The utilisation of navigation systems in cars has given rise to road safety concerns, and the design and functionality of such systems must therefore be adjusted to the users’ needs, since they have to divide their attention between driving and the operation of the navigation system. The study was aimed at finding the optimum system response time (SRT) which would enable a driver to focus as much as possible on the road while attaining an efficient task completion time using an electronic navigational system. The research project consists of two separate experiments and was completed by 10 subjects. Experiment 1 included a temporal reproduction task and a secondary memory task. The subjects had to memorise two symbols and then reproduce six time spans ranging from 1 to 30 s to provide a baseline measurement of their time estimation abilities. Experiment 2 consisted of a simulated automobile driving task. While driving in the simulator the subjects completed a memorising task displayed on a touch screen. The task was presented with seven different system response times (SRTs) ranging from 0 to 30 s. The effects of different SRTs on the eye movement from road to monitor, regarding the duration of fixation and the frequency of change were evaluated. The distribution of gazes to the secondary task was analysed to provide information about the time estimation performance in the driving simulator. Other dependent variables tested were the accuracy of selected items, memory game performance, drive performance and the subjective state of the test person. The results of this study can be employed to find the optimum duration of inter-task delays for in-vehicle technical devices. / Psychology / M.A. (Psychology)

INTRODUÇÃO: Estudantes universitários apresentam frequências maiores de Dirigir sob efeito do álcool (DEA) e de uso pesado de álcool, assim como de uso nos últimos trinta dias, do que não-estudantes da mesma idade. O objetivo principal deste estudo foi avaliar a efetividade da Intervenção Preventiva (IP) relacionada a esses comportamentos entre estudantes da Faculdade de Medicina da Universidade de São Paulo (FMUSP), da cidade de São Paulo. Este estudo teve como objetivo secundário a tradução e a validação do Questionário baseado na Teoria de Proteção e Motivação (QPMT) para identificar aspectos cognitivos relacionados à avaliação de ameaças e de adaptação quanto ao DEA. MÉTODOS: O QPMT foi traduzido pela equipe técnica de acordo com metodologia da Organização Mundial da Saúde. A etapa de validação (EV), com desenho de estudo transversal, ocorreu entre estudantes do 1º ano da FMUSP/2007. Na Etapa de Intervenção (EI), o desenho do estudo foi o de seguimento. Estudantes do 2º ano da FMUSP/2007 responderam o QPMT e o AUDIT, para avaliação do padrão de consumo de álcool, no tempo zero (T0), no tempo um (T1) logo após as IP, e após um ano, no tempo dois (T2). Em T0, os estudantes foram divididos por sorteio em dois grupos, o grupo de intervenção (GI), que recebeu cinco IP de 15 minutos cada, e grupo controle (GC), que não recebeu IP. RESULTADOS: Todos os estudantes presentes à aula aceitaram participar da EV e responderam os questionários (n = 63). A consistência interna do QPMT foi satisfatória. Na EI, entre 106 estudantes presentes à aula, 91 concordaram em participar e responder os questionários, índice de resposta de 85,9%. Com relação ao DEA 40,5% dos estudantes do GI (n = 17/42) e 38,8% do GC (n = 19/49) referiram o comportamento, em T0 (p = 1,00). A regressão linear múltipla (RLM) demonstrou que, para o GI, aumentos na pontuação do AUDIT e menor percepção de ameaças e de respostas adaptativas para o DEA tiveram efeito preditivo na frequência da intenção de DEA (IDEA). Para o GC, apenas aumentos nas pontuações do AUDIT foram preditivos de maior IDEA. Quando comparados T0 e T2, apenas o GI apresentou redução significativa da média do AUDIT (p = 0,012). Em T2, o DEA foi referido por 45,4% dos estudantes do GI e 63,6% do GC (p = 0,027, comparando o GC entre T0 e T2) e o GI apresentou redução na IDEA. Na RLM em T2, aumentos na pontuação do AUDIT foram preditivos para a IDEA apenas para o GC. O Risco Relativo (RR) para o DEA foi 4,3% maior no GI do que no GC em T0, enquanto na avaliação em T2, o GC teve um RR 28,6% maior. CONCLUSÃO: Reduções no padrão de consumo de