(EN) Humans and cells in their bodies are exposed to various mutagens in their lifetime that cause DNA damage and mutations, which affect the biology and physiology of the target cell, and can lead to the expansion of an immortalized cell clone. Genome-wide massively parallel sequencing allows the identification of DNA mutations in the coding sequences (whole exome sequencing, WES), or even the entire genome of a tumour. Mutational signatures of individual mutagenic processes can be extracted from these data, as well as mutations in genes potentially important for cancer development ('cancer drivers', as opposed to 'passengers', which do not confer a comparative growth advantage to a cell clone). Many known mutational signatures do not yet have an attributed cause; and many known mutagens do not have an attributed signature. Similarly, it is estimated that many cancer driver genes remain to be identified. This Thesis proposes a system based on immortalization of mouse embryonic fibroblasts (MEF) upon mutagen treatment for modelling of mutational signatures and identification and testing of cancer driver genes and mutations. The signatures extracted from WES data of 25 immortalized MEF cell lines, which arose upon treatment with a variety of mutagens, showed that the assay recapitulates the...

Objective: Systems that can warn the driver of a possible collision with a vulnerable road user (VRU) have significant safety benefits. However, incorrect warning times can have adverse effects on the driver. If the warning is too late, drivers might not be able to react; if the warning is too early, drivers can become annoyed and might turn off the system. Currently, there are no methods to determine the right timing for a warning to achieve high effectiveness and acceptance by the driver. This study aims to validate a driver model as the basis for selecting appropriate warning times. The timing of the forward collision warnings (FCWs) selected for the current study was based on the comfort boundary (CB) model developed during a previous project, which describes the moment a driver would brake. Drivers’ acceptance toward these warnings was analyzed. The present study was conducted as part of the European research project PROSPECT (“Proactive Safety for Pedestrians and Cyclists”). Methods: Two warnings were selected: One inside the CB and one outside the CB. The scenario tested was a cyclist crossing scenario with time to arrival (TTA) of 4 s (it takes the cyclist 4 s to reach the intersection). The timing of the warning inside the CB was at a time to collision (TTC) of 2.6 s (asymptotic value of the model at TTA = 4 s) and the warning outside the CB was at TTC = 1.7 s (below the lower 95% value at TTA = 4 s). Thirty-one participants took part in the test track study (between-subjects design where warning time was the independent variable). Participants were informed that they could brake any moment after the warning was issued. After the experiment, participants completed an acceptance survey. Results: Participants reacted faster to the warning outside the CB compared to the warning inside the CB. This confirms that the CB model represents the criticality felt by the driver. Participants also rated the warning inside the CB as more disturbing, and they had a higher acceptance of the system with the warning outside the CB. The above results confirm the possibility of developing wellsaccepted warnings based on driver models. Conclusions: Similar to other studies’ results, drivers prefer warning times that compare with their driving behavior. It is important to consider that the study tested only one scenario. In addition, in this study, participants were aware of the appearance of the cyclist and the warning. A further investigation should be conducted to determine the acceptance of distracted drivers.

Objective: With the overall goal to harmonize prospective effectiveness assessment of active safety systems, the specific objective of this study is to identify and evaluate sources of variation in virtual precrash simulations and to suggest topics for harmonization resulting in increased comparability and thus trustworthiness of virtual simulation-based prospective effectiveness assessment. Methods: A round-robin assessment of the effectiveness of advanced driver assistance systems was performed using an array of state-of-the-art virtual simulation tools on a set of standard test cases. The results were analyzed to examine reasons for deviations in order to identify and assess aspects that need to be harmonized and standardized. Deviations between results calculated by independent engineering teams using their own tools should be minimized if the research question is precisely formulated regarding input data, models, and postprocessing steps. Results: Two groups of sources of variations were identified; one group (mostly related to the implementation of the system under test) can be eliminated by using a more accurately formulated research question, whereas the other group highlights further harmonization needs because it addresses specific differences in simulation tool setups. Time-to-collision calculations, vehicle dynamics, especially braking behavior, and hit-point position specification were found to be the main sources of variation. Conclusions: The study identified variations that can arise from the use of different simulation setups in assessment of the effectiveness of active safety systems. The research presented is a first of its kind and provides significant input to the overall goal of harmonization by identifying specific items for standardization. Future activities aim at further specification of methods for prospective assessments of the effectiveness of active safety, which will enhance comparability and trustworthiness in this kind of studies and thus contribute to increased traffic safety.

Automated driving systems are getting pushed into the consumer market, with varying degrees of automation. Most often the driver’s task will consist of being available as a fall-back level when the automation reaches its limits. These so-called take-over situations have attracted a great body of research, focusing on various human factors aspects (e.g., sleepiness) that could undermine the safety of control transitions between automated and manual driving. However, a major source of accidents in manual driving, alcohol consumption, has been a non-issue so far, although a false understanding of the driver’s responsibility (i.e., being available as a fallback level) might promote driving under its influence. In this experiment, N = 36 drivers were exposed to different levels of blood alcohol concentrations (BACs: placebo vs. 0.05% vs. 0.08%) in a high fidelity driving simulator, and the effect on take-over time and quality was assessed. The results point out that a 0.08% BAC increases the time needed to re-engage in the driving task and impairs several aspects of longitudinal and lateral vehicle control, whereas 0.05% BAC did only go along with descriptive impairments in fewer parameters.

