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The U.S. railroad system is made up of over 700 railroads operating on 140,000 miles of track, with more than 130,000 at-grade public railway-highway crossings, or intersections in which any part of a roadway intersects with railroad tracks. Safety at these railroad-highway grade crossings and the related traffic control devices used to communicate with drivers is of major concern. There are three factors that influence a driver’s behavior at a given crossing. First, traffic control devices, including warning devices at the railway-highway at-grade crossings, provide the driver with information. Second, assuming that the driver identifies the warning, the driver’s prior knowledge influences his or her expectancy regarding various railroad-highway grade crossing situations and, therefore, the way in which the driver responds to the hazard presented by the crossing. Finally, the driver’s own physiological (e.g., impaired) and psychological (e.g., distracted) state will modify the role that conspicuity and expectancy have on the driver’s behavior In order to address the gap that exists in our understanding of driver distraction at railway-highway at-grade crossings, two driving simulator experiments were conducted to determine the role that distraction has on the effectiveness of warning devices at grade crossings. In the first experiment, the role of distraction in reducing the benefit of typical crossbucks and flashing lights is evaluated. Participants were either engaged or not engaged in a distracting task, which included either a mock cell phone conversation or an in-vehicle task. Based upon the fact that distractions reduce the advantage of flashing lights and crossbucks, an evaluation of an alternative treatment that might be used to warn drivers of an approaching train was conducted. The question being addressed is whether these alternative markings, known as dynamic envelope pavement markings are an effective application for mitigating the effects of driver

Studies that examine the driver’s ability to seamlessly return to the driving task following a period of autonomous driving typically look at driving stability or reaction time metrics post-automation to gauge the success of a transfer of control from the automated driving suite (ADS) to the driver (e.g., Gold, Dambock, Lorenz, & Bengler, 2013; Merat, Jamson, Lai, Daly, & Carsten, 2014). While these metrics are undoubtedly related to safe driving and consequently, successful transfer of control, these metrics do not fully gauge the driver’s situational awareneess. Accordingly, Samuel and Fisher (2016, accepted) used hazard anticipation as a proxy for situational awareness to better undersstand drivers’ ability to resume control of the vehicle following a period of autonomous driving. These researchers determined that after a period of autonomous driving a minimum of 8 seconds was required for drivers to achieve the same level of situational awareness that is typically associated with manual driving. However, this 8 second minimum transfer of control alerting time (TOCAT) was derived from a sample of relatively inexperienced drivers (18-22 years of age). Considering that experienced drivers are better at anticipating hazards compared to inexperienced drivers (Pradhan, Hammel, DeRamus, Pollatsek, Noyce & Fisher, 2005), it is possible that experienced drivers may require less time to achieve situational awareness in driving scenarios involving transfer of control from automation. This would increase our understanding of how to individualize the TOCAT as well as our understanding of whether hazard anticipation is a good proxy for situation awareness.

The U.S. railroad system is made up of over 700 railroads operating on 140,000 miles of track, with more than 130,000 at-grade public railway-highway crossings, or intersections in which any part of a roadway intersects with railroad tracks. Safety at these railroad-highway grade crossings and the related traffic control devices used to communicate with drivers is of major concern. There are three factors that influence a driver’s behavior at a given crossing. First, traffic control devices, including warning devices at the railway-highway at-grade crossings, provide the driver with information. Second, assuming that the driver identifies the warning, the driver’s prior knowledge influences his or her expectancy regarding various railroad-highway grade crossing situations and, therefore, the way in which the driver responds to the hazard presented by the crossing. Finally, the driver’s own physiological (e.g., impaired) and psychological (e.g., distracted) state will modify the role that conspicuity and expectancy have on the driver’s behavior In order to address the gap that exists in our understanding of driver distraction at railway-highway at-grade crossings, two driving simulator experiments were conducted to determine the role that distraction has on the effectiveness of warning devices at grade crossings. In the first experiment, the role of distraction in reducing the benefit of typical crossbucks and flashing lights is evaluated. Participants were either engaged or not engaged in a distracting task, which included either a mock cell phone conversation or an in-vehicle task. Based upon the fact that distractions reduce the advantage of flashing lights and crossbucks, an evaluation of an alternative treatment that might be used to warn drivers of an approaching train was conducted. The question being addressed is whether these alternative markings, known as dynamic envelope pavement markings are an effective application for mitigating the effects of driver

