Airport road access wayfinding refers to a process in which a driver makes a decision to navigate using information support systems in order to arrive to airport successfully. The purpose of this research is to evaluate senior drivers’ behaviour of alternative airport road access designs. In order to evaluate the impact of wayfinding, the combination of simulated driving and completion of a questionnaire were performed. Quantitative data was acquired to give significant results justifying the research outcomes and allow non-biased interpretation of the research results. It represents the process within the development of the methodology and the concept of airport road access design and driving behaviour. Wayfinding complexity varied due to differing levels of road-side furniture. The simulated driving parameters measured were driving mistakes and performances of senior drivers. Three types of driving scenarios were designed consisting of 3.8 miles of airport road access. 40 senior drivers volunteered to undertake these tasks. The questionnaire was used as a supporting study to increase the reliability and validity of the research. Respondents who volunteered for the simulated driving test were encouraged to participate in the questionnaire sessions. The questionnaire was answered after each simulation test was completed. The Mean, Standard Deviation (SD) and Two-Way ANOVA test were used to analyse the results and discussed with reference to the use of the driving simulation. The results confirmed that age group has no significant effect of airport road access complexity design on driving behaviour. Although many studies have been conducted on wayfinding in general, a detailed evaluation on airport road access wayfinding network and driving behaviour in respect of senior drivers were still unexplored domains.

Os motoristas de ônibus apresentam problemas de saúde física e psicológica decorrentes da exposição a fatores relacionados com a organização do trabalho e com a própria configuração do ônibus, mais especificamente da cabine, onde realizam suas atividades. Os projetos das cabines dos ônibus e do seu cockpit, interface através da qual o motorista envia comandos para o ônibus, normalmente desconsideram a opinião do motorista e a relação entre produto/usuário/contexto de uso real, fundamental para garantir um projeto de interface adequado, segundo os conceitos de ergonomia e design. Assim, esta pesquisa tem como objetivo estudar e determinar as demandas dos motoristas de transporte rodoviário e urbano de passageiros com relação aos cockpits de ônibus, a fim de propor melhorias considerando as características da tarefa e a opinião dos motoristas com relação ao seu conforto e desempenho. Participaram do estudo duas empresas de transporte de passageiros, uma rodoviária e outra urbana. A metodologia foi estruturada em três fases. A primeira (Pré-análise) teve como objetivo conhecer os cockpits dos ônibus, entender os requisitos considerados na compra de novos veículos e evidenciar as condições do cockpit que atuam na dirigibilidade do veículo. A segunda fase (Análise) consistiu em investigar a percepção dos motoristas com relação aos cockpits dos ônibus, realizado observação in loco, filmagens, entrevistas, questionário e dinâmica do protótipo de papel Na terceira fase (Pós-análise) foi realizada a triangulação dos dados para identificar os fatores de conforto mais relevantes e a comparação dos resultados dos dois grupos de motoristas. Os resultados da dinâmica convergiram com aqueles das entrevistas e questionários evidenciando que, em geral, os motoristas tendem a manter os comandos nos locais em que se acostumaram, modificando somente o posicionamento daqueles que não atendem suas necessidades de forma satisfatória. A principal demanda dos motoristas de transporte rodoviário está vinculada ao posicionamento do comando do ar-condicionado no cockpit e às condições de conforto térmico na cabine. Os motoristas de transporte urbano de passageiros, por outro lado, desejam o reposicionamento do comando do itinerário para um local de fácil alcance e visibilidade quando em sedestação. Esses também relataram desconforto térmico relacionando com a inexistência do dispositivo da ventarola, uma vez que a maioria dos veículos da frota não dispõe de ar-condicionado. Os dois grupos de motoristas indicaram a necessidade de melhorar a visibilidade do painel de instrumentos que, por vezes, é dificultado pelo mau posicionamento do volante. Além disso, os dois grupos de motoristas consideraram o espaço interno da cabine, o ruído, bem como o conforto do banco, características a serem melhoradas. / Bus drivers have