices were made cross-referencing the tasks and situations with the grades on each modality and was used as the basis for the three concepts for the system that was developed. The concepts called Jigsaw, Fever and Three’s a crowd were evaluated in a workshop at Scania and the first two were realized in the form of prototypes which were made in the software GUIDE. The logic was made up of state machines and Boolean operators and if- and while-conditions.

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34

Romão, Magaly Natalia Pazzian Vasconcellos. "Fundamentos metodológicos para a elaboração de campanhas de segurança viária." Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-02092015-095943/.

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Neste trabalho foram estabelecidos os fundamentos metodológicos baseados na identificação dos fatores de risco, fatores de risco identificados, necessários na elaboração de campanhas de segurança viária, orientados pelas diretrizes estabelecidas no projeto CAST (Campaigns and Awareness-raising Strategies in Traffic Safety), o qual define a identificação do comportamento-problema gerador de acidentes como elemento essencial na definição do objetivo de cada campanha. Não havendo dados estatísticos consistentes e confiáveis dos quais seja possível extrair esta informação, foi necessário identificar os fatores comportamentais que estão na origem de atos inseguros e que devem ser prioritários na elaboração de campanhas de segurança viária. Para o efeito, foi necessário estabelecer uma metodologia que envolveu a utilização de diferentes instrumentos de coleta de dados com o objetivo de identificar os comportamentos-problema, assim como outros fatores relacionados à infraestrutura e ao meio ambiente que poderiam induzir esses comportamentos. Esta metodologia envolveu a aplicação de Grupos Focais que orientaram a elaboração de um questionário voltado para a identificação dos fatores de risco do sistema viário, comportamentos de risco e opiniões relacionados com os tipos de mensagens de campanhas. Este questionário foi posteriormente aplicado a uma amostra de condutores, juntamente com o DBQ – Driver Behaviour Questionnaire, este orientado para a identificação de comportamentos de risco de cada inquirido. A associação desses dois instrumentos permitiu a identificação de fatores de risco no sistema viário, assim como comportamentais de risco habituais e as preferências dos inquiridos sobre tipos e mensagens de campanhas, bem como meios de mídia. A análise estatística dos dados coletados permitiu identificar os seguintes fatores de risco relacionados à via: (1) más condições da infraestrutura da via, (2) más condições de sinalização, (3) más condições dos veículos que trafegam pelas vias, e (4) interação principalmente com pedestres. Foram ainda identificadas as suas opiniões relativamente a comportamentos-problema dos demais usuários do sistema viário, destacando-se os seguintes fatores: (1) sono, (2) bebidas, (3) drogas e (4) mensagens de texto. Quanto à importância das campanhas, os inquiridos consideram que elas devem: (1) ser dirigidas aos fatores de risco identificados, (2) estar associadas a outras ações como fiscalização e (3) seus resultados devem ser divulgados pelos órgãos de governo. Finalmente, acerca das mensagens das campanhas e tipos de mídia utilizados, os inquiridos consideraram que as mensagens devem: (1) utilizar laços afetivos, (2) ser mais impactantes, (3) conter cenas reais, (4) ter finalidade educativa; e as mídias mais adequadas seriam: (1) televisão, (2) internet (com ênfase às redes sociais) e (3) painéis de mensagens variáveis. Quanto ao questionário DBQ, foram identificados sete fatores comportamentais dos próprios inquiridos com maior peso e relação com atos inseguros: (1) Baixo nível de aptidão, (2) Infração, (3) Distração/Inatenção, (4) Condução agressiva, (5) Baixa consciência da situação, (6) Estresse e (7) Adaptação Comportamental. Esses fatores representam os tópicos prioritários que devem ser trabalhados em futuras campanhas. This research established the methodological principles based on the identification of risk factors necessary for elaboration road safety campaigns, following the guidelines recommended by the CAST (Campaigns and Awareness-raising Strategies in Traffic Safety) project, which defines the identification of main problem behaviors generating accidents as an essential element in the definition of each campaign goal. Since there is no consistent and reliable statistical data proveding this information, it was necessary to identify the behavioral factors that originate unsafe acts and that should be priority in road safety campaigns. In order to achieve this result, it was necessary to establish a methodology involving the use of different data collection tools with the intention of identifying the problem behaviors, as well as other factors related to the infrastructure and environment capable to induce these behaviors. This methodology involved Focus Groups application that directed the elaboration of a questionnaire aiming at a identifing road system risk factors, risky behaviors and opinions regarding the types of campaigns messages. This questionnaire was further applied to a drivers\' sample, together with the DBQ Driver Behavior Questionnaire, which was directed to the identification of risky behaviors of each respondent. The association between these two instruments enabled the identification of road system risk factors, as well as common risky behaviors and the respondents\' preferences about the types of campaign messages and media means. The statistical analysis of the collected data enabled the identification of the following risk factors related to the road system: (1) poor road infrastructure conditions, (2) poor signing conditions, (3) poor vehicle conditions, and (4) interaction mainly with pedestrians. Opinions about problem-behaviors were also identified, stressing the following factors: (1) drowsiness, (2) drink and drive, (3) drugs and medication effects (4) texting driving. Concerning the campaigns importance, the respondents considered that they should: (1) be directed to identified risk factors, (2) be associated to other actions such as enforcement and (3) have its results published by the government entities. Finally, regarding the campaign messages and the used media types, the respondents considered that the messages should: (1) use affective anchors, (2) be more impactful, (3) contain real scenes, (4) have educative purpose; and the most adequate media would be: (1) television, (2) internet (with emphasis to the social networks) and (3) variable message panels. With respect to the DBQ questionnaire, seven behavioral factors based on the respondents own experience were identified as more important and related to unsafe attitudes: (1) poor fitness to drive, (2) violations, (3) distraction/inattention, (4) aggressive driving, (5) poor situation awareness, (6) stress and (7) behavioural adaptation. These factors represented the priority topics that should be handled in future campaigns.

