Esta pesquisa caracterizou o comportamento de motoristas em interseções semaforizadas sob três aspectos: (1) reação frente à mudança do verde para o amarelo; (2) comportamento durante a desaceleração para parar; e (3) comportamento durante a saída do cruzamento semaforizado. Os dados foram coletados em uma interseção localizada em pista de testes no Virginia Tech Transportation Institute, nos EUA. A amostra foi composta por 60 motoristas voluntários igualmente divididos em função do gênero; dos quais 32 tinham idade inferior a 65 anos (\"jovens\"). Foram investigados efeitos da idade, do gênero e da declividade da via sobre as seguintes situações: tomada de decisão entre parar ou prosseguir no amarelo; posição de parada em relação à faixa de retenção; tempo de percepção e reação (TPR) para frenagem e partida do cruzamento; efeito de zonas de opção e de dilema; taxa de desaceleração para parada na interseção; e taxa de aceleração para partida da interseção. As análises indicaram que: (1) os motoristas mais jovens invadiram mais a faixa de retenção que os idosos; (2) mulheres apresentam maiores TPR para decidir partir da interseção; e (3) o TPR é menor no declive tanto para a decisão de frear quanto para a partida do cruzamento. As taxas de desaceleração não apresentaram influência dos fatores avaliados. Por outro lado, constatou-se que a aceleração foi afetada pelo fator declividade. Como resultado final da pesquisa, foram propostos modelos, em função do tempo, que exprimem a desaceleração/aceleração usada pelos motoristas ao frear/acelerar. Foram propostos modelos para o motorista médio e para motoristas desagregados em três grupos em função da agressividade. / The objective of this research was to characterize driver behavior at signalized intersections according to three aspects: (1) reaction at the onset of the amber phase; (2) behavior during the deceleration to stop at the signal; and (3) behavior during the acceleration to leave the intersection at the onset of the green. The data were collected at a signalized intersection on a private highway, at the Virginia Tech Transportation Institute, in the USA. The sample consisted of 60 volunteer drivers, equally divided by gender. The sample was divided into two age groups: younger drivers (age was less than 65) and older drivers. Effects of gender, age group and roadway grade were investigated for the following aspects: decision making at the onset of amber; final stopping position with relation to the stop line; perception/reaction times (PRT) at the onset of the amber and the green lights; effects of dilemma and option zones; and deceleration and acceleration rates used by the drivers. The analyses suggest that: (1) younger drivers tend to stop farther past the stop line, compared to older drivers; (2) women have longer PRT at the onset of the green; and (3) PRT are shorter on downgrade at the onset of both amber and green lights. The observed deceleration rates were not affected by gender, age group or roadway grade. Acceleration rates were found to be influenced by the grade. A set of models that express the acceleration/deceleration rates as a function of time were proposed to represent the average behavior observed for drivers in the sample. Specific models were also proposed for aggressive, non-aggressive and intermediate drivers.