álcool e na proporção de IDEA são sugestivos de efetividade da IP em estudantes da FMUSP / INTRODUCTION: College students have higher rates of Driving Under the Influence of alcohol (DUI) and of heavy or last 30-days alcohol consumption than same age non-students. The main objective of this study was to evaluate the effectiveness of a Preventive Intervention (PI) related to these behaviors among university students of the Faculty of Medicine of the University of São Paulo (FMUSP), São Paulo City. A secondary objective was to translate and validate a questionnaire with the Protection Motivation Theory (PMT) in order to recognize cognitive aspects related to threat and coping appraisals process of the DUI behavior METHODS: The PMT was translated by the research team according to the World Health Organization methodology. The Validation Phase (VP), with a cross-sectional design, assessed FMUSP 2007 first-year students. At the Intervention Phase (IP) a follow-up study was conducted. FMUSP 2007 second-year students answered the PMT and the AUDIT, to assess the pattern of alcohol consumption, at baseline, just after PI, and one year later. At baseline, students were randomly selected to an intervention group (IG) or a control group (CG). The IG was submitted to five PI of 15 minutes each. The CG didnt receive any intervention. RESULTS: All of the first-year students attending to a lecture accepted to participate and answered the questionnaires (n = 63). Internal consistency of the PMT was satisfactory. At the IP, from 106 students attending to a lecture, 91 accepted to participate and answered the questionnaires, a response rate of 85.9%. Rates of DUI at baseline were 40.5% for the IG (n = 17/42) and of 38.8% for the CG (n = 19/49, p = 1.00). The multiple linear regression (MLR) showed that for the IG, increasing of AUDIT scores and lower perceptions of threat and coping appraisals for DUI prevention were strong predictors of intention to DUI (IDUI). For the CG increasing of AUDIT scores were predictive of IDUI. Comparison between baseline and one-year follow-up showed that just the IG had significant reductions of the mean AUDIT score (p = 0.012). At follow-up, DUI was reported by 45.4% and by 63.6% of IG and CG students, respectively (p = 0.027 comparing CG results from baseline and follow-up), and the IG showed reductions in IDUI. MLR at follow-up showed that increasing AUDIT scores predicted IDUI just among the CG. Relative Risk (RR) for DUI among IG was 4.3% higher than for the CG at baseline, meanwhile, at follow-up, CG reached a 28.6% higher RR for DUI. CONCLUSION: Reductions in the pattern of alcohol use and in the proportion of IDUI were suggestive of effectiveness of PI among FMUSP students

INTRODUÇÃO O consumo de álcool combinado com bebidas energéticas (AmED) tem se mostrado associado tanto a um padrão pesado de ingestão de bebidas alcoólicas, quanto a comportamentos de risco no trânsito (CRTs) entre jovens adultos. Devido ao grave impacto causado pelas incapacidades e mortes no trânsito serem decorrentes de comportamentos previsíveis e em grande parte evitáveis, o presente estudo procura investigar a influência do consumo de AmED sobre os comportamentos de risco no trânsito entre os motoristas de caminhão. MÉTODOS Dados de uma amostra de profissionais que trafegavam pelas rodovias do Estado de São Paulo entre junho de 2012 e setembro de 2013 (N=535) foram separados em três grupos: (a) os que afirmaram ingerir AmED (n=90), (b) que relataram consumir apenas bebidas alcoólicas (n=326) e (c) o restante da amostra (n=445). Análises bivariadas foram realizadas com os relatos positivos nos últimos 12 meses que antecederam a pesquisa. O nível de significância foi estipulado para um alfa de 5% e, posteriormente, a analise múltipla utilizou a regressão logística. RESULTADOS Comparando os condutores que ingeriram AmED com os que consumiram apenas bebidas alcoólicas, os primeiros tiveram mais chances de possuir idades entre 20 e 24 anos (OR=3,3), de trabalhar como profissional a menos de 5 anos (OR=2,5), apresentaram maiores riscos de dirigir sem cinto de segurança (OR=2,2), em alta velocidade (OR=1,9), ter brigado ou discutido no trânsito (OR=2,1), ter consumido bebidas alcoólicas em um padrão pesado (OR=3,4), bebendo mais doses alcoólicas por ocasião (mediana 5 