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Kumar, Naren. "Investigation of drive-train dynamics of mechanical transmissions incorporating cycloidal drives." Thesis, Queensland University of Technology, 2015. https://eprints.qut.edu.au/84752/8/Naren%20Kumar%20Thesis.pdf.

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Cycloidal drives are compact, high-ratio gear transmission systems used in a wide range of mechanical applications from conveyor drives to articulated robots. This research hypothesises that these drives can be successfully applied in dynamic loading situations and thereby focuses on the understanding of differences between static and dynamic loading conditions where load varies with time. New methods of studying the behaviour of these drives under static and dynamic loading circumstances were developed, leading to novel understanding and knowledge. A new model was developed to facilitate research and development on Cycloidal drives with potential benefits for manufacturing, robotics and mechanical-process-industries worldwide.

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Wallén, Warner Henriette. "Factors influencing drivers' speeding behaviour /." Uppsala : Acta Universitatis Upsaliensis, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-7308.

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Stanney, William J. III. "The TALE Factors and Nuclear Factor Y Cooperate to Drive Transcription at Zygotic Genome Activation." eScholarship@UMMS, 2019. https://escholarship.umassmed.edu/gsbs_diss/1045.

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The TALE factors, comprising the pbx and prep/meis gene families, are transcription factors (TFs) vital to the proper formation of anterior anatomical structures during embryonic development. Although best understood as essential cofactors for tissue-specific TFs such as the hox genes during segmentation, the TALE factors also form complexes with nuclear factor Y (NFY) in the early zygote. In zebrafish, Pbx4, Prep1, and NFY are maternally deposited and can access their DNA binding sites in compact chromatin. Our results suggest that TALE/NFY complexes have a unique role in early embryonic development which is distinct from each factor’s independent functions at later stages. To characterize these TALE/NFY complexes, we employed high-throughput transcriptomic and genomic techniques in zebrafish embryos. Using dominant negatives to disrupt the function of each factor, we find that they display similar, but not identical, loss-of-function phenotypes and co-regulate genes involved in transcription regulation and embryonic development. Independently, the TALE factors regulate homeobox genes and NFY governs cilia-related genes. ChIP-seq analysis at zygotic genome activation reveals that the TALE factors occupy DECA sites adjacent to CCAAT boxes near genes expressed early in development and involved with transcription regulation. Finally, DNA elements containing TALE and NFY binding sites drive reporter gene expression in transgenic zebrafish, and disruption of TALE/NFY binding via mutation or dominant negatives eliminates this expression. Taken together, this data suggests that the TALE factors and NFY cooperate to regulate a set of development and transcription control genes in early zygotic development but also have independent roles after gastrulation.