Studies that examine the driver’s ability to seamlessly return to the driving task following a period of autonomous driving typically look at driving stability or reaction time metrics post-automation to gauge the success of a transfer of control from the automated driving suite (ADS) to the driver (e.g., Gold, Dambock, Lorenz, & Bengler, 2013; Merat, Jamson, Lai, Daly, & Carsten, 2014). While these metrics are undoubtedly related to safe driving and consequently, successful transfer of control, these metrics do not fully gauge the driver’s situational awareneess. Accordingly, Samuel and Fisher (2016, accepted) used hazard anticipation as a proxy for situational awareness to better undersstand drivers’ ability to resume control of the vehicle following a period of autonomous driving. These researchers determined that after a period of autonomous driving a minimum of 8 seconds was required for drivers to achieve the same level of situational awareness that is typically associated with manual driving. However, this 8 second minimum transfer of control alerting time (TOCAT) was derived from a sample of relatively inexperienced drivers (18-22 years of age). Considering that experienced drivers are better at anticipating hazards compared to inexperienced drivers (Pradhan, Hammel, DeRamus, Pollatsek, Noyce & Fisher, 2005), it is possible that experienced drivers may require less time to achieve situational awareness in driving scenarios involving transfer of control from automation. This would increase our understanding of how to individualize the TOCAT as well as our understanding of whether hazard anticipation is a good proxy for situation awareness.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

The Social Sciences in Canada is about the background and history of the Social Science Federation of Canada in honour of its fifty years of national activity. There can be little doubt that during the last fifty years the federation, and its predecessors, have had a substantial impact on the development of the social sciences in Canada. The history of this organization is probably the best barometer that we have for recording the changes that have occurred in the relation between social scientists and Canadian society.

Every year, many people are killed and injured in highway traffic accidents. In order to reduce such casualties, collisions warning systems has been studied extensively. These systems are built by taking the driver reaction times into account. However, most of the existing literature focuses on characterizing how driver reaction times vary across an entire population. Therefore, many of the warnings that are given turn out to be false alarms. A false alarm occurs whenever a warning is sent, but it is not needed. This would nagate any safety benefit of the system, and could even reduce the overall safety if warnings become a distraction. In this paper, we propose our solution to address the described problem; First, we briefly describe our method for estimating the distribution of brake response times for a particular driver using data from a Vehicular Ad-Hoc Network (VANET) system. Then, we investigate how brake response times of individual drivers can be used in collision warning algorithms to reduce false alarm rates while still maintaining a high level of safety. This will yield a system that is overall more reliable and trustworthy for drivers, which could lead to wider adoption and applicability for V2V/V2I communication systems. Moreover, we show how false alarm rate varies with respect to probability of accident. Our simulation results show that by individualizing collision warnings the number of false alarms can be reduced more than $50\%$. Then, we conclude safety applications could potentially take full advantage of being customized to an individual's characteristics., Comment: A major reason: Since now CV2X has considerable advantages over 802.11p and it can be the next specification used for V2X communication, I'd like to withdraw this paper in order to make it easier for the readers to find the best papers in the area. See: https://www.qualcomm.com/news/onq/2018/04/25/lets-set-record-straight-c-v2x