physical and psychological health problems due to exposure to factors related to work organization and the configuration of the bus, specifically the cabin, where they carry out their activities. The bus cabins and their cockpit‟s designs, the interface through which the driver sends commands to the bus, usually disregard the driver's opinion and the relationship between product/ user/ context of actual use, primal to ensure a proper interface design, according to the concepts of ergonomics and design. Thus, this research aims to study and determine the demands of road and urban passenger transport drivers in relation to bus cockpits, in order to propose improvements considering the characteristics of the task and the opinion of the drivers regarding their comfort and performance. The study included an urban and a road passenger transport companie. The methodology was structured in three phases. The first one (Preanalysis) had as objective to know the cockpits of the buses, to understand the requirements considered in the purchase of new vehicles and to understand the conditions of the cockpit that act in the dirigibility of the vehicle. The second phase (Analysis) was to investigate the drivers' perception regarding the cockpits of the buses through in loco observation, filming, interviews, questionnaire and paper prototype dynamics In the third phase (Post-analysis) the triangulation of the data was performed to identify the most relevant comfort factors and the results of the two groups of drivers were compared. The results of the dynamics converged with those of the interviews and questionnaires showing that, in general, drivers tend to keep the controls in the places they have become used to, modifying only the positioning of those who do not meet their needs. The main demand of road transport drivers is linked to the positioning of the air conditioning control in the cockpit and the conditions of thermal comfort in the cabin. Passenger urban transport drivers, on the other hand, want the itinerary Command relocate to a location within easy reach and visibility when in the sitting position. They also reported thermal discomfort relating to the absence of ventarola device, since most vehicle do not have air conditioning. The two groups of drivers indicated the need to improve the visibility of the instrument panel which is sometimes hampered by poor steering positioning. In addition, the two groups of drivers considered the interior space of the cabin, the noise as well as the comfort of the seat, features to be improved.

Dissertação (mestrado)—Universidade de Brasília, Faculdade de Medicina, Programa de Pós-Graduação em Ciências Médicas, 2017. / Submitted by Raquel Viana (raquelviana@bce.unb.br) on 2018-02-16T18:16:36Z No. of bitstreams: 1 2017_JulianaMinuncioNascimento.pdf: 2253571 bytes, checksum: b4527c088c7b8285e11c0f28fe5c865e (MD5) / Approved for entry into archive by Raquel Viana (raquelviana@bce.unb.br) on 2018-02-16T18:17:17Z (GMT) No. of bitstreams: 1 2017_JulianaMinuncioNascimento.pdf: 2253571 bytes, checksum: b4527c088c7b8285e11c0f28fe5c865e (MD5) / Made available in DSpace on 2018-02-16T18:17:17Z (GMT). No. of bitstreams: 1 2017_JulianaMinuncioNascimento.pdf: 2253571 bytes, checksum: b4527c088c7b8285e11c0f28fe5c865e (MD5) Previous issue date: 2018-02-16 / A Mielofibrose é a mais rara e severa das Neoplasias Mieloproliferativas Crônicas Philadelphia negativas. Caracteriza-se por fibrose medular, hematopoese extramedular e expressão anormal de citocinas inflamatórias, que resultam em citopenias, organomegalias, sintomas constitucionais, eventos trombohemorrágicos e evolução para Leucemia Aguda. Pode ocorrer de novo ou pós Policitemia Vera ou Trombocitemia Essencial, a partir da expansão clonal de uma célula tronco hematopoética desencadeada por uma mutação somática envolvendo os genes JAK2, CALR ou MPL, combinada a desregulação dos nichos hematopoéticos, a mutações e a anomalias citogenéticas adicionais. Este estudo visou caracterizar o perfil de mutações driver de portadores de Mielofibrose primária e secundária acompanhados em um serviço público terciário de Hematologia, e correlacionar este perfil aos desfechos clínicos dos doentes. A pesquisa das mutações JAK2 V617F (éxon 14) e éxon 12, CALR c.1092_1143del52 e c.1154_1155insTTGTC (éxon 9) e MPL W515K e W515L foi realizada em 31 indivíduos por meio da técnica de MLPA, método de análise de DNA que permite a pesquisa simultânea de diferentes mutações, em diferentes amostras. A mutação JAK2V617F foi encontrada em 48,4% dos pacientes, mutações indel do éxon 9 da CALR em 38,7% (em 66,7% destes a mutação del52, e em 33,3% a mutação insTTGTC), e a mutação MPL W515L em 3,2% dos pacientes. 