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38

Kasnakoglu, Cosku. "Developments on a Virtual Environment System for Intelligent Vehicle Applications." The Ohio State University, 2003. http://rave.ohiolink.edu/etdc/view?acc_num=osu1197307990.

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Peck, Jackson. "Design Factors in Laser Driven Impact Welding." The Ohio State University, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=osu1556879640891786.

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40

Dhawan, Anuj. "Motivation factors for online buying the price driver : a dissertation submitted to the graduate faculty of design and creative technologies, AUT University, in partial fulfilment of the requirements for the degree of Master of Business, School of Computing and Mathematical Sciences, Auckland, New Zealand, 2008." Abstract. Full dissertation, 2008.

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41

Pupovac, Djordje, and Giancarlo Perez. "Offshoring: Drivers and Factors in Swedish Manufacturing Companies." Thesis, Högskolan i Jönköping, Tekniska Högskolan, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:hj:diva-47096.

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The purpose of this study is to increase understanding about critical factors Swedish manufacturing companies need to consider when offshoring. The study is based on two research questions. The first question is to investigate and understand why Swedish manufacturing companies offshore their facilities. The second research question aims to understand the critical factors companies need to consider when moving abroad. Case study and semi-structured interviews were used to collect data. These case studies took place in seven different Swedish manufacturing companies which have offshored their facilities outside of Sweden. A cross-case analysis is done in order compare all seven companies with factors they considered when moving abroad. Then, this cross-case analysis is compared with the literature review. Comparing theoretical and empirical data results in finding the gap. The findings imply that most of the Swedish manufacturing companies moved abroad because of cost reasons. The most reasonable choice for companies in order to be more competitive was to move abroad. According to the literature is cost saving the biggest driver why companies decide to offshore their facilities. Furthermore, in order to have a successful offshoring it is important to consider several factors. Factors that have been considered by seven Swedish manufacturing companies differ but the main factors all seven companies considered before moving abroad are work competence, cost of production and lead time. Finally, the study provided valuable insight on real elements considered by Swedish companies when offshoring and which contributed with findings that compare and understand the relation between theoretical and empirical factors. The study results could be used as base for further investigations, especially in the gaps in theoretical review.

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Mennig, Isis Maria. "Information und Interaktion." Doctoral thesis, Universitätsbibliothek Chemnitz, 2018. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-232757.

