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The ethics of autonomous vehicles (AV) has received a great amount of attention in recent years, specifically in regard to their decisional policies in accident situations in which human harm is a likely consequence. Starting from the assumption that human harm is unavoidable, many authors have developed differing accounts of what morality requires in these situations. In this article, a strategy for AV decision-making is proposed, the Ethical Valence Theory, which paints AV decision-making as a type of claim mitigation: different road users hold different moral claims on the vehicle’s behavior, and the vehicle must mitigate these claims as it makes decisions about its environment. Using the context of autonomous vehicles, the harm produced by an action and the uncertainties connected to it are quantified and accounted for through deliberation, resulting in an ethical implementation coherent with reality. The goal of this approach is not to define how moral theory requires vehicles to behave, but rather to provide a computational approach that is flexible enough to accommodate a number of ‘moral positions’ concerning what morality demands and what road users may expect, offering an evaluation tool for the social acceptability of an autonomous vehicle’s ethical decision making.

Highly automated vehicles in urban areas will adopt a safe and cautious driving style, which is likely to result in frequent stops and yields while negotiating interactions in complex traffic environments. Users may not expect, comprehend or accept such behaviors from their vehicle. Considering that most daily trips are completed under time pressure, drivers may feel frustrated and decide to take over manual control in an attempt to save time. The current study aimed at investigating the impact of time pressure while driving a highly automated vehicle in urban areas in terms of anger and frustration. Forty participants drove a highly automated vehicle with or without time pressure in a driving simulator. The driving scenario included rural roads with light traffic and urban roads with traffic congestion and driving impediments. Data on mood, attitude and driver behavior were collected. Results indicate that urban automated driving in congested conditions deteriorated participants’ mood, independently of time pressure. Additionally, the number of takeovers on driver’s initiative was higher under time pressure. This study demonstrates that driving a highly automated vehicle in urban areas may have adverse effects for user’s emotional state. As long as drivers are uncomfortable with the vehicle behavior, they may decide to takeover in complex situations. Therefore, it is important to consider the emotional dimension of driving highly automated vehicles. Otherwise, expected benefits of automation for traffic congestion and safety may be compromised.

Conditionally automated driving (SAE Level 3) relinquishes driver from monitoring the driving task and the traffic environment, permitting the driver to perform non-driving-related tasks (NDRT). Nevertheless, the driver must be available as a backup option. With this in mind, the current study aims at investigating the effect of the type of NDRT and takeover situations on driver performance. The NDRTs used were writing emails and watching videos, while the takeover situations tested were avoiding an obstacle on one’s lane and missing lane markings. Forty-four participants took part in a study carried in a dynamic simulator at PSA Peugeot Citroen Technical Center. Results showed that an effect of takeover situation on takeover time, with shorter times associated with obstacle avoidance, regardless of the type of NDRT. Measures of driver performance in the obstacle avoidance situation did not differ among manual and automated driving conditions, except for minimum time to collision. In the missing lane conditions, an effect of driving mode was observed on lateral and longitudinal control, as well as minimum time headway, regardless of the type of NDRT was observed. Our results suggest that the criticality of the situation had a distinct effect on takeover time and mental workload, while NDRT did not have a clear role. Furthermore, in line with previous research, drives’ need for control stabilization beyond takeover was documented.

Deployment of personal automated vehicles is an on-going process. However, automated systems are expected to rely on human control and cooperation for a consequent amount of time. Thus, it is essential to (1) design carefully the interaction between the automated system and the driver and, (2) ensure proper trust and acceptance of the system. One way to do that is by providing drivers with longer time margins to prepare to intervene in driving in response to a takeover request. Extended sensing and prediction enabled by vehicle-to-infrastructure (V2I) connectivity might help to reach this goal. The experiment presented here aimed at investigating potential benefits of V2I on the interaction between the driver and the automated vehicle. In this study, carried out on a driving simulator, participants experienced two driving scenarios; one with an automated vehicle connected by V2I and one with a basic non-connected automated vehicle. Each scenario encompassed a takeover request caused by a roadwork zone. The vehicle connected with V2I allowed an anticipated takeover request. Those scenarios aimed at comparing (1) the safety of the driver intervention (2) driver's experience and mental workload during manual takeover and, (3) subjective evaluation of the system, with the connected and the basic automated vehicle. Results revealed a positive effect of V2I on the quality of driver's safety intervention in response to a takeover request and on the drivers’ subjective evaluation of the system and experience during the manual intervention.

