The purpose of this study was to examine the efficacy of the Texas Drug and Alcohol Driving Awareness Program (TDADAP) in relation to alcohol-related offenses among young drivers. Participants in this study were students in pre-license programs for young beginning drivers who either received or did not receive TDADAP instruction as part of their curriculum. Based on the examination and statistical analysis of Texas Department of Public Safety driving record data, findings indicate that TDADAP participation did positively influence subsequent alcohol-related traffic convictions. Participants that received TDADAP instruction had a total of 5601 records, 231 of which were alcohol-related convictions. Participants who did not receive TDADAP instruction had a total 5945 records with 376 alcohol-related convictions. Promising results came from findings associated with TDADAP participation and the total number of alcohol-related offenses attributed to a group, the number of ALR offenses, MIP offenses, PI offenses and DUI/DWI offenses attributed to a group. When adjusted for group size, participants who did not receive TDADAP instruction had 53% more convictions than the TDADAP participants. With regard to alcohol-related accidents, findings were mixed in that the test group had a higher-than-expected number of participants with at least one accident, while the control group frequency was less than expected. The reverse was found when considering participants with two alcohol-related accidents. When taken as a whole, results from this study indicate that while TDADAP participation may influence alcohol-related traffic convictions and some alcohol-related accidents, it is a more accurate predictor of alcohol-related traffic convictions and a less accurate predictor of all alcohol-related accidents.

The purpose of this study was to examine the efficacy of the Texas Drug and Alcohol Driving Awareness Program (TDADAP) in relation to alcohol-related offenses among young drivers. Participants in this study were students in pre-license programs for young beginning drivers who either received or did not receive TDADAP instruction as part of their curriculum. Based on the examination and statistical analysis of Texas Department of Public Safety driving record data, findings indicate that TDADAP participation did positively influence subsequent alcohol-related traffic convictions. Participants that received TDADAP instruction had a total of 5601 records, 231 of which were alcohol-related convictions. Participants who did not receive TDADAP instruction had a total 5945 records with 376 alcohol-related convictions. Promising results came from findings associated with TDADAP participation and the total number of alcohol-related offenses attributed to a group, the number of ALR offenses, MIP offenses, PI offenses and DUI/DWI offenses attributed to a group. When adjusted for group size, participants who did not receive TDADAP instruction had 53% more convictions than the TDADAP participants. With regard to alcohol-related accidents, findings were mixed in that the test group had a higher-than-expected number of participants with at least one accident, while the control group frequency was less than expected. The reverse was found when considering participants with two alcohol-related accidents. When taken as a whole, results from this study indicate that while TDADAP participation may influence alcohol-related traffic convictions and some alcohol-related accidents, it is a more accurate predictor of alcohol-related traffic convictions and a less accurate predictor of all alcohol-related accidents.

Device driver is an important part of an operating system. All I/O device accesses must be done through device drivers. Because they reside in the kernel address space, a driver fault may lead to a system failure, which is not acceptable for embedded systems with high dependability requirements. Many embedded systems execute safety-critical tasks and hence a system failure will cause a great loss. Running drivers in user mode can prevent the drivers from damaging the operating system kernel. User mode driver resulted in a large performance degradation when it was proposed during the 1980s. Nonetheless, the performance has been improved due to good implementations of system call and context switch. According to the previous study, the performance of a user mode driver for a Gigabit network card can achieve 93% of that of the kernel mode driver in a Linux-based platform. Although the performance of user mode drivers has been improved, there is still a crucial problem which handicaps user mode drivers from being utilized widely. That is, drivers have to be modified in order to support a given user mode driver framework. In this thesis, we propose a user mode driver framework, which allows a kernel mode driver to be executed in the user space without any code modifications. The framework emulates the kernel-space execution environment in the user space, In this framework, communication between user mode driver process and the kernel is done through I/O request redirection and shared memory. We implemented the framework on an ARM Linux based embedded system platform. The prototype of our framework supports two classes of user mode drivers: character device drivers and network interface drivers. The former includes a LED and a 7-segment user mode device drivers, and the latter consists of an Ethernet user mode device driver. Our work has two contributions. First of all, we enable direct execution of kernel mode drivers in the user space without any driver code modifications.. Second, we evaluate the performance of user mode drivers in an embedded system. To the best of our knowledge, no results about performance of user mode drivers on embedded systems have been reported. According to the experimental results, the performance of our user mode drivers can achieve 61%~99% of that of the kernel mode ones. This demonstrates that the framework we propose can improve the reliability of system under the acceptable costs of performance.

