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.

A persistent truck driver shortage and high driver turnover at common carriers limit the effectiveness of some U.S. supply chains. Most driver vacancies result from job hopping, especially among younger drivers. A multiple case study was conducted to explore strategies that some leaders of U.S. common carriers have used to retain millennial-age long-haul truck drivers. Data sources consisted of semistructured, in-person and phone/videoconference interviews; participant observations; and company documents. The sample population was 9 leaders from 6 different common carriers with operations in the southwestern region of the United States who successfully retained millennial long-haul drivers. The conceptual framework was person-organization fit theory. Data were compiled and organized, disassembled into fragments, reassembled into a sequence of groups, and interpreted for meaning. Methodological triangulation and member checking were used to validate the trustworthiness of those interpretations. Five major themes emerged from data analysis: strategic recruiting, competitive compensation, limiting driver time away from home, facilitating driver comfort while away from home, and demonstrating a company culture of driver appreciation. Potentially, carrier leaders can use the lessons learned from this research to reduce driver turnover rates and operating costs and to improve freight reliability for U.S. supply chains. The implications for positive social change include the potential to lower freight costs to shippers and consumers, improve job satisfaction for long-haul drivers, and improve highway safety for truck drivers and motorists.

Made available in DSpace on 2016-04-04T18:28:22Z (GMT). No. of bitstreams: 1 RAMON ARAUJO SILVA.pdf: 1246426 bytes, checksum: 59b054fad2c372e3bdc1559de82842e1 (MD5) Previous issue date: 2015-12-09 / Pontif?cia Universidade Cat?lica de Campinas / Daily truck drivers are subjected to long working hours, they spend several days away from the family, they are forced to go through sleepless nights and, to perform multiple rounds, they are forced to make use of stimulant drugs. Whereas the work occupies a central place in their lives and that has a direct impact on the living conditions and health, this research, qualitative, expressed the belief that the above conditions result in an extremely exhausting daily work. The objective of this study was to analyze the characteristics of everyday working of the long routes drivers truck, from their own perspectives, and check the possible relations of this routinewith the mental health of these workers. To do this, this research, located in the field of Social Work Psychology, used the ethnographic method, with the completion ofreflexive interviews and travel with truck drivers. Research has shown that many truckers say they love the road, but on the other hand, the work is extremely stressful and can reverberate directly on the physical and mental health. In the field work, the hardship and the precarious nature of this activity stood out. But beyond them, it was also possible to identify some aspects that characterize the profession, such as the affection of drivers with regard to work; the excessive control exercised by carriers through the tracker and the cell; the isolation; the functional use of drugs that ends, in many cases, to trigger dysfunctional; the difficulty of these workers to organize collectively and contradictions of the strikes carried out by truck drivers. It was considered that the main difficulties of the truck activity are due mainly to the strong influence that the capitalist logic has on the road loads sector, especially with regard to the exploitation of surplus value which obliges drivers to comply with a long working hours. / Cotidianamente os caminhoneiros est?o sujeitos a longas jornadas de trabalho, passam v?rios dias distantes da fam?lia, s?o obrigados a atravessar noites sem dormir e, para executar m?ltiplas jornadas s?o obrigados a fazer uso de drogas estimulantes. Considerando que o trabalho ocupa um lugar central na vida dos sujeitos e que repercute diretamente nas condi??es de vida e sa?de, esta pesquisa, de natureza qualitativa, partiu do pressuposto que as condi??es citadas acima resultam em um cotidiano de trabalho extremamente desgastante. O objetivo deste trabalho foi analisar as caracter?sticas do cotidiano de trabalho de caminhoneiros de rotas longas, a partir de suas pr?prias perspectivas, e verificar as poss?veis rela??es desse cotidiano com a sa?de mental desses trabalhadores. Para tal, esta pesquisa, situada no campo da Psicologia Social do Trabalho, utilizou-se do m?todo etnogr?fico, com a realiza??o de entrevistas reflexivas e viagens junto com caminhoneiros. A pesquisa permitiu verificar que muitos caminhoneiros se dizem apaixonados pela estrada, mas, por outro lado, o trabalho ? extremamente desgastante e pode repercutir diretamente sobre a sa?de f?sica e mental. No trabalho de campo, a penosidade e a precariedade dessa atividade se destacaram. Tamb?m foram identificados alguns aspectos que caracterizam essa profiss?o, tais como o afeto dos motoristas com rela??o ao trabalho; o controle excessivo exercido pelas transportadoras atrav?s do rastreador e do celular; o isolamento; o uso funcional de drogas que, em muitos casos, desencadeia o disfuncional; a dificuldade desses trabalhadores de se organizarem coletivamente e as contradi??es das paralisa??es realizadas pelos caminhoneiros. Considerou-se que as principais dificuldades da atividade dos caminhoneiros devem-se, principalmente, ? forte influ?ncia que a l?gica capitalista exerce sobre o setor rodovi?rio de cargas, especialmente no que diz respeito ? explora??o da mais-valia que obriga os motoristas a cumprir uma extensa jornada de trabalho.