vs 2 doses, p < 0,008); em maior frequência (OR=1,9), bebendo mais frequentemente no padrão binge drinking (OR=2,3) e consumindo drogas ilícitas em maior frequência (OR=2,3), além de maiores chances de apresentar uma qualidade de sono ruim (OR=1,7). Comparados ao restante da amostra, observou-se que os motoristas de caminhão que ingeriram AmED apresentaram maior risco de dirigir sem cinto de segurança (OR=2,2), em alta velocidade (OR=1,9), alcoolizado (OR=2,6), de brigar ou discutir no trânsito (OR=2,0), apresentaram maiores chances de ingerir mais doses alcoólicas por ocasião (medianas 5 vs 2 doses, p < 0,001), beber mais frequentemente (OR=2,6), inclusive no padrão binge drinking (OR=2,1), também em maior frequência em binge drinking (OR=3,2), consumir álcool em um padrão pesado (OR=3,4) e usar drogas ilícitas (OR=2,6). A regressão logística ajustada por idade indicou que os motoristas que brigaram ou discutiram no trânsito (OR=2,2), que dirigiram sem cinto de segurança (OR=1,9) e que relataram o uso de drogas ilícitas nos últimos 12 meses (OR=2,0) tiveram maiores chances de ter ingerido AmED. CONCLUSÃO O estudo indica uma associação entre a ingestão conjunta de álcool com bebidas energéticas e maiores chances de apresentar CRTs. São necessários investimentos em pesquisas e ações preventivas voltadas para essa população / INTRODUCTION: Consumption of alcohol mixed with energy drinks (AmED) has been shown associated with both a heavy pattern of alcohol intake as well as the traffic risk behaviors (TRB) among young adults. Due to the serious impact caused by disabilities and traffic deaths arising from predictable and largely preventable behaviors, the present study investigates the influence of AmED consumption on traffic risk behaviors among truck drivers. METHODS: Data from a sample of professional driving along the highways of the State of São Paulo (Brazil) between June 2012 and September 2013 (N=535) were divided into three groups: (a) those who reported drinking AmED (n=90), (b) who reported consuming alcohol only (n=326) and (c) the rest of the sample (n=445). Bivariate analyzes were performed with positive reports in the last 12 months preceding the survey. The level of significance was set for an alpha of 5% and, subsequently, it was made a multiple logistic regression analysis. RESULTS: Comparing the drivers who drink AmED with those who consumed only alcohol, the first were more likely to have between 20 and 24 years (OR=3.3), to work as a professional less than five years (OR=2.5), had higher risks of driving without a seat belt (OR=2.2), in high speed (OR=1.9), have a fight or discussion in traffic (OR=2.1), having consumed alcohol in a heavy pattern (OR=3.4), drinking more alcoholic drinks per occasion (median 5 vs 2 doses, p < 0.008); at higher frequency (OR=1.9), more often in binge drinking (OR=2.3), consuming illicit drugs more frequently (OR=2.3), as well as more likely to have a bad quality sleep (OR=1.7). Compared to the rest of the sample, it was found that truck drivers who drink AmED had higher risk of driving without a seat belt (OR=2.2), in high speed (OR=1.9), drunk (OR=2 , 6), to fight or discuss in traffic (OR=2.0), were more likely to consume more alcoholic drinks per occasion (median 5 vs 2 doses, p < 0.001), drinking more often (OR=2.6), including in binge drinking (OR=2.1), also in higher frequency in binge drinking (OR=3.2), consuming alcohol in a heavy pattern (OR=3.4) and use illicit drugs (OR=2 6). Logistic regression adjusted for age indicated that drivers who fought or discussed in traffic (OR = 2.2), which drove without a seat belt (OR = 1.9) and that reported using illicit drugs in the last 12 months (OR = 2.0) had higher chances of having ingested AmED. CONCLUSION: This study indicates an association between the combined intake of alcohol with energy drinks and more likely to have TRBs. Investment is needed in research and preventive actions for this population