9,7% dos pacientes eram triplo-negativos. Os pacientes com JAK2 mutada eram mais idosos, com menor grau de anemia e maior frequência de leucocitose, enquanto os portadores de mutações da CALR apresentavam menor frequência de leucocitose e plaquetopenia. Os indivíduos triplo-negativos apresentaram a menor mediana de idade ao diagnóstico (49,3 anos) e fenótipo de falência medular semelhante a Síndrome Mielodisplásica. A estratificação de risco por DIPSS foi semelhante à relatada em outros centros. O tempo mediano de acompanhamento foi de 32 meses (variando de 10 meses a 13 anos), sendo registrados fenômenos tromboembólicos em 19,3% e evolução para LMA em 6,4% dos pacientes. A taxa de mortalidade foi de 29%, e a sobrevida média após o diagnóstico foi de 68,3 meses. Os indivíduos com mutação da CALR apresentaram maior sobrevida média. A mediana de sobrevida de acordo com o DIPSS foi superior à prevista pelo modelo prognóstico, possivelmente pela maior frequência de mutações da CALR observada nesta população. Maior tempo de seguimento e inclusão de novos pacientes são necessários para melhor avaliação de desfechos e confirmação da maior prevalência de mutações da CALR. A pesquisa de mutações driver é essencial para sustentação diagnóstica, define subgrupos de doentes com características clínicas peculiares e, aliada a pesquisa de mutações colaborativas, tem impacto prognóstico. O complexo panorama genético envolvido na iniciação e progressão das NMP, especialmente a Mielofibrose, instiga a adoção de modelos integrativos de estratificação prognóstica. Neste cenário, o MLPA é uma potente ferramenta para estudo molecular, e um promissor aliado na caracterização das NMP. / Myelofibrosis is the rarest and most severe Philadelphia-negative myeloproliferative neoplasm and can present de novo or post Polycythemia Vera or Essential Thrombocythemia. It is characterized by bone marrow fibrosis, extramedullary hematopoiesis and abnormal expression of inflammatory cytokines, which result in cytopenias, organomegaly, constitutional symptoms, thrombohemorrhagic events and progression to Acute Leukemia. The disease arises from clonal expansion of a single hematopoietic stem cell (HSC), driven by a somatic mutation of JAK2, CALR or MPL genes combined with dysregulation of hematopoietic microenvironment, additional mutations and cytogenetic abnormalities. This study aimed to assess driver mutations status in patients with primary and secondary myelofibrosis accompanied at a tertiary Brazilian public hospital, and to correlate their mutational profile with clinical outcomes. The search for JAK2V617F, exon 12 JAK2, calreticulin exon 9 c.1092_1143del52 and c.1154_1155insTTGT, MPLW515K and MPLW515L mutations was performed in 31 subjects using MLPA technique, a method of DNA analysis that allows simultaneous appraisal of different mutations in multiple samples. JAK2V617F mutation was found in 48.4% of patients, indel CALR mutations in 38.7% of patients (of these, 66.7% harbored del52 bp, 33.3% harbored insTTGTC), MPL W515L in 3.2% of patients and 9.7% of patients were triple-negative. Patients with mutated JAK2 were older, with minor degree of anemia and more leukocytosis, whereas those with CALR mutations had less frequency of leukocytosis and thrombocytopenia. Triple-negative subjects displayed the lowest median age at diagnosis (49.3 years), and bone marrow failure phenotype, similar to Myelodysplastic Syndrome. Risk stratification provided by DIPSS was similar to other centers. Median follow-up time was 32 months (ranging from 10 months to 13 years). Thromboembolic phenomena were recorded in 19.3% of patients, and evolution to AML in 6.4% of patients. Mortality rate was 29%, and mean survival after diagnosis was 68.3 months. CALR mutated individuals presented higher average survival. Median survival according to DIPSS was higher than predicted by the prognostic model, possibly due to the higher frequency of CALR mutations reported. Longer follow-up and inclusion of new patients are necessary for better evaluation of outcomes and confirmation of the higher prevalence of CALR mutations. Driver mutations assessment is essential for diagnostic support, defines subgroups with peculiar clinical characteristics and, combined with collaborative mutations evaluation, has prognostic impact. The complex genetic landscape involved in initiation and progression of MPN, especially Myelofibrosis, instigates the adoption of integrative prognostic stratification models. In this scenario, MLPA is a powerful tool for molecular study, and a promising ally for MPN molecular characterization.