Every year, approximately 34,000 individuals are fatally injured in crashes on US roads [1]. These fatalities occur across many types of crash scenarios, each with its own causation factors. One way to prioritize research on a preventive technology is to compare the number of occupant fatalities relative to the total number of occupants involved in a crash scenario. Four crash modes are overrepresented among fatalities: single vehicle road departure crashes, control loss crashes, cross-centerline head-on crashes, and pedestrian/cyclist crashes [2]. Interestingly, three of these crash scenarios require the subject vehicle to depart from the initial lane of travel. Lane departure warning (LDW) systems track the vehicle lane position and can alert the driver through audible and haptic feedback before the vehicle crosses the lane line. Lane departure prevention (LDP) systems can perform an automatic steering maneuver to prevent the departure. Another method of prioritizing research is to determine factors common among the fatal crashes. In 2017, 30.4% of passenger vehicle crash fatalities involved a vehicle rollover [1]. Half of all fatal single vehicle road departure crashes resulted in a rollover yet only 12% of fatal multi-vehicle crashes involved a rollover [1]. These often occur after the driver has lost control of the vehicle and departed the road. Electronic stability control (ESC) can provide different braking to each wheel and allow the vehicle to maintain heading. While ESC is a promising technology, some rollover crashes still occur. Passive safety systems such as seat belts, side curtain airbags, and stronger roofs work to protect occupants during rollover crashes. Seat belts prevent occupants from moving inside the occupant compartment during the rollover and both seat belts and side curtain airbags can prevent occupants from being ejected from the vehicle. Stronger roofs ensure that the roof is not displaced during the rollover and the integrity of the occupant compartment is maintained to prevent occupant ejection. The focus of this dissertation is to evaluate the effectiveness of vehicle-based countermeasures, such as lane departure warning and electronic stability control, for preventing or mitigating single vehicle road departure crashes, cross-centerline head-on crashes, and single vehicle rollover crashes. This was accomplished by understanding how drivers respond to both road departure and cross-centerline events in real-world crashes. These driver models were used to simulate real crash scenarios with LDW/LDP systems to quantify their potential crash reduction. The residual crashes, which are not avoided with LDW/LDP systems or ESC, were analyzed to estimate the occupant injury outcome. For rollover crashes, a novel injury model was constructed that includes modern passive safety countermeasures such as seat belts, side curtain airbags, and stronger roofs. The results for road departure, head-on, and control loss rollover crashes were used to predict the number of crashes and injured occupants in the future. This work is important for identifying the residual crashes that require further research to reduce the number of injured crash occupants. / Doctor of Philosophy / Every year in the US, approximately 34,000 individuals are fatally injured in many different types of crashes. However, some crash types are more dangerous than other crash types. Drift-out-of-lane (DrOOL) road departure crashes, control loss road departure crashes, head-on crashes, and pedestrian crashes are more likely to result in an occupant fatality than other crash modes. In three of these more dangerous crash types, the vehicle departs from the lane before the crash occurs. Lane departure warning (LDW) systems can detect when the vehicle is about to cross the lane line and notify the driver with beeping or vibrating the steering wheel. A different system, called lane departure prevention (LDP), can provide automatic steering to prevent the vehicle from leaving the lane or return lane. In control loss crashes, the vehicle's motion is in a different direction than the vehicle's heading. During control loss, it is easier for the vehicle to roll over which is very dangerous. Electronic stability control (ESC) can prevent control loss by applying selective braking to each tire to keep the vehicle's motion in the same direction as the vehicle's heading. If a rollover still occurs, vehicles are equipped with passive safety systems and designs such as seat belts, side curtain airbags, and stronger roofs to protect the people inside. Seat belts can prevent occupants from striking the vehicle interior during the rollover and both seat belts and side curtain airbags can prevent occupants from being ejected from the vehicle. Stronger roofs ensure that the roof is not displaced during the rollover to prevent occupants from being ejected from the vehicle. The focus of this dissertation is to estimate how many crashes LDW, LDP, and ESC systems could prevent. This was accomplished by understanding how drivers respond after leaving their lane in real crashes. Then, these real crash scenarios were simulated with an LDW or LDP system to estimate how many crashes were prevented. The occupants of residual crashes, which were not prevented by the simulated systems, were analyzed to estimate the number of occupants with at least one moderate injury. Understanding which crashes and injuries that were not prevented with this technology can be used to decide where future research should occur to prevent more fatalities in road departure, head-on and control loss crashes.

Fatores como a idade, o sono e a habilidade de direcionar a atenção ao tempo contribuem para a estimativa subjetiva da passagem do tempo. Buscamos descrever a modulação diária na produção de intervalo de tempo em função do envelhecimento e as associações entre os perfis temporais deste desempenho, o ritmo de temperatura periférica e ciclo vigília/sono dos indivíduos. Encontramos: (1) a prevalência de Jet-lag social para a amostra de jovens adultos; (2) um distinto arranjo na organização temporal interna em função da idade; (3) apenas o grupo de adultos aposentados apresentou associação com o ritmo diário de temperatura do punho, sugerindo que a influência homeostática sobre este comportamento é mais pronunciada para o grupo de adultos jovens. / Factors such as age, sleep and the ability to engage attention to time contribute to the subjective measure of the time flow. We aimed to describe the daily modulation in the production of time as a function of aging and to determine associations between temporal profiles of this behavior and the circadian rhythm of peripheral temperature and sleep/wake cycle. Our findings: (1) the prevalence of social Jet-lag in young adults; (2) a distinct arrangement in the internal temporal organization for each group; (3) the results for retired adults is in line with a prominent influence of the circadian drive, reflecting on changes in the speed of the system that keeps track of time throughout the day.