Dans un contexte de fortes pressions concurrentielles et réglementaires, les constructeurs automobiles introduisent sur le marché des véhicules dont les caractéristiques sont proches. Si les émotions suscitées par l’expérience de conduite constituent un puissant levier de différenciation, les concepteurs de voitures rattachent principalement la dimension affective aux propriétés stylistiques de leurs véhicules. Avec des innovations qui ne sont envisagées que dans une perspective fonctionnelle, les constructeurs proposent ainsi à leurs clients des prestations similaires, sans tenir compte des facteurs relationnels sous-jacents à l’utilisation d’un véhicule. Pourtant, la littérature met en avant l’importance de la dimension émotionnelle des relations sociales, qui représente selon nous une opportunité pour le Groupe Renault de se différencier, en proposant une nouvelle expérience de conduite orientée sur les interactions inter-conducteurs. Nous avons commencé notre travail par un premier terrain d’observation, dont l’objectif a été de déterminer les conditions et les leviers permettant l’établissement d’une relation entre les usagers de la route. Sur la base des premiers résultats valorisant la perception mutuelle de deux conducteurs, nous avons réalisé une expérimentation dite minimaliste comparant deux modalités de perception, appelées information perceptive et activité perceptive, dans le cadre d’une action collaborative. Cette étude souligne le rôle crucial de la dynamique interpersonnelle sur les mécanismes de la compréhension sociale : les résultats montrent l’intérêt, d’un point de vue émotionnel, d’accéder à ce à quoi l’autre est attentif. Nous nous sommes ensuite inspirés de ces résultats pour designer un dispositif de perception et d’interaction et étudier son rôle dans l’apparition d’émotions positives lors de la conduite sur route. Par le biais d’une expérimentation sur simulateur, nous avons pu faire émerger un nouveau type d’expérience de conduite résultant de la manipulation de ce dispositif. Cette thèse, sur la base d’un principe théorique mis à l’épreuve dans une expérimentation de terrain impliquant les usagers de la route, suit un processus itératif propre à une démarche de recherche-projet. Elle s’appuie sur une réalisation conceptuelle qui n’est pas une finalité mais un préalable. Elle propose des pistes de conceptions pour le design d’une nouvelle fonctionnalité intégrée dans le véhicule, tirant parti du contexte social de la conduite pour susciter des émotions positives entre conducteurs. / In a context of strong competition and regulatory pressures, the vehicles on the market share common characteristics. Even though emotions elicited by the driving experience are a powerful lever for differentiation, manufacturers mainly attach the affective dimension to the stylistic properties of their vehicles. They only consider innovations in a functional perspective and offer their customers similar services without regarding the relational factor underlying the use of a vehicle. However, the literature highlights the importance of the emotional dimension of social relations, which in our opinion represents an opportunity for the Renault Group to differentiate itself by proposing a new driving experience based on interactions between drivers. We began our work with an observation field. Our purpose was to determine the conditions and levers establishing a relationship between road users. On the basis of the first results valuing the mutual perception of two drivers, we carried out a minimalist experiment comparing two modes of perception, namely the perceptive information and theperceptual activity, within the framework of a collaborative action. This study emphasizes the crucial role of interpersonal dynamics on the mechanisms of social understanding: the results show the interest, from an emotional point of view, of accessing to what the other is attentive to. We then used these results to design a device for perception and interaction purposes and we studied its role in the emergence of positive emotions when driving. Through a simulator experiment, we have been able to bring out a new type of driving experience resulting from the manipulation of this device. This thesis is based on a theoretical principle put to the test in a field experiment involving road users. We follow an iterative process specific to a research-project approach. We propose a conceptual realization that is not a purpose but a prerequisite. Based on the fact that driving is in itself a social interaction, we suggest ideas for the design of a new feature integrated into the vehicle which arouses positive emotions between drivers.