Pedestrians are amongst the most vulnerable of road users. A common way of accommodating pedestrians at non-signalized intersections is through the use of mid-block crosswalks. Pedestrian crashes at marked mid-block crosswalks are often no less frequent than at unmarked mid-block crosswalks. The risk to pedestrians is especially high when a driver’s view of pedestrians in a crosswalk is obstructed as the driver approaches the crosswalk creating a multi-threat situation for the pedestrian. Such a situation is too risky to study on the open road, but not on a driving simulator. Among the most effective and least costly of the safety alternatives are advance yield markings. This study uses a driving simulator to evaluate vehicle-pedestrian conflicts in sight-limited scenarios with advance yield markings and “Yield Here to Pedestrians” symbol signs as well as the standard crosswalk treatments and signs. Measures of drivers’ performance include actual crashes as well as the drivers’ glancing behavior to determine if the drivers approaching a marked midblock crosswalk look for pedestrians in the crosswalk more frequently and sooner in high risk, multiple-threat scenarios when advance yield markings and prompts are present than when standard markings and prompts are used. The results suggest that fewer crashes occur with advance yield markings. And we find that drivers look much more frequently and much sooner for pedestrians with advance yield markings. Uses and limitations surrounding the development of scenarios on a driving simulator and the advantages and limitations of using driving simulation to study problems such as this are discussed.

Pedestrians are amongst the most vulnerable of road users. A common way of accommodating pedestrians at non-signalized intersections is through the use of mid-block crosswalks. Pedestrian crashes at marked mid-block crosswalks are often no less frequent than at unmarked mid-block crosswalks. The risk to pedestrians is especially high when a driver’s view of pedestrians in a crosswalk is obstructed as the driver approaches the crosswalk creating a multi-threat situation for the pedestrian. Such a situation is too risky to study on the open road, but not on a driving simulator. Among the most effective and least costly of the safety alternatives are advance yield markings. This study uses a driving simulator to evaluate vehicle-pedestrian conflicts in sight-limited scenarios with advance yield markings and “Yield Here to Pedestrians” symbol signs as well as the standard crosswalk treatments and signs. Measures of drivers’ performance include actual crashes as well as the drivers’ glancing behavior to determine if the drivers approaching a marked midblock crosswalk look for pedestrians in the crosswalk more frequently and sooner in high risk, multiple-threat scenarios when advance yield markings and prompts are present than when standard markings and prompts are used. The results suggest that fewer crashes occur with advance yield markings. And we find that drivers look much more frequently and much sooner for pedestrians with advance yield markings. Uses and limitations surrounding the development of scenarios on a driving simulator and the advantages and limitations of using driving simulation to study problems such as this are discussed.

Adenosine, acting on adenosine A 2A receptors (A2ARs), regulates addictive processes induced by drugs of abuse. This study investigates the role of A 2A adenosine receptors in neurochemical and behavioral responses to an acute cocaine challenge. Changes in the extracellular levels of dopamine (DA) in the nucleus accumbens (NAc) of mice lacking A 2A adenosine receptors and wild type (WT) littermates after an acute cocaine (20 mg/kg) administration were evaluated by in vivo microdialysis studies. Locomotor effects induced by cocaine were measured during the microdialysis procedure. Cocaine-evoked increases in extracellular DA were not sustained in mice lacking A 2ARs in comparison with wild-type mice (P < 0.05). Cocaine administration significantly increased ambulatory activity in both genotypes. However, overall locomotor activity was further increased, whereas rest and small local movement measures were significantly attenuated in the A 2AR knockout mice compared with WT littermates (P < 0.05). Our findings support an important role for adenosine A 2AR in modulating the acute effects of cocaine, as demonstrated by the decrease in cocaine-evoked dopaminergic transmission in the NAc. Furthermore, the results support an important antagonistic role of A 2AR in vivo in regulating psychostimulant-induced hyperlocomotion. 2012. © 2011 Wiley Periodicals, Inc., SCOPUS: ar.j, FLWIN, info:eu-repo/semantics/published

