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The paper proposes an approach to deal with problems stemming from inaccurate elements of car driving simulators and the disadvantages of nonlinear model-based controllers, including the Backsteppi...

Most Americans live in communities in which automobiles are central to participation in economic, social, and cultural activities. Outside of dense central cities, the ability to continue driving a...

Background: Women are commonly advised to avoid driving following cesarean section (CS), however, this advice is based upon little evidence.Aims: We aimed to assess a woman’s capacity to dr...

Based on a study in four Norwegian cities (Oslo, Stavanger/Sandnes, Bergen and Trondheim) differing in size and center structure, this article illuminates how residential and workplace location, local-area density and transit accessibility influence different aspects of travel behavior. We find strong effects of residential and workplace distance to the city center on overall driving distances and commuting distances. We also find clear effects of local area densities around residences and workplaces on the choice of car as a travel mode, along with less pronounced effects of the distance from dwellings and workplaces to the city center. In the cities with the best developed transit provision, we also see clear effects of transit accessibility at the residence on the propensity of choosing the car as travel mode. The results provide strong support of Norwegian national policies of urban densification as a planning strategy to curb the growth in urban motoring. However, although the influences of urban structure on travel show many similarities across the four cities, there are also important differences reflecting variations in center structure (predominantly mono- or polycentric) and population size. The magnitude of the influences of various urban structural characteristics on travel behavior are thus highly context-dependent. Residential location, workplace location and car driving in four Norwegian cities

Technological improvements have made highly automated driving (HAD) a reality. The aims of the current contribution are to (1) clarify concepts related to vehicle automation and associated human–ma...

This article examines how young Swedes travelled Europe by bicycle during the interwar period, utilising their travelogues as primary source. Notwithstanding their often limited literary qualities, these accounts offer a valuable tool for capturing peoples’ experiences, motivations, and practices. The article challenges sequential understandings of mobility and instead frames different mobility practices as co-existing but under constant reconfiguration. As car driving emerged and grew, cycling never disappeared, but changed as a practice under the influence of automobility. The pursuit and enjoyment of adventure remained central to cycling in the interwar period – although those involved came from new social groups. The framing of bicycling as an authentic activity even grew stronger. At the same time, cycle touring was reinterpreted as a less comfortable and convenient mode in relation to the competing but still only emergent practice of car touring. Meanwhile, infrastructures were recast to the...

In the past, lane departure warnings (LDWs) were demonstrated to improve driving behaviours during lane departures but little is known about the effects of unreliable warnings. This experiment focused on the influence of false warnings alone or in combination with missed warnings and warning onset on assistance effectiveness and acceptance. Two assistance unreliability levels (33 and 17%) and two warning onsets (partial and full lane departure) were manipulated in order to investigate interaction. Results showed that assistance, regardless unreliability levels and warning onsets, improved driving behaviours during lane departure episodes and outside of these episodes by favouring better lane-keeping performances. Full lane departure and highly unreliable warnings, however, reduced assistance efficiency. Drivers' assistance acceptance was better for the most reliable warnings and for the subsequent warnings. The data indicate that imperfect LDWs (false warnings or false and missed warnings) further improve driving behaviours compared to no assistance. Practitioner Summary: This study revealed that imperfect lane departure warnings are able to significantly improve driving performances and that warning onset is a key element for assistance effectiveness and acceptance. The conclusion may be of particular interest for lane departure warning designers.

This study presents an experiment investigating the effects of attentional focus and valence of experience on anticipated emotions and on intentions to drive by car or to use public transportation. Car driving is associated with being detrimental for the environment, whereas using public transportation is assumed to be environmentally beneficial. We regard environmentally friendly behaviour as an instantiation of a problem-focused coping strategy that is triggered by anticipated threat from an environmental stressor and aims at reducing the environmental problem. A discrepancy, however, may exist between the immediate experience of driving a car or using public transport, and the long-term experience of the consequences, that is, a polluted versus a healthy environment. Employing multimedia scenarios, we manipulated participants’ attention to focus either on behaviour (car or public transport) or on the environmental consequences, and induced either a positively or a negatively valenced experience. We measured anticipated emotions and intentions to use the car or public transport, and repeated the measurementstwo weeks later. Most important, a focus on consequences turns out to have stronger effects on emotions than a focus on behaviour. Also, intentions to use a car or public transport change when focusing on the future consequences, but not when focusing on the positive or negative circumstances accompanying the behaviours. A mediation analysis shows that while focusing on theconsequences influences both anticipated emotions and behavioural intentions, the effect of focus on behavioural intentions is not mediated by anticipated emotions. Results suggest that emphasizing the long-term consequences of one’s behaviour is a better means of fostering pro-environmental behaviour than emphasizing the experience of the behaviours per se.