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Der Mensch erfasst die Umwelt mithilfe seiner Sinnessysteme. Licht macht die physikalische Welt sichtbar und liefert dem visuellen System dadurch wichtige Informationen über unsere Umgebung. Im Straßenverkehr wird die visuelle Wahrnehmung durch die Fahrzeugbeleuchtung unterstützt. Dabei erfüllen Heckleuchten zwei zentrale Funktionen: Zum einen wird die Sichtbarkeit des Fahrzeugs bei Dunkelheit und schlechter Sicht für andere Verkehrsteilnehmer erhöht. Das Schlusslicht übermittelt Informationen über die Anwesenheit eines Fahrzeugs, über den Fahrzeugtyp und über die Fahrzeugbreite. Diese Informationen sind notwendig, um während der Fahrt einen angemessenen Abstand zu einem vorausfahrenden Fahrzeug einschätzen und einhalten zu können. Die zweite zentrale Funktion von Heckleuchten ist die Kommunikation und Interaktion mit dem rückwärtigen Verkehr. Mithilfe von Lichtsignalen der Bremsleuchte und des Fahrtrichtungsanzeigers wird die Aufmerksamkeit auf das vorausfahrende Fahrzeug gelenkt und es werden gezielt Informationen an andere Verkehrsteilnehmer übertragen. So werden Verzögerungen in Längsrichtung, Fahrtrichtungsänderungen und der Hinweis auf eine mögliche Gefahrenquelle durch die Heckleuchte kommuniziert. Für alle Lichtfunktionen gilt, dass die ausgesendeten Signale in jeder Situation gut wahrnehmbar und intuitiv verständlich sein müssen. In dieser Arbeit wurde der mögliche Einfluss verschiedener Heckleuchtenattribute auf den Straßenverkehr untersucht. Eine Unfallanalyse ergab, dass der Großteil der Auffahrunfälle durch ein angemessenes Geschwindigkeits- und Abstandsverhalten sowie eine adäquate Aufmerksamkeitsverteilung vermieden werden könnte. Adaptive Schlusslichtfunktionen weisen das Potenzial auf, bei schlechter Sicht die Erkennbarkeit des Fahrzeugs zu erhöhen, ohne dabei den Hinterherfahrenden zu blenden. In der Literatur finden sich Hinweise darauf, dass die Anbauhöhe und Position von Heckleuchten sowie die Helligkeit des Schlusslichts die Entfernungsschätzung zwischen zwei Fahrzeugen beeinflussen können. Im Rahmen von verkehrspsychologischen Untersuchungen wurde der Einfluss einer adaptiven Helligkeitssteuerung im Schlusslicht auf die Wahrnehmung untersucht. Es zeigte sich, dass eine kontinuierliche Helligkeitsanpassung des Schlusslichts an den Abstand zum Hinterherfahrenden die Entfernungsschätzung nicht beeinflusste. Um die Bedeutung der Gestaltungsform einer Heckleuchte für die Güte der Entfernungsschätzung beurteilen zu können, wurden zwei psychophysikalische Experimente durchgeführt. Diese Experimente zeigten, dass der Abstand zwischen zwei Elementen durch das Hinzufügen einer Verbindungslinie minimal verändert wahrgenommen wurde. Auf Heckleuchten übertragen könnte man daher von einer leichten Überschätzung der Breite des Fahrzeughecks bei verbundenen Schlussleuchten ausgehen. Dies könnte das Abstandsverhalten eines Hinterherfahrenden tendenziell positiv beeinflussen, indem der Fahrer durch diese Wahrnehmungstäuschung den Abstand zum Fahrzeug minimal unterschätzen würde. Da Licht und Bewegung durch ihre Salienz ein großes Potenzial zur Aufmerksamkeitslenkung aufweisen, beschäftigte sich eine weitere Versuchsreihe mit der Wirkung dynamischer Lichtfunktionen. Die Reaktionszeiten auf die Deaktivierung eines Bremslichts konnten durch eine Dynamik im Bremslicht nicht weiter verbessert werden. Die Untersuchung von Dynamiken im Schlusslicht zeigte jedoch, dass in Abhängigkeit bestimmter Umgebungsbedingungen, der Bewegungsart und -geschwindigkeit unterschiedliche Reaktionen hervorgerufen werden können. Durch die Entwicklung salienter und intuitiv verständlicher Lichtfunktionen könnten somit die Kommunikationsmöglichkeiten im Straßenverkehr erweitert und differenziert werden. Die gezielte Steuerung der Aufmerksamkeit durch Heckleuchtenfunktionen in kritischen Situationen kann zur Erhöhung der Verkehrssicherheit führen. Ziel der automobilen Lichtentwicklung ist eine innovative, allgemein akzeptierte und sicherheitsfördernde Heckleuchtengestaltung. Die Arbeit zeigte im Rahmen einer Unfallanalyse und verschiedenen wahrnehmungspsychologischen Experimenten die sicherheitsrelevanten Anforderungen an Heckleuchten auf. Dabei weisen verschiedene Heckleuchtenattribute und -funktionen das Potenzial auf, positiven Einfluss auf die Verkehrssicherheit nehmen zu können Humans perceive the world through their senses. Light makes the world visible and provides the visual system with important information about our environment. On the road, visual perception is supported by automotive lighting. Tail lights have two main functions: firstly, they improve the visibility of the vehicle for other road users at night time and in bad weather conditions. The tail light gives information about the presence of a car and the type and width of the vehicle. This information is necessary to assess and keep the appropriate distance to a vehicle in front. The second important function of tail lights is the communication and interaction with the following traffic. The lighting signals of the brake light and the turn signal draw attention to the car in front and specific information can be transmitted to other road users. In this manner, the tail light communicates decelerations in the longitudinal direction, changes in the driving direction and the indication of a possible source of danger. It is essential for every lighting signal that it is detectable in all situations and that it is highly intuitive at any time. This doctoral thesis studied the potential influence of distinct attributes of tail lights on the road traffic. Accident analysis showed that the majority of rear end crashes could be prevented by an appropriate speed and distance behavior as well as an adequate allocation of attention. Adaptive rear lighting shows potential to improve the perceptibility of the vehicle in poor visibility conditions without excessive glare for the following driver. Evidence from literature shows that the distance estimation between two vehicles could be influenced by the mounting height and the position of tail lights as well as by the brightness of the rear position lamp. Psychological experiments showed the influence of adaptive brightness control in the rear position lamp on the human perception. There was no effect on the distance perception by continuous adjustment of the brightness of the rear position lamp to the distance of the following vehicle. To evaluate the importance of the design of a tail light, two psychophysical experiments were conducted. These experiments showed a minimal influence on the perceived distance between two elements by adding a connection line. Transferred to tail lights, this effect implies a small overestimation of the width of the vehicle rear with connected rear position lamps. This could have a small positive effect on the distance behavior of the following driver due to the sensory illusion of slightly underestimating the distance. Because of the high potential for attention control by light and movement, another series of experiments was conducted, to assess the effect of dynamic light functions. Reaction times were not further improved through the use of dynamic functions in the brake light deactivation. However, the use of dynamics in the rear position lamp produced different responses as a function of distinct environment variables, the type of movement and the speed of animation. The development of salient and intuitive understandable light functions points out various communication possibilities for use within road traffic. Capturing the attention of other road users in critical situations through tail light functions could lead to an improvement in road safety. The aim of automotive lighting development is an innovative, universally accepted and safety enhancing tail light design. The dissertation demonstrated the safety requirements for tail lights through accident analysis and different perception experiments. Different attributes and functions of the tail light show the potential to have a positive influence on road safety