abstract: A novel integrated constant current LED driver design on a single chip is developed in this dissertation. The entire design consists of two sections. The first section is a DC-DC switching regulator (boost regulator) as the frontend power supply; the second section is the constant current LED driver system. In the first section, a pulse width modulated (PWM) peak current mode boost regulator is utilized. The overall boost regulator system and its related sub-cells are explained. Among them, an original error amplifier design, a current sensing circuit and slope compensation circuit are presented. In the second section – the focus of this dissertation – a highly accurate constant current LED driver system design is unveiled. The detailed description of this highly accurate LED driver system and its related sub-cells are presented. A hybrid PWM and linear current modulation scheme to adjust the LED driver output currents is explained. The novel design ideas to improve the LED current accuracy and channel-to-channel output current mismatch are also explained in detail. These ideas include a novel LED driver system architecture utilizing 1) a dynamic current mirror structure and 2) a closed loop structure to keep the feedback loop of the LED driver active all the time during both PWM on-duty and PWM off-duty periods. Inside the LED driver structure, the driving amplifier with a novel slew rate enhancement circuit to dramatically accelerate its response time is also presented. / Dissertation/Thesis / Doctoral Dissertation Electrical Engineering 2016

Thesis (MTech (Education)) --Cape Technikon, Cape Town, 1992 / The oil crises in the nineteen seventies led to deliberate attempts to save fuel. The technological development of more energy efficient vehicles by motor manufacturers in leading overseas countries resulted in substantial fuel savings. Experts in this field however, feel that further large scale technological improvements in the manufacturing of motor vehicles during the nineties will not be cost effective. For this reason improved driver training is now being considered. In order to devise an appropriate strategy for the development of a driver training programme to promote fuel efficiency various curriculum development models were evaluated, and on the basis of the chosen model, the need for such a programme was further investigated. At present South Africa has no compulsory training for light motor vehicle drivers. Therefore the degree to which existing voluntary training programmes presented in South Africa include the development of fuel efficient driving techniques, was examined. In addition, effective fuel efficient driver training programmes from abroad were obtained and evaluated. These programmes were used to identify deficiencies in local programmes. On the basis of these investigations a set of guidelines was proposed for the formulation of a training programme to promote fuel efficiency on the part of light motor vehicle drivers. The training programme was devised with due consideration to the current state of driver training in the RSA, possible future developments, as well as the needs of various institutions which might use this programme. The completed training programme, consisting of a students' manual and a supplementary video tape, is presented in separate modules to be used either in their own right or on an integrated basis with existing training material. The students' manual and the supplementary video tape were subjected to critical evaluation by a panel of experts in terms of technical quality and content. It is suggested that the proposed programme could be implemented by the School Driver Education Programme, formal driver training schools as well as by individuals in association with the K53 system.