Fatores como a idade, o sono e a habilidade de direcionar a atenção ao tempo contribuem para a estimativa subjetiva da passagem do tempo. Buscamos descrever a modulação diária na produção de intervalo de tempo em função do envelhecimento e as associações entre os perfis temporais deste desempenho, o ritmo de temperatura periférica e ciclo vigília/sono dos indivíduos. Encontramos: (1) a prevalência de Jet-lag social para a amostra de jovens adultos; (2) um distinto arranjo na organização temporal interna em função da idade; (3) apenas o grupo de adultos aposentados apresentou associação com o ritmo diário de temperatura do punho, sugerindo que a influência homeostática sobre este comportamento é mais pronunciada para o grupo de adultos jovens. / Factors such as age, sleep and the ability to engage attention to time contribute to the subjective measure of the time flow. We aimed to describe the daily modulation in the production of time as a function of aging and to determine associations between temporal profiles of this behavior and the circadian rhythm of peripheral temperature and sleep/wake cycle. Our findings: (1) the prevalence of social Jet-lag in young adults; (2) a distinct arrangement in the internal temporal organization for each group; (3) the results for retired adults is in line with a prominent influence of the circadian drive, reflecting on changes in the speed of the system that keeps track of time throughout the day.

Under senare år har smartphones växt till att bli det mest populära sättet att besöka internet. I takt med detta har även väntande online blivit mer påverkat av externa faktorer kopplat till användarkontexten, exempelvis visuella och auditiva distraktioner. I studien utforskar vi nödvändiga designval vars syfte är att anpassa designen efter en allt mer varierande omgivning och påverkande distraktioner med avseende i en minskad upplevd väntetid för användaren. Vi utforskar och utvärderar olika sätt att designa med syftet att minska användarens upplevda väntetid och därmed bidra till en mer positiv helhetsupplevelse under smartphoneanvändandet. Studiens bidrag landar i tre designförslag till hur laddare kan designas för en bättre upplevd väntetid i en mobil användarkontext med externa distraktioner i åtanke. / The recent years have seen smartphone use grow to become the most popular way to access the web. With this, waiting online has also become increasingly affected by surrounding factors connected to context, for example through visual and auditory distractions. In the study, we explore necessary design-choices in order to adapt the design to the increasingly varied surroundings and distractions in a smartphone environment and to reduce the user(s) perceived waiting time. We explore and evaluate ways to design with the purpose to shorten the user(s) perceived waiting time and therefore lead to a more positive user experience during smartphone use. The study’s contribution results in three design suggestions for how loaders can be designed for a better perceived waiting time within a mobile user context with external distractions in mind. / <p>Tilldelad pris för bästa kandidatuppsats inom informatik vid Högskolan i Halmstad år 2020.</p>

The aim of this thesis is to define in more detail a safety factor, a factor of passage of time and an ecological behaviour factor influencing the mode choice on the Prague-Munich route in relation to railway as a reference mode, and to estimate the change in mode choice after HSR completion with emphasis on defined factors. The work qualitatively analyzes the sets of ideas and understandings of selected factors, which in turn affect the travel behavior and the mode choice. Defining these factors creates space for estimating and proposing perspectives for the development of expected travel behavior in the context of the planned HSR system on the Prague-Munich route. The presented thesis discusses and interprets the comparison of selected factors between existing modes of transport. The significance of the thesis lies in the understanding and definition of selected factors that are important for HSR planning strategies between Prague and Munich. Keywords: high-speed rail, travel behaviour, transport safety perception, perception of time, grounded theory, theory of planned behavior

The subject of diploma paper was anallysis of perception children and youth related to visual art. In the first chapter of theoretic part diploma paper I explain definitions related to the subject, i.e. that is fine art, aesthetics, culture, kitsch and relation of this species to the human being. In next chapters I acte problems, definition, delimitation of the odd time and I explain possibilities of transmission visual art to children and young people. The theoretic part of diploma paper is dedicated to possibilities of confrontation children and youth people with the visual art through various cultural institutions. This part of diploma paper is ended with basic dividing of spare-time activitity organizations. The practical part of diploma paper is dedicated to visual art project {\clq}qWho knows Piaristic square``, {\clq}qConversation`` and {\clq}qEntities in the nature``. Visual art expression of subjective experience evoked by visual perception of concrete image is the aim of this project. The project is intended for the children and youth in age between 8 and 24 years. I confront by means of projects both various components of visual art (painting, sculpture and architecture) and various movement epoch (gothic style, baroque and modern style). I wanted find the way how to transmit visual art to children and youth enjoyable, educational with aesthetic value. The end of the diploma paper summaries pieces of knowledge and perceptions from the visual art courses and projects.