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Anand, Aniket. "Power factor correction in switched reluctance motor drives." Thesis, IIT Delhi, 2019. http://eprint.iitd.ac.in:80//handle/2074/8125.

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Ruckdaschel, James David. "Harmonic Analysis of a Static VAR Compensated Mixed Load System." DigitalCommons@CalPoly, 2009. https://digitalcommons.calpoly.edu/theses/82.

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As power electronic based controllers and loads become more prevalent in power systems, there is a growing concern about how the harmonics generated by these controllers and loads affect the power quality of the system. One widely used power electronic based load is the Variable Frequency Drive (VFDs) used to vary the speed of an induction motor; whereas a common example of a power electronic based controller used in power systems is the Static VAR Compensator (SVC) for improving a system’s power factor. In this thesis, the harmonic content and overall performance of a system including both a VFD and a SVC will be studied and analyzed. Specifically, the cases of no compensation, static capacitor compensation, and power electronic based static VAR compensation are examined. A small-scale model of a system for study was constructed in lab. Several cases were then performed and tested to simulate a system which contained both fixed and power electronic based harmonic generating loads. The performance of each case was determined by total harmonic current and voltage distortions, true power factor, and RMS current levels at different points in the system.

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Malta, Lucas, Chiyomi Miyajima, and Kazunori Takeda. "A Study of Driver Behavior Under Potential Threats in Vehicle Traffic." IEEE, 2009. http://hdl.handle.net/2237/13901.

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46

Qi, Xin. "Assessment of socio-environmental drivers of suicide in Australia." Thesis, Queensland University of Technology, 2013. https://eprints.qut.edu.au/63966/1/Xin_Qi_Thesis.pdf.

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This study examined the association between socio-environmental factors and suicide in Australia. The high risk areas were identified using advanced spatial analysis methods. Higher proportion of Indigenous population, unemployment rate and bigger temperature difference appeared to be among the main socio-environmental drivers of suicide across different places. Both temperature difference and unemployment were positively associated with suicide over time in general. Temperature difference seemed to affect suicide more in months when unemployment rates were high compared with the periods when unemployment rates were low. The findings may provide useful information for determining the socio-environmental impact on suicide and designing effective suicide control and prevention programs.