Os motoristas de ônibus apresentam problemas de saúde física e psicológica decorrentes da exposição a fatores relacionados com a organização do trabalho e com a própria configuração do ônibus, mais especificamente da cabine, onde realizam suas atividades. Os projetos das cabines dos ônibus e do seu cockpit, interface através da qual o motorista envia comandos para o ônibus, normalmente desconsideram a opinião do motorista e a relação entre produto/usuário/contexto de uso real, fundamental para garantir um projeto de interface adequado, segundo os conceitos de ergonomia e design. Assim, esta pesquisa tem como objetivo estudar e determinar as demandas dos motoristas de transporte rodoviário e urbano de passageiros com relação aos cockpits de ônibus, a fim de propor melhorias considerando as características da tarefa e a opinião dos motoristas com relação ao seu conforto e desempenho. Participaram do estudo duas empresas de transporte de passageiros, uma rodoviária e outra urbana. A metodologia foi estruturada em três fases. A primeira (Pré-análise) teve como objetivo conhecer os cockpits dos ônibus, entender os requisitos considerados na compra de novos veículos e evidenciar as condições do cockpit que atuam na dirigibilidade do veículo. A segunda fase (Análise) consistiu em investigar a percepção dos motoristas com relação aos cockpits dos ônibus, realizado observação in loco, filmagens, entrevistas, questionário e dinâmica do protótipo de papel Na terceira fase (Pós-análise) foi realizada a triangulação dos dados para identificar os fatores de conforto mais relevantes e a comparação dos resultados dos dois grupos de motoristas. Os resultados da dinâmica convergiram com aqueles das entrevistas e questionários evidenciando que, em geral, os motoristas tendem a manter os comandos nos locais em que se acostumaram, modificando somente o posicionamento daqueles que não atendem suas necessidades de forma satisfatória. A principal demanda dos motoristas de transporte rodoviário está vinculada ao posicionamento do comando do ar-condicionado no cockpit e às condições de conforto térmico na cabine. Os motoristas de transporte urbano de passageiros, por outro lado, desejam o reposicionamento do comando do itinerário para um local de fácil alcance e visibilidade quando em sedestação. Esses também relataram desconforto térmico relacionando com a inexistência do dispositivo da ventarola, uma vez que a maioria dos veículos da frota não dispõe de ar-condicionado. Os dois grupos de motoristas indicaram a necessidade de melhorar a visibilidade do painel de instrumentos que, por vezes, é dificultado pelo mau posicionamento do volante. Além disso, os dois grupos de motoristas consideraram o espaço interno da cabine, o ruído, bem como o conforto do banco, características a serem melhoradas. / Bus drivers have physical and psychological health problems due to exposure to factors related to work organization and the configuration of the bus, specifically the cabin, where they carry out their activities. The bus cabins and their cockpit‟s designs, the interface through which the driver sends commands to the bus, usually disregard the driver's opinion and the relationship between product/ user/ context of actual use, primal to ensure a proper interface design, according to the concepts of ergonomics and design. Thus, this research aims to study and determine the demands of road and urban passenger transport drivers in relation to bus cockpits, in order to propose improvements considering the characteristics of the task and the opinion of the drivers regarding their comfort and performance. The study included an urban and a road passenger transport companie. The methodology was structured in three phases. The first one (Preanalysis) had as objective to know the cockpits of the buses, to understand the requirements considered in the purchase of new vehicles and to understand the conditions of the cockpit that act in the dirigibility of the vehicle. The second phase (Analysis) was to investigate the drivers' perception regarding the cockpits of the buses through in loco observation, filming, interviews, questionnaire and paper prototype dynamics In the third phase (Post-analysis) the triangulation of the data was performed to identify the most relevant comfort factors and the results of the two groups of drivers were compared. The results of the dynamics converged with those of the interviews and questionnaires showing that, in general, drivers tend to keep the controls in the places they have become used to, modifying only the positioning of those who do not meet their needs. The main demand of road transport drivers is linked to the positioning of the air conditioning control in the cockpit and the conditions of thermal comfort in the cabin. Passenger urban transport drivers, on the other hand, want the itinerary Command relocate to a location within easy reach and visibility when in the sitting position. They also reported thermal discomfort relating to the absence of ventarola device, since most vehicle do not have air conditioning. The two groups of drivers indicated the need to improve the visibility of the instrument panel which is sometimes hampered by poor steering positioning. In addition, the two groups of drivers considered the interior space of the cabin, the noise as well as the comfort of the seat, features to be improved.

