Latencies in Vehicle Steering: It is Possible to Measure Drivers’ Response Latencies and Attention Unobtrusively on the Road

1981 ◽  
Vol 25 (1) ◽  
pp. 711-715 ◽  
Author(s):  
H. Summala

This paper reviews results from a series of studies in which latencies in driver/ vehicle steering responses were measured on the road, unobtrusively, and with representative samples of unsuspecting drivers. Based on the fact that an obstacle on the road shoulder induces an avoidance response, i.e., a lateral displacement towards the middle of the road, a stimulus event was introduced at various distances when a car was approaching so that the time available to drivers for an avoidance response was known. It was found, first, that the average steering response started at latencies greater than 1 s, reached the half-way point at 2.5 s and the maximum at 3-4 s, depending on the situation. Second, this method was applied in a project on the effects of a warning flasher on driver behavior in school zones. It was found that the flasher reduced the drivers’ steering response latencies. This was supposedly the first time to measure drivers’ attention unobtrusively.

i-com ◽  
2019 ◽  
Vol 18 (2) ◽  
pp. 151-165 ◽  
Author(s):  
Peter Fröhlich ◽  
Raimund Schatz ◽  
Markus Buchta ◽  
Johann Schrammel ◽  
Stefan Suette ◽  
...  

Abstract Autonomous buses are expected to become a cornerstone of future mobility systems. Especially during their introduction, passengers may require reassurance about the vehicle’s awareness of the situation on the road and of its intended next actions to further acceptance. In order to investigate the need and requirements for information about the vehicle’s awareness and intent from the perspective of first-time users, we conducted two user studies in a state-of-the-art autonomous bus at public demonstration spaces. In the first study, participants underwent a demonstration ride with the bus and were then asked about their needs for awareness and intent communication. The second study took participants on a ‘simulated ride’ within a stationary bus, in which typical scenarios of the road ahead were presented, together with different awareness and intent cues. Our results suggest that, first, future autonomous bus passengers may be in need of such awareness and intent communication screens. Second, we found that awareness and intent communication may be of greater importance for the indication of potential hazard recognition than for indicating route directions. Third, due to their complementary strengths, none of the three compared types of visual communication (text, icon and augmented reality) should be used in isolation.


2011 ◽  
Vol 12 (4) ◽  
pp. 1609-1623 ◽  
Author(s):  
Kazuya Takeda ◽  
John H. L. Hansen ◽  
Pınar Boyraz ◽  
Lucas Malta ◽  
Chiyomi Miyajima ◽  
...  

2020 ◽  
Vol 53 (3) ◽  
pp. 353-365 ◽  
Author(s):  
David C. Stapleton ◽  
Frank H. Martin

BACKGROUND: Vocational rehabilitation (VR) can potentially help disability-insured workers stay at work or return to work when they experience a disability. Such assistance could prevent or delay entry into the Social Security Disability (SSD) program. OBJECTIVE: We present descriptive statistics on the extent to which new VR applicants for 1998 through 2005 receive SSD benefits before or after VR application. METHODS: We matched Rehabilitation Services Administration (RSA-911) records for the years 1998 through 2009 with the Social Security Administration’s program and earnings files. RESULTS: The analyses show that a substantial number of VR applicants entered SSD in the 60 months following VR application—more than 60,000 (12.3 percent) of the first-time VR applicants in 2002. The analyses also disclose variation in SSD entry across states, with some states accounting for entry percentages twice as high as that of others. We also found a positive relationship between our measure of wait time and entry into SSD. CONCLUSIONS: Although the large number of VR applicants entering SSD after VR application is modest compared to the number receiving an SSD award each year, the potential influence of VR services on later SSD and Medicare expenditures could be in the billions of dollars annually, in either direction.


2015 ◽  
Vol 74 ◽  
pp. 118-125 ◽  
Author(s):  
Richard Rowe ◽  
Gabriela D. Roman ◽  
Frank P. McKenna ◽  
Edward Barker ◽  
Damian Poulter

Author(s):  
Frank Schieber ◽  
Michael L. Harms

Advances in ITS in-vehicle technologies promise to impose new information-processing demands upon drivers. Potential information “overload” problems may become especially acute among older drivers – the fastest growing segment of the driving population. In this investigation, the efficacy of a subsidiary task technique for detecting and quantifying age-differences in the attentional demands of driving-related tasks was evaluated. Young (mean age = 19.6) and old (mean age = 71.3) licensed drivers participated in a simulated as well as an on-the-road driving task while simultaneously performing a series of simple mental arithmetic computations. Response latencies on the mental arithmetic task slowed significantly for the old — but not young — drivers as the primary task of driving was made more difficult. Steering error did not change under dual-task versus single-task conditions suggesting that the mental arithmetic protocol was minimally intrusive for both young and older adults.


2017 ◽  
Vol 8 (4) ◽  
pp. 107-122 ◽  
Author(s):  
A.I. Chetverikova ◽  
V.V. Ermolaev ◽  
O.N. Tkachenko

This article summarizes our investigation of drivers cognitive maps and its influence over their behavior. 182 subjects participated in our research, i.e. 97 professional drivers, 85 car enthusiasts, 156 men and 26 women, 20—66 years old, mileage about 3—150 thousands kilometers per year. Questionnaire “Dula Dangerous Driving Index” was used on Russian subjects for the first time ever. Our results show that subjects’ need for get their rocks off when they are angered (or suspicious, or failed to trust the world around) and aggressive behavior during driving are correlated. Most drivers feel emotional tension during driving and use some self-regulation techniques to decrease the tension stabilize their emotional state. The following factors were found to correlate with one’s aggressive behavior on the road: feeling suspicious of world/self/others, low level of self-acceptance, external locus of control.