Adenosine, acting on adenosine A 2A receptors (A2ARs), regulates addictive processes induced by drugs of abuse. This study investigates the role of A 2A adenosine receptors in neurochemical and behavioral responses to an acute cocaine challenge. Changes in the extracellular levels of dopamine (DA) in the nucleus accumbens (NAc) of mice lacking A 2A adenosine receptors and wild type (WT) littermates after an acute cocaine (20 mg/kg) administration were evaluated by in vivo microdialysis studies. Locomotor effects induced by cocaine were measured during the microdialysis procedure. Cocaine-evoked increases in extracellular DA were not sustained in mice lacking A 2ARs in comparison with wild-type mice (P < 0.05). Cocaine administration significantly increased ambulatory activity in both genotypes. However, overall locomotor activity was further increased, whereas rest and small local movement measures were significantly attenuated in the A 2AR knockout mice compared with WT littermates (P < 0.05). Our findings support an important role for adenosine A 2AR in modulating the acute effects of cocaine, as demonstrated by the decrease in cocaine-evoked dopaminergic transmission in the NAc. Furthermore, the results support an important antagonistic role of A 2AR in vivo in regulating psychostimulant-induced hyperlocomotion. 2012. © 2011 Wiley Periodicals, Inc., SCOPUS: ar.j, FLWIN, info:eu-repo/semantics/published

To perform a task a subject executes mental processes. An experimental manipulation, such as a change in stimulus intensity, is said to selectively influence a process if it changes the duration of that process leaving other process durations unchanged. For random process durations a definition of a factor selectively influencing a process by increments is given in terms of stochastic dominance (also called “the usual stochastic order”. A technique for analyzing reaction times, Sternberg's Additive Factor Method, assumes all the processes are in series. When all processes are in series, each process is called a stage. With the Additive Factor Method, if two experimental factors selectively influence two different stages by increments, the factors will have additive effects on reaction time. An assumption of the Additive Factor Method is that if two experimental factors interact, then they influence the same stage. We consider sets of processes in which some pairs of processes are sequential and some are concurrent (i. e., the processes are partially ordered). We propose a natural definition of a stage for such sets of processes. For partially ordered processes, with our definition of a stage, if two experimental factors selectively influence two different processes by increments, each within a different stage, then the factors have additive effects. If each process selectively influenced by increments is in the same stage, then an interaction is possible, although not inevitable.

The simulation described in this report predicts details of performance for students learning to copy Morse code at high speeds of transmission. Specifically, the model predicts the probability of a correct response, an incorrect response, a period (no guess) response, no response, and a correct response for each of the five serial positions in a group. The simulation also predicts the time it takes to execute both a correct and incorrect response and the time it takes to execute a period response. The model was derived from a cognitive analysis of the information processing demands on students and modeled with order-of-processing diagrams. A preliminary test was conducted with response data from students at the U.S. Army Intelligence School, Fort Devens, Massachusetts., Prepared in cooperation with Univ of Massachusetts and Indiana University.

This document describes tests conducted on the Discrete Address Beacon System (DABS) engineering model sensor with the release 6.4 software package to measure the performance characteristics of the computer subsystem distributive architecture. Tests were conducted for various aircraft load conditions in three specific areas: system data bus contention, global memory address space utilization, and processor utilization. Both the methods of conducting these tests and the results obtained are described. It was concluded that system data bus contention is not a problem with the distributive architecture used. Release 6.4 of the DABS software uses less than 20,480 words of the available 24,576 global memory address space in 24 of the 29 active processors. This leads to the conclusion that no problem should be experienced in expanding the size of the processor local memories from 8,192 words to 12,288 words. Additionally, an expansion of the local memories to 16,384 words appears feasible with minor software changes. The expansion of local memory will enable each processor to perform more functions. This will reduce the total number of processors required and lead to less complexity and a smaller overall volume for DABS. (Author), See also AD-A085 585.

In order to meet the future demands of the Air Traffic Control Upgraded Third Generation System, hardware/software architectural design changes were developed to provide additional core storage and processing capability. These changes, known as the Extended Storage Feature, were implemented in the 9020A System. This report discusses the hardware/software modifications, acceptance tests, and cost considerations involved in implementing this feature. Implementation of the Extended Storage Feature will increase the storage capacity of a 9020A System by 64K words per storage element converted without requiring additional floor space and can be installed without impacting operational activity.