Research Question: how are Lithuanian international long-haul truck drivers’ livelihoods constructed in terms of work, home, and everyday life? Research Problem and significance. The aim of this research is to look at work, home, and everyday life in the context of mobility and mobile livelihoods in Lithuanian international long-haul truckers. Portrayals of truckers in media and pop culture are often negative or sensationalized, including stories about truck accidents, smuggling, immoral behaviors, or problems with the law. This research is a response to such perceptions, motivated by the fact that there is no qualitative research on truck drivers in Lithuania. Research Tasks 1. Create a theoretical base for analyzing and interpreting mobile lives using various theoretical approaches on mobility, place, home, community, and boundaries. 2. Present and analyze empirical work from the field of Lithuanian long-haul truck drivers based on emic frameworks of ‘kasdienybė’ and ‘namai’. 3. Apply theoretical approach of mobile livelihoods along with emic frameworks of ‘kasdienybė’ and ‘namai’ from the Lithuanian case toward an analysis of Cameroon long-haul truck drivers’ work-lives. Methods. Fieldwork conducted with Lithuanian international long-haul truck drivers who spent 5-6 days or more on the road at a time, with just 2-4 days per month ‘at home’ (in Lithuania). Empirical section relies on two primary informants with whom I spent a total of 3 ½ weeks traveling. Research... [to full text] / Tyrimo klausimas. Ką reiškia namai, darbas bei kasdieniniai poreikiai Lietuvos tarptautinių tolimųjų reisų vairuotojams, „gyvenantiems ant ratų“ ? Tyrimo problema ir reikšmė. Šio tyrimo tikslas yra pažvelgti į Lietuvos tarptautinių tolimųjų reisų vairuotojų. kultūrą ir vietą mobilumo ir mobiliojo pragyvenimo kontekste. Lietuvos žiniasklaidoje tolimųjų reisų vairuotojai dažnai yra apibūdinami neigiamai arba hiperbolizuotai, įskaitant pasakojimus apie transportą, nelaimingus atsitikimus, kontrabandą, amoralų elgesį, ar problemas su įstatymu. Šis tyrimas yra atsakas į tokį suvokimą ir motyvuojama tuo, kad Lietuvoje nebuvo atlikta tolimųjų reisų vairuotojų gyvenimo kokybiško tyrimo. Tyrimo uždaviniai: 1. Sukurti teorinį pagrindą, skirtą analizuoti ir interpretuoti mobilų gyvenimą, taikant įvairius teorinius požiūrius į mobilumą, vietą, namus, bendruomenę ir etninius skirtumus. 2. Pateikti ir išanalizuoti empirinį darbą apie Lietuvos tolimųjų reisų vairuotojus, remiantis eminiais terminais - "kasdienybė" ir "namai". 3. Pagal atliktą analizę, palyginti požiūrį į mobiliojo gyvenimo esmę kartu su eminiais terminais - "kasdienybė" ir "namai" – tarp Lietuvos ir Kamerūno tolimųjų reisų vairuotojų. Metodai. Taikytas duomenų rinkimas apie Lietuvos tolimųjų reisų vairuotojus, kurie vidutiniškai praleidžia 5-6 dienas ar daugiau kelyje, su 2-4 dienomis per mėnesį "namuose" (Lietuvoje). Empirinio skyriaus duomenys pagrįsti dviejų pagrindinių asmenų, su kuriais aš praleidau 3 ½... [toliau žr. visą tekstą]