Made available in DSpace on 2014-06-12T15:58:17Z (GMT). No. of bitstreams: 2 arquivo3450_1.pdf: 2428220 bytes, checksum: 164a34bb1ebc71c885503d9ef049987d (MD5) license.txt: 1748 bytes, checksum: 8a4605be74aa9ea9d79846c1fba20a33 (MD5) Previous issue date: 2010 / Conselho Nacional de Desenvolvimento Científico e Tecnológico / A criação de novas soluções para aumentar o desempenho de aplicações está crescendo de importância, pois os processamentos convencionais estão se tornando obsoletos. Diferentes abordagens têm sido estudadas e usadas, porém vários problemas foram encontrados. Um exemplo é dos processadores com vários núcleos, que, apesar de dissipar pouca potência, apresentam velocidade de transmissão baixa e pequena largura de banda. Circuitos ASICs apresentam alto desempenho, baixa dissipação de potência, mas possuem um alto custo de engenharia. Na tentativa de conseguir mais altos níveis de aceleração, plataformas que associam o uso de cluster de computadores convencionais com FPGAs têm sido estudadas. Este tipo de plataforma requer o uso de barramentos de alto desempenho para minimizar o gargalo de comunicação entre PC e FPGA, e um comunicador eficiente entre os nós do sistema. Neste trabalho, são vistas as principais características de algumas arquiteturas que utilizam cluster de PCs. Com isto, é proposta uma arquitetura que utiliza FPGA como co‐processador em cada nó do sistema, utilizando a interface MPI para comunicação entre os nós e um device driver, para Linux, que permite transferência em rajada dos dados, através do barramento PCIe. Como estudo de caso, usado para a validação da arquitetura, é implementado a multiplicação de matrizes densas, esta funcionalidade é baseada no nível três da biblioteca BLAS

Os acidentes de trânsito representam uma das principais causas de mortes violentas no Brasil e no mundo. O estado emocional do motorista é um importante aspecto da direção segura. A emoção raivosa é uma das causas dos acidentes, pois prejudica a percepção, a tomada de decisão e a psicomotricidade. O objetivo geral foi comparar a emoção raivosa de motoristas através de dois instrumentos. Participaram 400 motoristas de Manaus, Amazonas, Brasil. Houve cinco tipos de motoristas (todos com 80 participantes): (1) de automóvel, (2) de caminhão, (3) de motocicleta (4) de ônibus e (5) de táxi. Os instrumentos aplicados foram: (1) o STAXI (State Trait Anger Expression Inventory), composto por 44 itens e o (2) SRT (Situações de Raiva no Trânsito), composto por 20 itens. Foram estabelecidas seis hipóteses. O propósito da hipótese 1 foi verificar se nos motoristas existe correlação significativa entre a emoção raivosa, sentida na vida em geral, com a emoção raivosa sentida no contexto do trânsito. Nas outras cinco hipóteses compararam-se os índices médios de emoção raivosa entre: faixas etárias, homens versus mulheres, níveis de escolaridade, não infratores versus infratores e profissionais versus amadores. Os resultados demonstraram que: (1) os motoristas que apresentam menor emoção raivosa na vida em geral tendem a apresentar menor emoção raivosa quando dirigem, e vice-versa, (2) as médias de emoção raivosa foram significativamente mais baixas nos motoristas de mais idade, (3) não houve diferença significativa na emoção raivosa média de homens e mulheres que dirigem automóveis, (4) não houve diferença significativa na emoção raivosa dos cinco tipos de motoristas, quanto ao grau de escolaridade, (5) os motoristas não infratores apresentaram emoção raivosa média significativamente mais baixa que os motoristas infratores e (6) os motoristas amadores (automóvel) apresentaram emoção raivosa média significativamente mais alta que os motoristas profissionais de caminhão e de ônibus, e mais baixa do que motoristas de táxi e de motocicleta. Determinou-se uma ordem decrescente para as 20 situações de raiva no trânsito (SRT), da maior até a menor geradora de emoção raivosa (1ª a 20ª), para os motoristas em geral e para cada um dos cinco tipos de motoristas. Os resultados demonstraram que existem diferenças significativas nos níveis médios de emoção raivosa entre os cinco tipos de motoristas. Finalmente, os resultados sugeriram ser importante avaliar os níveis de emoção raivosa nos motoristas experientes e nos candidatos a motorista, quando esses realizam a Avaliação Psicológica, visto que