No / BACKGROUND: Glaucoma is a progressive eye disease and a leading cause of visual disability. Automated assessment of the visual field determines the different stages in the disease process: it would be desirable to link these measurements taken in the clinic with patient's actual function, or establish if patients compensate for their restricted field of view when performing everyday tasks. Hence, this study investigated eye movements in glaucomatous patients when viewing driving scenes in a hazard perception test (HPT). METHODOLOGY/PRINCIPAL FINDINGS: The HPT is a component of the UK driving licence test consisting of a series of short film clips of various traffic scenes viewed from the driver's perspective each containing hazardous situations that require the camera car to change direction or slow down. Data from nine glaucomatous patients with binocular visual field defects and ten age-matched control subjects were considered (all experienced drivers). Each subject viewed 26 different films with eye movements simultaneously monitored by an eye tracker. Computer software was purpose written to pre-process the data, co-register it to the film clips and to quantify eye movements and point-of-regard (using a dynamic bivariate contour ellipse analysis). On average, and across all HPT films, patients exhibited different eye movement characteristics to controls making, for example, significantly more saccades (P<0.001; 95% confidence interval for mean increase: 9.2 to 22.4%). Whilst the average region of 'point-of-regard' of the patients did not differ significantly from the controls, there were revealing cases where patients failed to see a hazard in relation to their binocular visual field defect. CONCLUSIONS/SIGNIFICANCE: Characteristics of eye movement patterns in patients with bilateral glaucoma can differ significantly from age-matched controls when viewing a traffic scene. Further studies of eye movements made by glaucomatous patients could provide useful information about the definition of the visual field component required for fitness to drive.

Performing multiple tasks simultaneously is proposed to have an influence on the amount of mental resources available for attending to incoming stimuli’s. Concentration is presumed to be divided between focussing on driving (incoming visual information) while attending to incoming auditory information. The study aimed to investigate the influence of the tempo of music on concentration and driving ability by means of simulation. Concentration was measured by driving errors (DE) whereas driving ability was measured by lap-times (LT) and elicited behaviour. Four treatment conditions were utilised; that is a no-music (NM) control condition, low tempo music (LTM)-, medium tempo music (MTM)- and high tempo music (HTM) treatment conditions. Results found that the tempo of music does not have an influence on concentration; however, significant results were obtained indicating that the tempo of music does have an influence on driving behaviour. / Psychology / M.A. Soc. Sc. (Psychology)

OBJETIVO: 1- Avaliar e comparar o tempo de frenagem medido no simulador de direção virtual entre motoristas com e sem paraplegia; 2- Identificar e descrever as variáveis preditoras do tempo de frenagem no simulador de direção para os motoristas com paraplegia. METODOLOGIA: Motoristas do sexo masculino com paraplegia (n = 20 com idade média de 38,1 ± 3,6 anos) e motoristas sem paraplegia (n = 20 com idade média de 38,0 ± 5,8) com carteira de habilitação válida tiveram o tempo de frenagem medido no simulador de direção virtual. Os motoristas sem paraplegia foram avaliados com controles convencionais de pedais de freio e aceleração e os motoristas com paraplegia usaram controles manuais. O teste t de Student comparou os resultados do entre os grupos. A correlação do tempo de frenagem foi realizada com as variáveis selecionadas para o estudo nos motoristas com paraplegia. RESULTADOS: As diferenças do tempo de frenagem do simulador entre os grupos não foram estatisticamente significativas (motoristas sem paraplegia = 0,90 segundos; motoristas com paraplegia 0,92 segundos, p > 0,05). A experiência de dirigir correlaciona-se significativamente com o tempo de frenagem dos motoristas com paraplegia (r = -58, p = 0,009). Análises de regressão linear indicaram que anos de escolaridade, experiência de direção e o teste neuropsicológico MOCA (variáveis explicativas) explicaram 60,2% da resposta do tempo de frenagem do simulador de direção para os motoristas com paraplegia. CONCLUSÃO: A experiência de condução, anos de escolaridade e o teste neuropsicológico MOCA foram identificadas como preditoras do tempo de frenagem do simulador de direção para motoristas com paraplegia / Objective: (1) To identify differences in driving simulator braking time response between paraplegic and able-bodied drivers (2) To determine the contributions of age, driving experience, length of disability, handgrip strength and, neuropsychological tests, as selected factors, to driving simulator braking time response of drivers with paraplegia. Design: Two groups of male able-bodied and paraplegic drivers had their braking time response evaluated in an automatic transmission car simulator. Able-bodied drivers were tested with conventional controls and paraplegic drivers used hand controls. Drivers with paraplegia performed simple, choice and go-no-go reaction time tests as neuropsychological evaluation. Student\'s t test compared results of driving simulator braking time response between groups. Persons\' correlation verified the association between driving simulator braking