Author(s):  
Neil Lerner ◽  
Susan Chrysler ◽  
Joel Cooper ◽  
James Jenness ◽  
Michael Manser ◽  
...  
Keyword(s):  
The Road ◽  

2019 ◽  
Vol 8 ◽  
pp. 47-76
Author(s):  
Ryszard Żelichowski

An attempt to compare Russian Tsar Alexander I was the head of the Grand Duchy of Finland, which the Russian army captured in 1809 as a result of the Russo-Swedish war. The final act of the Congress of Vienna of June 1815 decided to establish the Kingdom of Poland. Beside the title of Grand Duke of Finland tsar, Alexander I was awarded the title of the King of Poland. From that moment on, for over one hundred years, the fate of the Grand Duchy of Finland and the Kingdom of Poland was intertwined during the rule of five Russian tsars. The aim of this paper is to answer the question whether two different ways on the road to independence – romantic Polish way with national uprisings, and pragmatic Finnish, relative loyal to the Russian tsars – had an impact on their policy towards both nations. The Kingdom of Poland and the Duchy of Finland were autonomous, were in a personal union with Russian tsars, had their own constitutions, parliaments, armies, monetary systems and educational structures, and official activities were held in Polish (Polish Kingdom) and Swedish (in the Grand Duchy of Finland). Both countries also had their own universities. The first national uprising in the Kingdom of Poland, which broke out in November 1830, resulted in a wave of repression. The Constitution was replaced by the so-called The Organic Statute, the Sejm (the Parliament) and the independent army were liquidated. The Kingdom was occupied by the mighty Russian army, and in 1833 martial law was introduced. The second national uprising of January 1863 led to another wave of repression and intensive Russification of Polish territories. In 1867, the autonomy of the Kingdom of Poland, its name and budget were abolished. From 1872 the Polish language was only an optional choice. After 1863, the policy of the Russian authorities changed towards the Grand Duchy. A session of the Finnish parliament (Eduskunta) was convened for the first time since 1809, the new parliamentary law allowed the dissemination of the Finnish language. After the deadly assault on Alexander II in 1881, his son Alexander III made attempts to limit also Finland’s autonomy. The years 1899–1904 were called the first period of Russification in Finland (“the first period of oppression”). The Manifesto of June 1900 introduced obligatory Russian language in correspondence of officials with Russia. In 1901, the national Finnish army was liquidated. In Russia this was the beginning of the process of the empire’s unification into one cultural, political and economic system. After a short thaw as a result of the 1905 revolution in Russia, the Grand Duchy of Finland, the so-called “second period of oppression” and anti-Finnish politics took place. During the great war of 1914–1918, the Grand Duchy was on the side of Russia. The territories of the former Kingdom of Poland were under German rule since 1915. After the outbreak of the revolution in Russia, the Eduskunta (on 6 December 1917) passed a Declaration of Independence. After a short period of regency, on 19 July 1919, the Finns adopted the republican system with a parliamentary form of government. On 11 November 1918 Germany surrendered on the Western Front. On that day, the Regency Council in Warsaw handed over military authority to the Polish Legion commander Józef Piłsudski. Although Poland still had to fight for the final shape of the state, the 11th of November 1918 is considered the first day of recovered Polish independence.


X ◽  
2020 ◽  
Author(s):  
Bianca Guiso ◽  
Maria Vittoria Tappari

Castello dei Conti di Biandrate: surveys on the surviving structureBiandrate is a northern Italian village in the province of Novara that lies in the Po plain between the Sesia and Ticino rivers. Border area disputed between Vercelli and Novara, since the early Middle Ages it represented an important crossing point because there were the fords of the Sesia river nearby, on the road axis joining Novara and Ivrea. Its importance grew in the tenth century, when the Pieve was erected, today disappeared, dedicated to Santa Maria and, in 1029, the Counts of Pombia family settled in the Biandrate castrum. In 1168 the castrum was destroyed by the armies of Milan, allied with Novara and Vercelli, that in 1194 carved up the territory. In the second half of the thirteenth century the village of Biandrate was divided into the Borgo Vecchio, vercellese, to the west, and the Borgo Nuovo, novarese, to the east. They developed around the canonica of S. Colombano, the hospital and the ruins of the Count’s castrum. The castrum, almost totally destroyed, continued to represent an area with particular rights: in fact the Statues established that the Podestà could pronounce sentences only “in castro veteri Blanderati”. Nowadays the collegiata of S. Colombano stands on the Biandrate castrum ruins; the collegiata was mentioned for the first time in 1146, but was altered various times over the centuries. In particular, portions of the ancient wall are visible in the lower part of the west wall of the church of Santa Caterina, incorporated within the complex of the collegiate of S. Colombano. It is noticed that the ancient castrum had very thick walls made primarily with river pebbles, roughly cut stones in a herringbone pattern and binding mortar.


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