As the deployment of automated vehicles (AV) progresses, questions about the public acceptance and ethical issues raised by automated mobility emerge. The present focus group study aimed at examining the ethical issues related to the AVs as perceived by road users through two scenarios. Nineteen participants in three groups, namely, drivers, pedestrians, and road users with disabilities, participated in the study. The three major principles that concerned all road user groups were responsibility, human autonomy, and wellbeing. For the road users with disabilities social justice was additionally a paramount issue, while for drivers it was privacy. The scenarios revealed both similarities and discrepancies in worries and expectations of different road user categories.

The current study aimed at investigating the effectiveness of additional assistance system to support driver performance during a takeover request in a conditionally automated vehicle, that is, Level 3 of SAE taxonomy. Seventy drivers participated in the simulator carried on a driving simulator (62 drivers retained). The takeover request issued due to another vehicle blocking the way obliged the participant to take over and change lane. Two versions of a Lane Change Assist (LCA) were tested across two groups with short (4 sec) and long (8 sec) time budget for a takeover. We observed that when provided longer takeover time budget, higher number of drivers completed the lane change maneuver successfully, adopted different takeover strategy, and had fewer accidents. We did not observe an effect of the presence or the type of LCA on takeover performance. However, a comparison of incident-free takeovers with those with a lateral collision revealed that the presence of LCA was associated with higher number of incident-free takeovers in the 8-sec group. Overall, drivers could benefit from additional assistance systems during takeover, especially when they are provided enough time to process information and act upon it.

Large scale quantum computing motivates the invention of two-qubit gate schemes that not only maximize the gate fidelity but also draw minimal resources. In the case of superconducting qubits, the weak anharmonicity of transmons imposes profound constraints on the gate design, leading to increased complexity of devices and control protocols. Here we demonstrate a resource-efficient control over the interaction of strongly-anharmonic fluxonium qubits. Namely, applying an off-resonant drive to non-computational transitions in a pair of capacitively-coupled fluxoniums induces a $\textrm{ZZ}$-interaction due to unequal ac-Stark shifts of the computational levels. With a continuous choice of frequency and amplitude, the drive can either cancel the static $\textrm{ZZ}$-term or increase it by an order of magnitude to enable a controlled-phase (CP) gate with an arbitrary programmed phase shift. The cross-entropy benchmarking of these non-Clifford operations yields a sub $1\%$ error, limited solely by incoherent processes. Our result demonstrates the advantages of strongly-anharmonic circuits over transmons in designing the next generation of quantum processors.

International audience; We address ethical dilemma situations that may arise during autonomous driving. To evaluate how this deliberation could work, we propose a decision-making algorithm based on a Markov Decision Process (MDP) which controls the vehicle in normal conditions. When a dilemma situation is detected, the collision severity is determined by an evaluation of the harm incurred by different types of road users. Then, to illustrate different moral approaches, three different policies are proposed: one based on ralwsian contractarianism, another on utilitarianism, and finally on egalitarianism. Each policy supports a different view of the concept of fairness, potentially producing different behaviors for the same dilemma situation.

International audience; The introduction of automated vehicles (AV) in the market progresses before the stakeholdersfully understand the capacity and the limitations of this complex technology.While this can be considered as a usual course of deployment of a new technology,future large-scale expansion of AV at the societal level makes public acceptance akey issue. One of the main aspects of public acceptance is the ethical concerns raisedby AV. In the current chapter, we will mainly review the research on the ethical issuesrelated to ethics-by-design of AV through its moral agency, application of different ethicaltheories to the decision making in critical situations, and whether ethics settingshould be mandatory or personal. Our review shows that while there are several ethicalframeworks proposed for AV, research on public acceptance mostly contrasts utilitarianand deontological ethics. Algorithmic implementation of the proposed frameworks,however, is yet to be done. In the second part, we will address several ethical issuesrelevant for the implementation of AV in transport system and policy decision making.

Purpose- The aim of this study is to examine the concept of strategic innovation - which includes a strategic approach to innovation - within the framework of its antecedents, the elements forming it and the advantages provided to the company. Methodology- Theoretical analysis: Innovation has been analyzed from a strategic point of view by examining the current literature extensively. Findings- Along with the impact of globalization and the emerging new technologies, companies must manage the change by perceiving it as an opportunity to be able to sustain, grow and compete in a rapidly changing environment and respond to change with innovation. Innovation reflecting the perspective of companies on change creates value through change. In today’s business world, there are true opportunities for the ones that can manage the process of change well. At this point, a company desiring to create value and maintain the sustainable competitive advantage should use innovation strategically. Conclusion - A strategic perspective on innovation leads the organization to look at the whole system beyond the product and the process in order to create value. Successful companies in innovation deal with it in a holistic and systematic approach by developing a fully integrated innovation strategy with its mission and objectives and by making organizational culture and organizational systems compatible with the strategy. Strategic innovation is a future-oriented concept that contains a creative discovery. The strategic consideration of innovation involves the use of appropriate strategic management techniques to increase the impact of innovation activities on growth and performance of the company.