time responses and selected variables of the drivers with paraplegia. Subjects: Able-bodied drivers (n=20 mean age 38.0±5.8) and paraplegic drivers (n=20 mean age 38.1±3.6) with valid driver license accepted to be part of this study. Results: Differences of simulator braking time response between groups were not statistically significant (able-bodied=0.90 seconds; paraplegic drivers 0.92 seconds, p>0.05). Driving experience significantly correlates with braking time response of the drivers with paraplegia (r= -58, p=0.009). Linear regression analyses indicated that years of education and driving experience (explanatory variables) explained 60.2% of driving simulator braking time response for the drivers with paraplegia. Conclusion: Driving experience, years of education and MOCA neuropsychological test were predictors variables of driving simulator braking time for paraplegic drivers

The Type-II dilemma zone refers to the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed through at the onset of the circular yellow (CY) indication. Signalized intersection safety can be improved when the dilemma zone is correctly identified and steps are taken to reduce the likelihood that vehicles are caught in it. This research employs driving simulation as a means to collect driver response data at the onset of the CY indication to better understand and describe the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulator data is valid for describing driver behavior under the given conditions. Fuzzy logic was proposed as a tool to model driver behavior in the dilemma zone, and three such models were developed to describe driver behavior as it relates to the speed and position of the vehicle. These models were shown to be consistent with previous research on this subject and were able to predict driver behavior with up to 90% accuracy. / Graduation date: 2013

Performing multiple tasks simultaneously is proposed to have an influence on the amount of mental resources available for attending to incoming stimuli’s. Concentration is presumed to be divided between focussing on driving (incoming visual information) while attending to incoming auditory information. The study aimed to investigate the influence of the tempo of music on concentration and driving ability by means of simulation. Concentration was measured by driving errors (DE) whereas driving ability was measured by lap-times (LT) and elicited behaviour. Four treatment conditions were utilised; that is a no-music (NM) control condition, low tempo music (LTM)-, medium tempo music (MTM)- and high tempo music (HTM) treatment conditions. Results found that the tempo of music does not have an influence on concentration; however, significant results were obtained indicating that the tempo of music does have an influence on driving behaviour. / Psychology / M.A. Soc. Sc. (Psychology)

Indiana University-Purdue University Indianapolis (IUPUI) / Pedestrian Automatic Emergency Braking (PAEB) system for avoiding/mitigating pedestrian crashes have been equipped on some passenger vehicles. At present, there are many e orts for the development of common standard for the performance evaluation of PAEB. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis has been studying the problems and ad- dressing the concerns related to the establishment of such a standard with support from Toyota Collaborative Safety Research Center (CSRC). One of the important components in the PAEB evaluation is the development of standard testing facili- ties at night, in which 70% pedestrian crash social costs occurs [1]. The test facility should include representative low-illuminance environment to enable the examination of sensing and control functions of di erent PAEB systems. This thesis work focuses on modeling low-illuminance driving environment and describes an approach to recon- struct the lighting conditions. The goal of this research is to characterize and model light sources at a potential collision case at low-illuminance environment and deter- mine possible recreation of such environment for PAEB evaluation. This research is conducted in ve steps. The rst step is to identify lighting components that ap- pear frequently on a low-illuminance environment that a ect the performance of the PAEB. The identi ed lighting components include ambient light, same side/opposite side light poles, opposite side car headlight. Next step is to collect all potential pedes- trian collision cases at night with GPS coordinate information from TASI 110 CAR naturalistic driving study video database. Thirdly, since ambient lighting is relatively random and lack of a certain pattern, ambient light intensity for each potential col- lision case is de ned and processed as the average value of a region of interest on all video frames in this case. Fourth step is to classify interested light sources from the selected videos. The temporal pro le method, which compressing region of interest in video data (x,y,t) to image data (x,y), is introduced to scan certain prede ned region on the video. Due to the fact that light sources (except ambient light) impose distinct light patterns on the road, image patterns corresponding to speci c light sources can be recognized and classi ed. All light sources obtained are stamped with GPS coordinates and time information which are provided in corresponding data les along with the video. Lastly, by grouping all light source information of each repre- sentative street category, representative light description of each street category can be generated. Such light description can be used for lighting construction of PAEB test facility.