The purpose of this study was to evaluate meals and eating in one day for at least ten truck or lorry drivers. Another aim was to investigate the attitudes by the drivers to food and meals and their expectations on the meals. This is a qualitative study conducted in ten interviews, seven of which were over the phone. The interviews were semi-structured and took about twenty minutes for each driver. Data relating to the food choices for one day were collected and questions asked about their attitudes to food and meals were collected simultaneously. The drivers interviewed were all stationed in the lorry fleet in the Gävle area. The goal was to get as many drivers as possible working at night shifts than working at day shifts but the investigation eventually resulted in two more drivers who working day shifts. Six day drivers and four night drivers participated in this study, the loss regarding to the plan was two drivers. The over all result turned out that many drivers felt they couldn´t eat at those times when they wanted to eat mostly because of two reasons. The tight driving hours and driver's work schedule makes them unable to eat when and where they want to. There were very few drivers who really wanted to eat in their truck, but many could not control where to eat. Among the drivers who worked night shifts only one of four had breakfast which is in contrast to the drivers who worked during the day where everyone had breakfast. Drivers who worked nights ate fewer snacks and more candy than the drivers who worked during the day. Among those who worked at night no one ate regularly throughout the day when they were free as opposed to the second group, where four out of six day drivers ate at regular intervals. Conclusions from the study were in general fewer snacks and no breakfast among night drivers which may be one reason for that they ate more sweets during the test days. Night work seems to make it more difficult for the drivers in this study to eat regularly and get the recommended amount of fruit or vegetables which is 500 gram daily. Many drivers who worked during the day reached the recommended 500 g of fruit or vegetables per day.   Keywords: Lorry driver, truck driver, attitudes, eating / Syftet med den här studien var att studera måltider och ätande under ett dygn hos minst tio lastbil- eller långtradarförare. Ett annat syfte var att undersöka förarnas attityder till mat och måltider och önskemål om arbetsmåltiden. Detta är en kvalitativ studie som genomfördes genom tio stycken intervjuer varav sju var över telefon. Intervjuerna var halvstrukturerade och tog ungefär tjugo minuter för varje förare. Data om vad förarna åt under ett dygn samt frågorna om deras attityder gentemot mat och måltider samlades in samtidigt. Förarna som intervjuades var alla stationerade på åkerier i Gävleområdet. Målet var att få lika många förare som jobbade natt som jobbade dagtid men det blev två mer förare som jobbade dagtid. Sex dagtidsförare och fyra nattförare ingick således i studien och ett bortfall var på två personer. Det visade sig att flera förare känner att de inte kan äta på de tider när de vill äta mest på grund av två anledningar. De strama körtiderna och förarnas arbetsschema gör att dem inte kan äta när och var de vill. Det var väldigt få förare som verkligen ville äta i sin lastbil men många kunde inte styra var de åt någonstans. Bland de förare som jobbade natt så åt bara en av fyra förare frukost vilket är en skillnad mot de förare som jobbade dagtid där alla åt frukost. Förare som jobbade natt åt färre mellanmål och mer godis än de förare som jobbade dagtid. Bland de som jobbade natt så åt ingen regelbundet under dygnet tillskillnad mot den andra gruppen där fyra av sex dagförare åt regelbundet. Slutsatser från undersökningen var att färre mellanmål och ingen frukost hos nattförarna vilket kan vara en anledning till att de åt mer godis under det undersökta dygnet. Nattarbete verkar göra det svårare för förarna i den här studien att äta regelbundet och få sig rekommenderad mängd frukt eller grönsaker. Många förare som kör dagtid kommer upp rekommendationerna på 500 gram frukt eller grönsaker per dygn.

There has been a rapid growth in the vehicle industry market, companies are expected to provide comfortable and safer products, improving with every new model. Hence, the interest on developing Digital Human Modelling (DHM) tools that are focused on their needs. The aim of this project is to suggest a standard seating posture that could be used with ergonomic software like IMMA, to address the research an initial literature study was performed to understand existing methods used in the industry and previous posture studies. In order to visualize the extent of the topic, it was required to acquire information from the vehicle industries and make an investigation on preferred postures by real drivers. Comparisons are made between the different categories of observed vehicles, and literature found for ideal postures. The results were also used to implement suggestions for the ergonomic IMMA software development / Virtual Driver Research

Thesis (Ed. D.)--Illinois State University, 1970. / Title from title page screen, viewed Sept. 8, 2004. Dissertation Committee: Elwood F. Egelston (chair), Roger J. Champagne, Francis C. Kenel, Stanley Rives, Clayton Thomas. Includes bibliographical references (leaves 163-167) and abstract. Also available in print.

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