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Karali, Sukru. "Vehicle ergonomics and older drivers." Thesis, Loughborough University, 2015. https://dspace.lboro.ac.uk/2134/19121.

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There is a growing population of older people around the world and the population of older drivers is increasing in parallel. UK government figures in 2012 reported that there were more than 15 million people with a driving license aged over 60; more than 1 million of these were over 80. The aim of this thesis is to determine the requirements of older users for an improved driving experience leading to recommendations for the automotive industry. Initially it was necessary to understand some of the key issues concerning the driving experiences of older drivers; therefore a questionnaire survey of drivers of all ages (n=903) was conducted supplemented by interviews with drivers aged ≥ 65 years (n=15). Areas covered included: musculoskeletal symptoms, the vehicle seat, driving performance and driving behaviour. Respondents reported that they were dissatisfied with adjusting specific seat features, for example the head rest height and distance from the head; females reported more difficulty than males. Reaching and pulling the boot door down to close was difficult for 12% of older females. Older males and females also reported more difficulties with parallel parking and driving on a foggy day than younger drivers (p < 0.01). Nearly half of the sample (47%) reported that other drivers lights restrict their vision when driving at night. An in depth study was conducted to compare participants own vehicle (familiar) and a test vehicle (unfamiliar) to understand how design of the vehicle cab impacts on posture, comfort, health and wellbeing in older drivers (n=47, ≥ 50 years). The study involved functional performance assessments, seat set-up process evaluation (observations and postural analysis), ergonomics and emotional design based evaluations of car seat controls. Many issues were identified related to the seat controls such as operating, accessing, reaching and finding, particularly for the head rest height and lumbar support adjustments. Approximately 40% of the participants had difficulty turning their head and body around to adjust the head rest height, and the majority of these were over 80. This led to a series of workshops (including a participatory design exercise) with 18 participants (4 groups, ≥ 65 years).The aim was to explore the optimum positioning and operation of controls for older drivers. This research has provided foundational data and makes design recommendations for the automotive industry with a focus on making seat controls more inclusive (operation, location, type, size, colour and materials) and meet the requirements of older drivers.

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Sibiriakova, Iana, and Nikita Lutokhin. "Motivational Factors That Drive Russian Women Towards Entrepreneurship." Thesis, Linnéuniversitetet, Institutionen för organisation och entreprenörskap (OE), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-82564.

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Purpose – The purpose of this master thesis is to offer a number of illustrations of Russian female entrepreneurs in order to identify potential motivational factors that make Russian women launch their own business start-ups. Design/methodology/approach – The qualitative research method is applied within the master thesis based on information received from secondary (case studies) and primary (semi-structured interviews) data collection methods. The actor view and combination of directed and summative approaches of the qualitative content analysis update the information gathered within the theoretical studies of peer-reviewed articles on female entrepreneurship in general and particularly in Russia. Findings – Female entrepreneurs are not a homogenous group. Motivational factors can be divided in two groups: both applicable to male and female entrepreneurship; exclusively female motivations. “The glass ceiling effect” is a common problem that pushes women into self-employment. “Internal-stable reasons” encourage women entrepreneurship as an opportunity to achieve work-life balance and be one’s own boss. The desire of social contribution is a driver of female entrepreneurship, too. Marriage and birth of children make females think about starting their own businesses as well. Female entrepreneurship discrimination in Russia still exists up to now, in particular: sexism and dalliance. The principle motivational factors for women entrepreneurs in Russia are: wholesome family relationship and family support. One can behold a developing positive trend inside the boundaries of various discrimination problems that used to frustrate the majority of females determined to embark on entrepreneurial activity. Still the majority of females who are determined to launch entrepreneurial projects consider marriage to be a significant and useful social institution. Research limitations/implications – The research studies on women entrepreneurship in the world are at the infancy stage, much less in Russia. Thus, the number of articles on female entrepreneurship is willing to be broaden. The only conduction of interviews in terms of empirical analysis is not enough and could be supported by surveys and focus groups in the future. The authors are limited in time and resources for the analysis of such a vast topic as well as restrictions in the regional context (central regions – Moscow) disallow to apply findings in relation to the whole Russian Federation. Practical implications – The findings of the master thesis could be used by researchers to replicate the study of motivational factors in a multiregional sample and to know whether the results are similar in all regions of Russia; and policy makers to motivate women to become entrepreneurs as it is a source of new jobs and allows women to be active participants in the country’s economy.