Das Projekt „Entwicklung eines elektronischen Informations- und Lernprogramms zum Arbeitsschutz für Berufskraftfahrerinnen und -fahrer im Fernverkehr“ befasst sich mit Fragen der Lernwirksamkeit und der beruflichen Integrationsfähigkeit von mobilen Lernangeboten für Berufskraftfahrer. Ausgehend von der Problematik der zunehmend älter werdenden Arbeitnehmer und der Notwendigkeit deren Arbeitskraft langfristig zu erhalten, werden Lerninhalte zum Arbeits- und Gesundheitsschutz mediendidaktisch aufbereitet und den Berufskraftfahrern auf einer Lernplattform zur Verfügung gestellt. Per Netbook und UMTS-Verbindung greifen die Fahrer zeit- und ortsunabhängig auf die Lerneinheiten zu und beantworten entsprechende Wissensfragen. Erste Ergebnisse konnten bereits im Rahmen eines Lernmaterialtests gewonnen werden, wohingegen der Usability-Test sich derzeit noch in der Auswertung befindet.

Die vorliegende Ausgabe beschäftigt sich mit dem Thema „Komponenten und Einflussfaktoren der Umweltleistung eines Unternehmens: Strukturierung und Strukturanalyse auf Basis theoretischer und empirischer Erkenntnisse“. Die bisherigen Forschungsbemühen zu dieser Thematik betrachten vor allem die Messung und Bewertung der betrieblichen Umweltleistung. Allerdings existiert bisher kein allgemein gültiges Konzept der Umweltleistung und ihrer Wechselwirkung mit äußeren Faktoren. Dies bildet den Ausgangspunkt dieser Arbeit mit der Zielsetzung, ein strukturiertes Modell zur Abbildung der Umweltleistung und ihrer Einflussfaktoren sowie der existierenden Wirkungsbeziehungen zu erarbeiten.

The comfort of the public transport user is of vital importance to guarantee a pleasant service. The driver's style on coaches and buses is a significant factor that influences the comfort of the users. The driver of a vehicle is clearly implicated in the production of motion sickness since it is the driver who regulates the accelerations than cause passenger sickness (Mark Turner & Michael J. Griffin, 1999). Therefore it is necessary to explain the relationship between passenger comfort and driver behaviour. The driver’s driving style has been described by recording the accelerations (X-Y-Z directions) of a bus with an accelerometer. This data has been processed afterwards to obtain four indicators that describe the driving style of the driver. The four indicators are: 1) Longitudinal acceleration and braking levels, 2) Longitudinal jerks, 3) Lateral cornering acceleration levels, and 4) uneven speed, so-called "Pump driving". Comfort ratings from the passengers has been collected on board different buses from the Södertälje and Kallhäll areas where passengers were asked to grade their experience during their current journey. This information has been analysed together with the indicators. The final result is an algorithm that provides a comfort rating by analysing the acceleration of a bus.

As the development of highways, it is quite normal for buses running in a speed around 100km/h. When buses are running in a high speed, they may suffer from the influence of side wind disturbances at anytime. Sometimes, it may result in traffic accidents. Therefore, the study of bus stability under side wind disturbances becomes more and more important. Due to restrictions of real tests, computer simulation can be used to study this subject. The bus side wind response character is reflected through the driver’s manoeuvre , so open-loop analysis is hard to give a comprehensive evaluation of the side wind stability of the bus. Therefore, closed-loop analysis is studied in this thesis. An ADAMS bus model and a side wind force model are developed in this thesis, along with two driver models, the PID control model and the preview curvature model. The driver models are built in Simulink and co-simulation between ADAMS/View and Simulink is conducted. The results of co-simulation show that the two driver models can both control the bus from deviating from the desired course under side wind disturbances. The PID control model is simple and shows a very good control effect. The maximum lateral displacement of the bus by PID control model is just 0.0205m under maximum side wind load 1000N and 2500Nm when preview time is 1.2s, while it is 0.0702m by preview curvature model, however, it is difficult to determine the coefficients Kd, Kp, and Ki in the PID controller. The preview curvature model also shows a good control effect in terms of the maximum lateral displacement and yaw angle of the bus. Comparing these two models, the PID control model is more sensitive to deviations, with quicker response and larger steering input. The bus model system is stable under side wind disturbances. Through driver ’s proper steering manoeuvre, the bus is well controlled. The closed-loop analysis is a good method to study the bus stability under side wind disturbances.

This report is the result of a masters degree project conducted at the Department of Teleinformatics at the Royal Institute of Technology starting from the autumn 1996. The area investigated is the Mobile Internet Protocol, especially its implementation under Windows NT environment. Network driver writing under Windows NT was practised. Recent development in improving Mobile IP protocol to support micro-mobility have also been investigated.

This article enhances our knowledge of general strain theory (GST) by applying it to the context of traffic delinquency. It does so by first describing and confirming the development of a social-psychological measure allowing for a test of GST. Structural regression analysis is subsequently employed to test the theory within this context across a range of delinquent driving behaviors. Tests indicate that strain experienced while operating a motor vehicle consists of distinct contexts that when considered separately both enhance our understanding of GST and spell policy implications for state-directed interventions. Implications for future GST testing, measurement, and application are also discussed.