Bakgrund: Nattarbete utgör en hälsorisk ur flera aspekter och har flera konsekvenser liknande de som ohälsosamma matvanor har. Bland lastbilschaufförer förekommer långa körningar där hälsosamma matvanor inte främjas. När arbetet sker under natten förskjuts sömnen och enligt dygnsrytmen infaller en naturlig trötthet vilket kan orsaka problem i form av olyckor. Dygnsrytmen styr även hunger och ämnesomsättning. Syfte: Att undersöka arbetsmåltider och det möjliga sambandet med upplevd trötthet hos lastbilschaufförer under både dagkörningar och nattkörningar. Metod: En webbaserad enkät delades ut på ett företag samt i en Facebookgrupp och besvarades av 43 lastbilschaufförer. Resultat: Resultaten visade att det var kaffe, vatten, smörgåsar och sötsaker som intogs i högst utsträckning. Majoriteten av måltider intogs i lastbilen under körning och under nattkörningen intogs måltider främst vid kl. 20 samt 02. För att motverka trötthet intogs koffein. Samband visade att den upplevda tröttheten ökade när intaget av mat och dryck i lastbilen under körning ökade. Samband visade också att den upplevda tröttheten ökade när intag av mat och dryck vid kl. 00-02 minskade. Ytterligare samband visade att den upplevda tröttheten ökade när möjligheten att själv kunna bestämma tid för mat och dryck minskade. Slutsats: Chaufförers möjligheter att lämna lastbilen samt att själv välja när de vill äta och dricka är relevant att förbättra då det finns ett samband mellan detta och den trötthet chaufförerna upplever under sina körningar, både under dag och natt. Arbetsgivare har möjlighet att utforma arbetsorganisationen så att förbättringar kan underlättas. / Aim: To investigate work meals and the possible correlation to sleepiness among truck drivers during both day driving and night driving. Method: A web-based survey was distributed at a company and in a Facebook group. 43 truck drivers responded. Results: The results showed that the most common intake was coffee, water, sandwiches, and sweets. Most of the foods and drinks were consumed inside the truck, while driving. During the night drive foods and drinks were consumed mostly at 8 pm and 2 am. Caffeine was used to counteract sleepiness. Self-reported sleepiness increased as eating or drinking inside the truck, while driving, increased. Sleepiness also increased as eating or drinking at 12 pm-2 am decreased. Another association showed that sleepiness increased as having the option to choose when to eat or drink decreased.  Conclusion: Because of the associations found, it is highly relevant to improve truck driver’s opportunities to leave the truck and to have better options in choosing when to eat or drink. Employers have the possibility to make organisational changes to make improvements easier.

In 2009–2010, the prevalence of obesity among U.S. adults was 40%, and the prevalence was 69% among long haul truck drivers. Researchers have not established a clear relationship between working environment and weight among truck drivers. This quantitative cross-sectional study, using an ecological framework, evaluated the relationship between the working environment (sleep performance, food choices, driving environment, and activity level) and weight severity (e.g., body mass index [BMI]) among long haul truck drivers. One hundred and twenty six adults (46 + 10, years of age), including both genders (male = 97 and females = 29) completed an online questionnaire evaluating their weight and work environment. BMI ranged between 19.7– 77.0 (35.4 + 11.0) kg/m2 among respondents. None of the respondents were underweight, 20 were healthy weight, 28 were overweight, and 78 were obese. Using multiple regression analysis, no statistically significant associations were found between the working environment and weight severity. Statistically significant (p < 0.05) mean differences between weight groups were found using a 1-way ANOVA. Regarding physical activity level, there was a statistically significant difference between the overweight and obese Class II groups (M = 1.034, p = .026). There was also a statistically significant difference between the overweight and obese Class III groups (M = -.506, p < 0.001) regarding physical activity within the prior month. The findings of this study support the need for further research to advance the knowledge of associations between weight groups and physical activity among this population, which could promote positive social change by guiding public health officials and trucking industry stakeholders toward effective interventions to reduce BMI among long haul truck drivers.