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Hancox, Graham. "Factors affecting drivers willingness to engage with a mobile phone while driving." Thesis, Loughborough University, 2013. https://dspace.lboro.ac.uk/2134/14754.

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This thesis investigates drivers willingness to engage with a mobile phone while driving. Many studies have looked into the effects on driving performance that can result from phone usage, but few studies have directly considered what can encourage or inhibit phone engagement behaviours in the first place. An initial exploratory study (Study 1) was conducted, for which a photo elicitation interview (N=20) was designed and implemented. This aimed to find the extent to which factors influencing phone use transferred from out of the car to the driving environment. In particular, the study aimed to explore whether the driving environment could be considered unique. The results indicated that the high demands placed on the driver by the road environment clearly distinguished it from the other environments and the reported propensity to use a phone seemed to reflect this. Only factors which either changed the level of attention required by the task, such as a change in task demand as a result of changes in the traffic environment, had any substantial influence on willingness to engage. Driving may not be unique in terms of the overall factors influencing phone use but it is unique in the extent to which this particular factor seems to have such a strong bearing on interaction. Building on findings from Study 1, that the demand and attention required seemed to influence willingness to engage, it was noted that Fuller s (2005) Task Capability Interface model would serve as a useful framework for the remainder of the thesis. This model suggests that driver behaviour is dictated by the level of task difficulty perceived; an interaction between task demand and capability. Therefore, the effects these two elements might have on willingness to engage with mobile phones while driving were tested separately in the two remaining studies. Previous research suggested that task demand should comprise a combination of roadway demand and the intended phoning task. Study 2, therefore, experimentally tested the extent to which road demand and phone function intended to be used influenced drivers decisions to engage with their phone. Participants (N=20) viewed video clips of real road environments of varying demand. Rating scales were used by participants to rate their willingness to engage with various phone functions according to the scenario they had just viewed. It was found both roadway demand and phone functionality affected willingness to engage with a mobile phone whilst driving. There was a higher propensity to engage in phone use in road environments perceived to have a lower demand and lower propensity to engage in phone use in the highest demand scenarios. Answering a call was the most likely function to be engaged with by the participants and sending a text message was the least likely. The final study investigated how capability (comprising both phone and driving capability) influenced willingness to engage. Participants (N=40) were required to drive in a simulator under two conditions, simulated low and high road demand. Their willingness to interact with their phones, when faced with a number of phone tasks, was then observed. It was found that driving capability had an effect on willingness to engage in high demand scenarios with the less capable, novice, drivers having a higher propensity to engage with placing a call, sending a text message and reading a text message than the more experienced drivers. Novice drivers were willing to engage with some functions on their phone at possibly inappropriate times. It was further found that, in the simulated low demand road environment, phone capability influenced willingness to engage, with those who were more capable at placing a call and sending a text message found to be more willing to engage with these functions. The research reported in this thesis represents the first attempt in the literature to study, in depth, the factors which can influence phone engagement behaviour while driving. Novel contributions include investigating if factors influencing phone use transferred from out of the car to the driving environment. Further novel contributions included whether the phone function and road demand interact to influence willingness to engage and whether capability can affect phone engagement behaviour while driving. Extending the model developed by Fuller, the thesis offers an original model that describes the factors affecting phone engagement behaviour while driving. Suggestions are proposed for how the findings presented in this thesis can effectively be used and how future work should build on these initial foundations.

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Slanina, Kristin Marie. "Factors contributing to stiction in high performance disk drives." Thesis, Massachusetts Institute of Technology, 1992. http://hdl.handle.net/1721.1/12787.

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Dissertations / Theses on the topic 'The driver factors'

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