The use of haptic feedback is currently an underused modality in the driving environment, especially with respect to vehicle manufacturers. This exploratory study evaluates the effects of a vibrotactile (or haptic) accelerator pedal on car driving performance and perceived workload using a driving simulator. A stimulus was triggered when the driver exceeded a 50% throttle threshold, past which is deemed excessive for economical driving. Results showed significant decreases in mean acceleration values, and maximum and excess throttle use when the haptic pedal was active as compared to a baseline condition. As well as the positive changes to driver behaviour, subjective workload decreased when driving with the haptic pedal as compared to when drivers were simply asked to drive economically. The literature suggests that the haptic processing channel offers a largely untapped resource in the driving environment, and could provide information without overloading the other attentional resource pools used in driving.Overloaded or distracted drivers present a real safety danger to themselves and others. Providing driving-related feedback can improve performance but risks distracting them further; however, giving such information through the underused haptic processing channel can provide the driver with critical information without overloading the driver's visual channel.

In a sample of 1202 Belgians, the determining factors of the usage intention of an electric car and the differences between early and late usage intention segments are investigated. The Theory of Planned Behaviour (TPB) framework is extended with emotional reactions towards the electric car and car driving in general. Emotions and the attitude towards the electric car are the strongest determinants of usage intention, followed by the subjective norm. Reflective emotions towards car driving and perceived behavioural control factors also play a significant role. Differences in the relative importance of the determinants of usage intention between subgroups based on environmental concern and behaviour and social values are also studied. In general, people in segments that are more inclined to use the electric car are less driven by emotions towards the electric car and more by reflective emotions towards car driving, and take more perceived behavioural concerns into account.

There is a substantial corpus of criticism on the epistemology of walking in recent writing by Ivan Vladislavic. This article expands upon the literature through a focus on the ways in which The Exploded View and Portrait with Keys engage with and pressurise the socio-spatial dominance of car driving in Johannesburg. It maintains that while car-use radically organises space and place in the city, this hegemony is tested by alternate forms of mobility. As Vladislavic’s work suggests, disorderly and apparently liminal urban modalities and movements disrupt orderly expressions of urban capital aligned with car-driving.

The frequency of some behaviour (such as self-centred gestures) increases during a task that leads to the occurrence of low-vigilance episodes. These gestures can be useful in stimulating oneself. A study carried out in 20 adults has enabled us to state that motor activity (recorded with an actimeter) increases with the duration of a monotonous driving task and sleep deprivation. The analysis of the scores recorded using the Karolinska Sleepiness Scale has shown that drivers can assess the deterioration of their state of vigilance according to the actual sleep preceding the driving test. Finally, the joint analysis of the subjective and objective data revealed a co-variation of these two types of indices. We discuss the stimulatory function of the motor activity in a task leading to the occurrence of low-vigilance episodes by investigating, among other things, the use, conscious or not, of this type of activity.

Although per‐capita car trip distance (measured in passenger‐km) and car driving distance (measured in vehicle‐km) in the UK have kept increasing, their growth rates slowed considerably in the 1990...

Despite decades of research, the role of gaze in car driving is still poorly understood, but racing simulators provide a suitable experimental platform to examine drivers' gaze patterns across driving tasks of increasing complexity, including driving at high speeds. In this article, we report the findings of our baseline study: gaze as a function of speed and expertise in straight-road driving and braking. In straight-road driving, gaze was increasingly constrained by increasing speed, but higher levels of expertise relaxed this constraint. However, drivers always preferred to look in the direction of their intended movement. In braking, gaze was always highly constrained, regardless of expertise and decreasing speed, and tended to be directed not only toward the drivers' intended path but also anchored on where they intended to stop. In these two tasks, gaze appears to have two primary functions: to look toward surfaces the drivers intend to approach and to look toward those they intend to avoid crossing...