The complexity of urban driving environment may create frequent interruptions in the course of automated vehicles, which may have adverse effects on driver's mood, and even result in driver-initiated takeovers. A possible way to counteract this is to help drivers reappraise the situation by providing additional information when they encounter interruptions in vehicle's progression. This study aimed at assessing the effect of an HMI enhanced with contextual information on drivers' mood, attitude and behavior compared to a basic HMI. Participants drove the experimental scenario in a driving simulator, once with and once without receiving contextual information. Results are discussed, potential bias is identified, and perspectives are evoked to improve the proposed method.

Primary-school teachers need to be constantly in high energy and attention in their working environments due to their high responsibilities and the age of the group they work for. This requires primary-school teachers to take a strong attitude and control negativity when faced with stress. The aim of this study is to examine the learned resourcefulness levels of primary-school teachers in terms of gender, age, marital status, having children, the number of in-service trainings, management experiences, management plans and managerial qualifications and lifelong learning trends. In this context, the primary-school teachers working in the state primary schools in Bornova and Çiğli districts of İzmir formed the universe of the study. A total of 398 classroom teachers (285 female and 113 male) were included in the study. Rosenbaum Learned Resourcefulness Scale, Lifelong Learning Tendencies Scale and Personal Information Form were used to collect the data of the study. As a result of the analysis of the data, there was no significant difference between learned resourcefulness and the variables discussed; it is concluded that there is a significant and low level relationship between learned resourcefulness and lifelong learning trends.

Energy conservation results in environmental (reduced emissions) and financial (reduced costs) savings. Consumers’ perception of the worthiness of changes in behaviour may differ depending on whether environmental or financial savings are emphasized. The current study investigated the effects of using either environmental or financial feedback in the context of eco-driving. Participants evaluated six scenarios describing different eco-driving behaviours. Participants in experimental groups were informed about either the environmental or financial savings realized by adopting the behaviours. A control group did not receive information on possible savings. Results indicated that, unlike commonly assumed, environmental savings are considered more worthwhile than commensurate financial savings. Yet, intentions to adopt eco-driving behaviours were mainly sensitive to the presence of feedback per se, rather than the content of feedback. We discuss the theoretical and practical implications of these findings.

Vehicle automation is expected to improve traffic safety. However, previous research indicates that high levels of automation may bring about unintended consequences, specifically in relation to being out of the control loop of the vehicle, such as reduced monitoring of the task, situation awareness, and attention. These changes in driver behavior become especially important in the case of a manual takeover request by the vehicle. A driving simulator study was carried out to investigate the effect of anticipatory information and non-driving-related task involvement on drivers’ monitoring behavior and transition of control while driving with a Traffic Jam Assist. The traffic jam assist handled lateral and longitudinal control at speeds below 50 km/h on a highway and required drivers to resume control beyond this system boundary. Anticipation was tested by sending a takeover request to the driver at 50 km/h (i.e. [anticipated] system boundary) or at 30 km/h (i.e. [unanticipated] system failure) and by traffic density preceding the takeover request, depending on the experimental condition. The results showed that the anticipatory information from the automated system influenced the monitoring behavior of the drivers preceding the transition of control, but not their performance during the takeover of control from the vehicle. Furthermore, despite relatively short reaction time to take over control of the vehicle, drivers needed a prolonged period to gain vehicle lateral control, regardless of the presence of anticipatory information or of a non-driving-related task. Performing a non-driving-related task resulted in a longer reaction time. Nevertheless, non-driving-related task involvement did not have an effect on the vehicle lateral control or monitoring of the traffic environment. The results of this study highlight the importance of a transition period rather than pure reaction time during a takeover process. We discuss the theoretical and practical implications of these findings.