<p>Profesionalnim vozačima osnovno zanimanje je upravljanje motornim vozilom. Izvođenje radnih zadatka podrazumeva stalnu napregnutost pažnje vezanu za vidne i zvučne podražaje koji se brzo smenjuju, &scaron;to zahteva da vozač adekvatno i tačno reaguje na promene. Prijem informacija, obrada, dono&scaron;enje odluke i izvr&scaron;avanje motornog odgovora su procesi koji prate jedni druge i čine vreme percepcije-reakcije (VPR). Uslovi i zahtevi rada za profesionalne vozače su isti i za mlađe i starije radnike i povezani su sa velikom odgovorno&scaron;ću za ljudske živote i materijalna dobra, bez obzira na to &scaron;to je poznato, da se radna sposobnost menja zbog prirodnog procesa starenja. Merenje i utvrđivanje vrednosti VPR je važan deo ispitivanja u okviru procene zdravstvene sposobnosti za bezbednu vožnju. Ciljevi: Utvrđivanje vrednosti VPR kod profesionalnih vozača i poređenje sa kontrolnom grupom. Ispitivanje uticaja starosti i vozačkog iskustva na VPR kod profesionalnih vozača. Materijal i metode : Ova studija procenjuje deo sposobnosti profesionalnih vozača merenjem VPR prostog i složenog, važnih za sigurnost u vožnji. Istraživanje je sprovedeno u vremenskom periodu od devet meseci i obuhvatilo je 548 ispitanika mu&scaron;kog pola, starosti od 21 do 65 godina. Eksperimentalnu grupu je činilo 278 ispitanika (profesionalni vozači), a kontrolnu 270 ispitanika kojima osnovno zanimanje nije profesionalna vožnja. Testiranje je izvedeno pomoću hardversko-softverskog sistema za određivanje vrednosti VPR na proste i složene audio-vizuelne podražaje. Merenja su sprovedena na tri nivoa težine zadatka: prosto VPR, i testovi složenog VPR na promenu pozicije podražaja i vrste boje. Rezultati: Utvrđene su značajno niže srednje vrednosti VPR na sva tri nivoa testiranja u grupi profesionalnih vozača u poređenju sa kontrolnom grupom. Utvrđena je pozitivna povezanost srednjih vrednosti VPR sa godinama života i dužinom profesionalnog vozačkog radnog staža na svim testovima u grupi profesionalnih vozača. Nisu utvrđene značajne razlike u procentu pogre&scaron;nih odgovora u odnosu na životno doba i dužinu vozačkog staža, &scaron;to govori o pozitivnim efektima profesionalne prakse u vožnji. Nisu utvrđene značajne razlike srednjih vrednosti VPR kod vozača u gradskom ili međugradskom saobraćaju, kao i u odnosu na broj pređenih kilometara mesečno na svim testovima. Obeležja poput starosti (godine života), profesionalne prakse (iskustvo u godinama profesionalne vožnje), neke promene zdravstvenog stanja (postojanje bolesti ili drugih poremećaja) u grupi profesionalnih vozača pokazale su se kao prediktori sa značajnim nivoom povezanosti sa vrednostima VPR. Metodom vi&scaron;estruke regresione analize smo ispitali smo povezanost vrednosti VPR sa posmatranim prediktorima kada ih analiziramo zajedno uzimajući u obzir njihovu međusobnu interakciju. Regresioni model pokazuje kako skup posmatranih obeležja predviđa promene VPR. Zaključak: Utvrđene vrednosti i prediktivni model promena VPR profesionalnih vozača mogu biti korisni podaci u svakodnevnom radu zdravstvenim ustanovama koje procenjuju vozačku sposobnost, kako bi se identifikovali potencijalno rizični vozači sa vi&scaron;im vrednostima VPR, zamorenih i osoba sa početnim o&scaron;tećenjima nervnog sistema, sklonih povredama u saobraćaju i na radu, u cilju prevencije saobraćajnih udesa i povreda, kao i osiguranja da vozači imaju sposobnosti neophodne za bezbednu vožnju. Utvrđene vrednosti VPR mogle bi naći primenu pri oceni radne sposobnosti i kod radnika na drugim zanimanjima gde se očekuje brza i tačna reakcija na određeni podražaj.