This paper presents designing and manufacturing the hardware and software of a low-cost robotic system, which can be installed into any petrol car with an automatic gearbox, giving the ability to a car to be driverless. The proposed approach is composed of three systems; first, a computer vision system detects the lane located ahead of the vehicle to provide a reference angle for the steering wheel; second, to make the proper decision, a control and collision avoidance system are implemented, which are responsible for collecting sensors data and perform the right action by applying a closed-loop control system; third, the electro-mechanical system, which physically controls the steering wheel, braking and accelerating of the vehicle by actuators. The proposed system has been tested on-ground in several experiments and returned with acceptable results.

The spread of car driving into the older population in the United Kingdom and the United States of America is reviewed, with particular attention to some distinctive features of the present cohort of elderly drivers. Considerable research has documented agerelated decrements in elemental abilities related to driving, but there has been little attention to the roles of either experience or driver re-education in the maintenance of competence. Competence is not only a matter of physiolical and psycho-motor abilities, but also of attudes and behaviors. Driving strategies, tactics and operational procedurers may be improvable with heightened self-knowledge and directed training.

This paper represents the foundation for work utilizing artificial intelligence (AI) techniques in the development of a representation language for educational films on videodisc to be used by an intelligent computer‐assisted instruction (ICAI) system. The language will facilitate a situation in which the IGAI system can discuss the content and access selected components of films in a way which responds to a learner's individual requirements. The paper discusses aspects of the syntax and semantics of film, and presents a scenario for the use of film by an ICAI system. An outline of the language is presented and, using examples from the domain of car driving, its application to a piece of film is discussed. An appendix contains a description of the notation used in the examples.

The function of the pecteralis major, serratus anterior and latissimus dorsi muscles were tested electromyographically during driving in a simulator. The pectoralis major muscle seems to stabilize the shoulder during car driving, the clavicular portion being more active than the sternocostal. The serratus anterior muscle works in contralateral rotation of the steering wheel. The latissimus dorsi muscle is active only to a small extent and when activity occurs it is usually in ipsilateral rotation of the steering wheel.

Car driving means accomplishing a variety of continuously varying driving subtasks which constitute workload on the driver. Total workload can be analysed by type; for instance, the amount of information to be processed while driving, or the effort of car control. One of the driver's main tasks is to cope with the hazards with which he can be confronted on each particular route. This task places demands on his mental capacities. Therefore, coping with hazards is part of the total workload of car drivers. Based on this premise, the following topics are discussed in this paper. (1)The mental-load approach in modelling traffic behaviour is described in some detail. (2)Procedures and results of investigations into load factors in car driving are presented, emphasizing workload by reference to hazards. These include a job-analytic study of driving behaviour, a simulation study of hazard perception, and a field study of drivers' exposure to different road conditions. (3)Hazards and risks must be percei...

Eight subjects were given short driving tests at 0700, 1000, 1300, 1400. 1700 and 2000 hours on 2 days: (1) under experimental conditions of continuous driving and (2) under control conditions in which they carried on with their normal work between tests. Car control skills and performance on a subsidiary task of time-interval production were measured on a 2·2 mile test circuit in city traffic. Pulse rate and oral temperature were also recorded. Vigilance was measured during main-road driving on the experimental day by scoring time taken to respond to a light signal. Vigilance improved significantly during the spell of prolonged driving. Time-interval production was reliably more variable under experimental conditions than under control, but this difference was independent of the duration of the driving period. Differences in car-control skills between conditions were slight and statistically unreliable. These results support previous findings that a virtually continuous 12 hour period of driving during t...

Car driving has been studied by combining it with a subsidiary task, performance on which is negatively correlated with the perceptual load imposed by changing conditions of traffic. The present experiment compares a subsidiary task which required almost continuous attention to an auditory display, and which involved memory spans of only 3 sec, with an alternative task which did not require continuous attention, but which involved memory spans of up to 55 sec. The former was found to have some advantages. This comparison was combined with a study of men engaged in 8-hour spells of car driving. Some explanations are offered for the finding that performance on the subsidiary tasks was better at the end of the work-spell than at the beginning.