Drivers’ tend to overestimate their competences, which may result in risk taking behavior. Providing drivers with feedback has been suggested as one of the solutions to overcome drivers’ inaccurate self-evaluations. In practice, many tests and driving simulators provide drivers with non-evaluative feedback, which conveys information on the level of performance but not on what caused the performance. Is this type of feedback indeed effective in reducing self-enhancement biases? The current study aimed to investigate the effect of non-evaluative performance feedback on drivers’ self-evaluations using a computerized hazard perception test. A between-subjects design was used with one group receiving feedback on performance in the hazard perception test while the other group not receiving any feedback. The results indicated that drivers had a robust self-enhancement bias in their self-evaluations regardless of the presence of performance feedback and that they systematically estimated their performance to be higher than they actually achieved in the test. Furthermore, they devalued the credibility of the test instead of adjusting their self-evaluations in order to cope with the negative feelings following the failure feedback. We discuss the theoretical and practical implications of these counterproductive effects of non-evaluative feedback.

Because of obsolescence and deterioration of Building Facade System (BFS), existing facade systems are increasingly being restructured or demolished. Such constructional interventions cause excessively resource consumption and waste generation, which have several environmental and ecological problems. These problems are required performing the sustainable environmental solutions. BFS for Deconstruction may give guarantees for careful dismantling of a BFS so as makes possible the recovery of BFS parts promoting reuse and recycling. In that respect, BFS for Deconstruction is an alternative to facade demolition in consequence of increasing environmental concerns and can be seen as a key for sustainable construction. The basis of this paper is to discuss the BFS for Deconstruction concept which deals with BFS that can be deconstructed and dismantled so as to recover as many parts as possible without leaving any debris on site. The paper is determined the reasons of restructuring and demolition of BFS. The design considerations of the BFS for Deconstruction are explained, and the best BFS organizations for deconstruction and the main recovery potentials of BFS parts are researched in this paper. Consequently, principle information for architects to understand and use BFS designing for Deconstruction is presented. DOI: http://dx.doi.org/10.5755/j01.sace.8.3.7231

Due to the innate complexity of the task drivers have to manage multiple goals while driving and the importance of certain goals may vary over time leading to priority being given to different goals depending on the circumstances. This study aimed to investigate drivers' behavioral regulation while managing multiple goals during driving. To do so participants drove on urban and rural roads in a driving simulator while trying to manage fuel saving and time saving goals, besides the safety goals that are always present during driving. A between-subjects design was used with one group of drivers managing two goals (safety and fuel saving) and another group managing three goals (safety, fuel saving, and time saving) while driving. Participants were provided continuous feedback on the fuel saving goal via a meter on the dashboard. The results indicate that even when a fuel saving or time saving goal is salient, safety goals are still given highest priority when interactions with other road users take place and when interacting with a traffic light. Additionally, performance on the fuel saving goal diminished for the group that had to manage fuel saving and time saving together. The theoretical implications for a goal hierarchy in driving tasks and practical implications for eco-driving are discussed. (C) 2011 Elsevier Ltd. All rights reserved.

WOS: 000244160300013, Water-distilled essential oil from the aerial parts of Marrubiumbourgaei Boiss.ssp.bourgaei (Labiatae, Lamiaceae) from Turkey was analyzed by GC and GC/MS. Seventy-eight components were characterized in total, representing 90.7% of the oil. Hexadecanoic acid (33.3%) and hexahydrofarnesyl acetone (6.4%) were main constituents.

WOS: 000392470000009, Objective Chiari malformation type-I (CM-1) is described radiographically as a simple displacement of the cerebellar tonsils at least 5 mm below the foramen magnum (FM). If CM-1 exists due to hyperostosis of the cranial bones, the authors were not able to determine a common consensus for the treatment of CM-1 and syringomyelia. Methods A 31-year-old-female presented to our hospital with bilateral facial paralysis, hypoesthesia and motor loss of the extremities. The patient had bilateral gag reflex loss, phonation disorder and dysarthric speaking. Sensory and motor deficits were available at the bilateral upper and lower extremities. The skeletal radiographs revealed extensive thickening and sclerosis of the calvarial and facial bones, moderate widening and sclerosis of the clavicles and ribs, and that the internal auditory canal (IAC) and the optic foramen (OF) were narrowed. CM-1 and syringomyelia secondary to the small posterior fossa were due to calvarial hyperostosis. The patient underwent posterior fossa decompression and duraplasty. In addition, a syringosubarachnoid shunt was placed at the level of C7-T1. The symptoms of lower cranial nerve palsy and motor loss were recovered, but the symptoms of the foraminal stenosis, such as visual and auditory losses and facial paralysis were not recovered in any way. Conclusion We described in this case report CM-1 as a late complication of craniodiaphyseal dysplasia (CDD), and the difficulties in its treatment. In the treatment of these patients with CDD, posterior fossa decompression and syringosubarachnoid shunting are necessary, in spite of all the risks of these procedures.