</p> / <p>The term professional driver refers to people whose main occupation is driving a motor vehicle. Performing work tasks implies a constant strain of attention related to visual and audible stimuli that change quickly, which requires the driver to respond adequately and accurately to changes. Receiving information, processing, making a decision and executing a motor response are processes that accompany each other and make up the perception-reaction time (PRT). The working conditions and requirements for professional drivers are the same for both younger and older workers and are associated with great responsibility for human lives and material goods, regardless of the fact that it is known that working ability changes due to the natural aging process. Measuring and determining the value of PRT is an important part of testing as part of the assessment of health fitness for safe driving. Aims: Determination of PRT values in professional drivers and comparison with the control group. Examination of the effects of aging and driving experience on the PRT of professional drivers. Material and methods: This study assesses part of the ability of professional drivers by measuring simple and complex PRT important for driving safety. The study was conducted over a period of nine months and included 548 male respondents, aged 21 to 65 years. The experimental group consisted of 278 respondents (professional drivers), and the control group consisted of 270 respondents whose main occupation is not professional driving. Testing was performed using a hardware-software system to determine the value of PRT on simple and complex audio-visual stimuli. Measurements were carride out at three levels of task difficulty: simple PRT, and complex PRT tests to change stimuli position and color type. Results: Significantly lower PRT mean values were found at all three levels of testing in the group of professional drivers compared to the control group. A positive correlation was found between the mean PRT values with age and experience of professional driving on all tests in the group of professional drivers. No significant differences were found in the percentage of incorrect answers in relation to the age and driving experience, which shows the positive effects of professional driving practice. No significant differences were found in the mean PRT values on all tests for drivers in urban or interurban traffic and in relation to the number of kilometers per month. Individual characteristics as, aging, professional practice (experience in years of professional driving), changes in health status (existence of diseases or other disorders) in the group of professional drivers showed to be predictors with a significant level of correlation with PRT values. Using the method of multiple regression analysis, we examined the correlation of PRT values with the observed predictors when we analyze them together, taking into account their mutual interaction.The regression model shows how the set of observed features predicts changes in PRT. Conclusion: The determined values and the predictive model of changes PRT of professional drivers can be useful data in the daily work of health institutions that assess driving ability, in order to identify potentially risky drivers with higher PRT values,, tired and people with initial nervous system damage, prone to traffic injuries and at work, in order to prevent traffic accidents and injuries, as well as to ensure that drivers have the skills necessary for safe driving. The determined values of PRT could be used in the assessment of work ability and in workers in other occupations where a quick and accurate response to a particular stimulus is expected.</p>

Die Entwicklung der Musik im 20. Jahrhundert hat das Fach Gehörbildung vor neue Herausforderungen gestellt. Durch einen neuen Umgang mit den musikalischen Parametern (Tonhöhe, Klangfarbe, Dauer und Lautstärke) drohte die übliche Form des Gehörbildungsunterrichts und dessen traditioneller Gegenstand (Melodie, Harmonie, Rhythmus) als überholt betrachtet zu werden. Diese Situation hat ein neues Fach hervorgebracht, das an der Grenze zwischen Gehörbildung und Analyse angesiedelt ist. Angesichts der Komplexität der im 20. Jahrhundert stark individuell geprägten Tonsprache eines jeden Komponisten, die das unmittelbare Verständnis eines