a emoção raivosa pode ser uma importante causa de infrações e acidentes de trânsito. / Traffic accidents are one of the main causes of violent death in Brazil and in the World. The emotional state of the driver is important for safe driving. The emotion of anger is an important aspect of the causes of accidents, since it prejudices attention, decision making and psychomotor function. The general objective of this thesis was to compare the emotion of anger in drivers by way of two instruments. Four hundred drivers from Manaus, Amazonas, Brazil took part in this survey and there were five types of driver (each with 80 participants): (1) car; (2) truck; (3) motorbike; (4) bus; and (5) taxi. The instruments applied to the 400 drivers were: (1) the STAXI (State Trait Anger Expression Inventory), composed of 44 items, and (2) TAS (Traffic Anger Situations), composed of 20 items. Six hypotheses were established. Hypothesis 1 proposed to verify the possibility of a significant correlation between the emotion of anger felt by the driver in his daily life and that felt in the traffic context. The other five hypotheses compared the mean indices of the emotion of anger between: age ranges, men versus women, scholastic levels, non-violators versus violators and professionals versus amateurs. The results showed that: (1) in general drivers showing less anger in their daily life tended to show less anger when driving and vice versa; (2) the means of the emotion of anger were significantly lower in older drivers; (3) there was no significant difference between the mean anger felt by men and women who drive cars; (4) there was no significant difference in the anger of emotion between the five types of driver with respect to scholastic level; (5) the non-violator drivers presented a mean emotion of anger significantly lower than that of violator drivers; and (6) amateur drivers (cars) showed a mean emotion of anger significantly higher than that of professional truck and bus drivers, but lower than that of taxi and motorbike drivers. A decreasing order for the 20 traffic anger situations (TAS) was determined, from the greatest to the least generator of the emotion of anger (1st to 20th) for drivers in general, and for each of the five types of driver. The results showed that there are significant differences in the mean levels of anger between the five types of driver. Finally the results suggest it is important to evaluate the levels of the emotion of anger in experienced drivers and in learner drivers when they carry out their Psychological Assessment, considering that the emotion of anger could be an important cause of traffic violations and accidents.

Here at ISY research is performed on network processors. In order to evaluate the processors there is a need to have full control of every aspect of the transmission. This is not the case if you use a proprietary technology. Therefore the need for a well documented gigabit Ethernet network interface has emerged. The purpose of this thesis work has been to design and implement an open source gigabit Ethernet controller in a FPGA together with a device driver for the Linux operating system Implementation has been done in Verilog for the hardware part and the software was developed in C. We have implemented a fully functional gigabit Ethernet interface onto a Xilinx Virtex II-1500 FPGA together with a Linux device driver. The design uses approximately 7200 LUTs and 48 block RAMs including the opencores PCI bridge.

IEEE 802.11 (a.k.a. WiFi) is a popular wireless LAN specification. This thesis documents implementation of this standard within the experimental operating system HelenOS which differs from conventional operating systems with its microkernel-based design. First, the basic concepts of WiFi technology are described. Description of external tools used during development is following. Together with that, the chosen method of integrating the wireless framework into existing system is depicted. In the next chapter we analyse the implementation details of the work. There is thoroughly explained the structure of the driver for selected WiFi device and also the functionality of resulting IEEE 802.11 library. In the end of the thesis there is an evaluation of the features of final work and comparison of enclosed implementation with existing solutions.