A Tesdata model 1155 hardware monitor system was installed, tested, and evaluated at the National Aviation Facilities Experimental Center (NAFEC) to determine its ability and usefulness in performing measurement tasks on the National Airspace System (NAS) 9020 computers. It was determined that the Tesdata model 1155 hardware monitor system meets or exceeds performance specifications and can be utilized on any of the 9020 computers without interference to the host system. Although the batch analyzer data reduction package provided with the monitor produces the reports described by the manufacturer, the amount of computer time required to perform data reduction is excessive. (Author)

A series of tests of the National Airspace System Enroute Stage A Model 3d2 System was conducted at the National Aviation Facilities Experimental Center in a system environment in order to determine system behavior under conditions of hardware element failures and in order to determine the impact of the failures upon air traffic control operations. The report describes the results of these tests, but does not include later improvements or additions to the system which may have been included as a result of these tests or other similar activities.

Assisted by Michael Phelps, piano, Linda Hepler, piano, Merv Snider, trumpet, Rick Mizell, trombone, Doug Kehlenbrink, bassoon, Lyn Sprague, oboe, and Fritz Dolak, clarinet., Series XXIX, Number 180., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Student Brass Quintet: Don Fisher, trumpet, Barbara Bell, trumpet, Toni Nunemaker, horn, Rick Mizell, trombone, Phil Black, tuba.; John Andreko is assisted by Marcia Miller, piano.; The Brass Quintet is under the musical supervision of J. Lesley Varner., Series XXIX, Number 46., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Assisted by Cynthia Fry, organist, Rick Mizell, trombone, Donald Fisher, trumpet, and Merv Snider, trumpet., Series XXVIII, Number 191., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Karl Boelter is assisted by Yolanda Paganelli, piano, Jack Titcomb, trombone, Nicholas Ashton, percussion, Carol Reed, percussion, and Don Malone, conductor.; Donald Fisher is assisted by Michael Phelps, piano., Series XXVIII, Number 91., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Roger McConnell, director of the Brass Band, Fred Ehnes, director of the horn Ensemble.; Conductors: Roger McConnell, Peggy Horein, John Lynn, Fred Ehnes, Gary Kantz, Donald Fisher.; Includes lists of the personnel of the Brass Band and the horn Ensemble., Series XXIX, Number 41., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Assisted by Michael Phelps, piano, Linda Hepler, piano, Merv Snider, trumpet, Rick Mizell, trombone, Doug Kehlenbrink, bassoon, Lyn Sprague, oboe, and Fritz Dolak, clarinet., Series XXIX, Number 180., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Student Brass Quintet: Don Fisher, trumpet, Barbara Bell, trumpet, Toni Nunemaker, horn, Rick Mizell, trombone, Phil Black, tuba.; John Andreko is assisted by Marcia Miller, piano.; The Brass Quintet is under the musical supervision of J. Lesley Varner., Series XXIX, Number 46., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Assisted by Cynthia Fry, organist, Rick Mizell, trombone, Donald Fisher, trumpet, and Merv Snider, trumpet., Series XXVIII, Number 191., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Karl Boelter is assisted by Yolanda Paganelli, piano, Jack Titcomb, trombone, Nicholas Ashton, percussion, Carol Reed, percussion, and Don Malone, conductor.; Donald Fisher is assisted by Michael Phelps, piano., Series XXVIII, Number 91., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Roger McConnell, director of the Brass Band, Fred Ehnes, director of the horn Ensemble.; Conductors: Roger McConnell, Peggy Horein, John Lynn, Fred Ehnes, Gary Kantz, Donald Fisher.; Includes lists of the personnel of the Brass Band and the horn Ensemble., Series XXIX, Number 41., This archival material has been provided for educational purposes. Ball State University Libraries recognizes that some historic items may include offensive content. Our statement regarding objectionable content is available at: https://dmr.bsu.edu/digital/about

Research was conducted on separation of boundary layers on airfoils at high angles of attack, and skin friction drag in laminar and turbulent boundary layers on airfoils at low angles of attack. (Author)