Werkes erschweren kann, scheint es absolut notwendig, den Studierenden mehr abzuverlangen als das Erarbeiten technischer Hörreflexe und das Beherrschen handwerklicher Mittel. Sie sollten über die Oberfläche eines ersten Höreindruckes hinausgeführt werden und mit rhythmischen und formalen Strukturen, Klangphänomenen sowie mit Aspekten der Zeitbehandlung oder der Zeitwahrnehmung konfrontiert werden. Ihre Hörfähigkeit sollte hinsichtlich dieser Parameter entwickelt und ihr Bewusstsein für die Problematik der Rezeption des zeitgenössischen Repertoires geschärft werden. Die Gleichbedeutung des Gelesenen und des Gehörten sollte für einen Berufsmusiker die technische Basis bilden und das innere Hören der gelesenen Partituren sowie das unmittelbare Sehen eines Schriftbildes des Gehörten sollten automatisch erfolgen können. Darüber hinaus scheint es wichtig, mit dem Unterschied zwischen dem ›Hörbaren‹ (die wahrnehmbaren musikalischen Strukturen) und dem ›Unhörbaren‹ (dem Intentionalen sowie dem Handwerklichen) konfrontiert zu sein. Am Beispiel der ersten Offrande von Edgar Varèse wird eine höranalytische Arbeit präsentiert, die diese Herausforderung entspricht: Ziel war es, die reine Beschreibung des Ablaufs und der verschiedenen musikalischen Ereignissen des Stückes für eine tiefgreifendere Analyse zu nutzen, die sich nicht auf der Oberfläche der instinktiven Wahrnehmung der Musik beschränkt, sondern versucht, die Homogenität des scheinbar zerstreuten musikalischen Materials und die Interaktion dessen einzelnen Elementen zu erfassen, um die tatsächlich sehr kompakte und dichte Einheitlichkeit des Stückes ans Licht zu bringen. Erst mit einem klaren und präzisen Verständnis dieser engen Verknüpfungen kann ein globales Hören des Stückes zu einem richtigen Hör-Erlebnis werden, das eine tiefere Bedeutungsebene der Musik erreicht. / The development of music in the 20th century has presented new challenges for the subject of ear training. Due to new approaches to musical parameters (pitch, timbre, duration and volume), the usual form of ear training and its traditional object (melody, harmony, rhythm) is threatened with obsolescence. This situation has created a new subject located on the boundary between ear training and analysis. Given the complexity of each composer’s highly individual language in the 20th century, which can obscure the comprehension of these works, it seems necessary to demand more from students than the development of technical listening reflexes and the mastery of craftsmanship. They should be carried beyond the surface of a first impression to be confronted with rhythmic and formal structures, sound phenomena as well as aspects of time treatment or perception of time. Their hearing ability should be developed in consideration of these parameters as well as their awareness of the problem of reception of the contemporary repertoire. Bringing into equivalence that which is read with what is heard should form the technical basis for a professional musician. Thus, the inner hearing of the score as well as the formation of a clear picture of what is sounding should automatically take place. In addition, it seems important to be confronted with the difference between the “audible” (the perceptible musical structures) and the “inaudible” (the musical thinking and craftsmanship). Using the example of the first of Edgar Varèse’s Offrandes, a hearing-analytical work is presented that meets this challenge: the aim was to use a pure description of the piece’s various musical events for a deeper analysis, one which is not limited to the surface of the instinctive perception of the music but tries instead to grasp the homogeneity of the seemingly scattered musical material and illuminate the piece’s compact unity through the interaction of its individual elements. Only with a clear and precise understanding of these close connections can exposure to the piece become a real listening experience that reaches the music’s deeper levels.