The society is becoming more and more dependent on automated solutions. Automation in the transport and logistic sector is accelerating and highly automated trucks, with level four on the SAE scale, are expected to be commercial in the near future. Although it is a common notion that automation leaves humans idle and hence redundant, history proofs the contrary. Technology has always yielded more jobs than it has replaced, though it has resulted in a bigger need for workers to acquire new skills fast. With the development of highly automated trucks, the driver will have the possibility to shift focus from the road during automated driving and hence being able to do other activities. This thesis work has investigated which activities the truck drivers can perform, to create value for the hauliers. It has also investigated what kind of persons that will fit for the changed work tasks. A theoretical study was made where the changing truck industry and humanautomation interaction overall were investigated. Other professions subject to automation in general, and the aerospace and train industry in particular, were also studied in order to forecast how the automation of trucks can affect the role of the driver. An empirical study was made where ten hauliers, four drivers and two pilots were interviewed. Further, a focus group was conducted with six drivers and a survey was sent out to be answered by drivers. The identified value bringing activities were in brief; administrative work, time-saving activities, activities that enhance the drivers' well-being as well as activities of the drivers' own interests. Further, the insights resulted in four personas of potential future truck drivers, which all had different levels of work experience and worked for road carriers that differed in size, from small family business to large international companies. / Samhället blir mer och mer beroende av automatiska system och utvecklingen går snabbt. Inom transportsektorn har utvecklingen av lastbilar med avancerade automatiska funktioner accelererat och lastbilar med nivå fyra på den internationella SAE-skalan beräknas vara ute på marknaden inom en snar framtid. Trots den allmänna uppfattningen om att automatisering av vissa sysslor ersätter människan och lämnar henne sysslolös, så bevisar historien motsatsen. Ny teknik har alltid resulterat i mer jobb än det har ersatt, dock har det ställts högre krav på att människan skall införskaffa sig nya färdigheter snabbt. Genom utvecklingen av lastbilar med avancerade automatiska funktioner så kommer föraren kommer att ha möjligheten att skifta fokus ifrån vägen under automatiserad körning och kommer alltså kunna ägna sig åt annat än att köra. Detta examensarbete har undersökt värdeskapande aktiviteter för åkeriägare, som förare av fjärrbilar kan ägna sig åt under automatiserad körning. Det har också undersökt vilka personer som kommer passa för dem förändrade arbetsuppgifterna. En teoretisk studie genomfördes där den föränderliga lastbilsindustrin samt interaktionen mellan människa och automatisering undersöktes. Vidare undersöktes även andra yrken som påverkats av automatisering, då särskilt tåg- och flygindustrin, för att förutspå hur automatisering av lastbilar kan påverka förarens roll. En empirisk studie genomfördes där tio åkeriägare, fyra förare och två piloter intervjuades. Vidare hölls en fokusgrupp med sex lastbilsförare samt att en enkät skickades ut för att samla in ytterligare uppgifter ifrån lastbilsförare. De identifierade värdeskapande aktiviteterna är i korthet; administrativt arbete, tidssparande aktiviteter, aktiviteter som ökar förarnas välmående samt aktiviteter av förarnas egna intressen. Vidare så resulterade insikterna i fyra persona av potentiella framtida lastbilsförare, som alla hade olika mycket arbetserfarenhet samt arbetade för åkerier som varierade i storlek, ifrån mindre familjeföretag till större internationella företag

Tidigare forskning om lastbilschaufförers arbetsförhållanden har visat att de utsätts för ett flertal stressorer i arbetet och att de har låg kontroll över sitt arbete. Syftet med studien var att undersöka lastbilschaufförers upplevelse av stress till följd av Europeiska Kör- och vilotidslagen (KoV), hur de upplever sin arbetssituation samt bidra till att öka förståelsen kring lastbilschaufförers arbetsförhållande. Studien omfattade sex manliga lastbilschaufförer från Trestadsregionen (Uddevalla, Trollhättan, Vänersborg) som omfattades av KoV. Samtliga chaufförer hade familj med olika ålder på barn och chaufförernas yrkeserfarenhet varierade mellan 19 och 40 år. Det genomfördes en kvalitativ studie utifrån en tematisk analysmetod. Individuella intervjuer genomfördes. Deltagarna upplevde att KoV begränsade deras möjligheter att utföra sitt arbete, att lagen var oflexibel och dåligt anpassad till verksamheten, vilket de upplevde ledde till frustration, stress och känslan av maktlöshet. Studien visade att KoV bidrog till sämre arbetsförhållande och trafiksäkerhet samt att den digitala färdskrivaren var bristfällig och dåligt anpassad till verksamheten. Deltagarna saknade möjligheten till flexibilitet i KoV och att det skulle förbättra deras arbetsförhållande. Studien visade att det krävs ett vidare perspektiv än reglering av körtid, rast och vilotid för att förbättra lastbilschaufförers arbetsförhållanden. / Previous research on truck drivers working conditions has shown that they are exposed to a number of stressors at work and that they have low degree of control over their work. The aim of the study was to examine the truck drivers’ experience of stress as a result of European hours-of-service regulations (HoS), how they experience their work situation and help to increase understanding about truck drivers’ working condition. The study included six male truck drivers from the region (Uddevalla, Trollhättan, Vänersborg) covered by the HoS. All drivers had family with children of different ages and the drivers’ experience of the profession was between 19 and 40 years. A qualitative study based on a thematic analysis method was carried out. Individual interviews were conducted. Participants felt that HoS limited their ability to perform their job, that the law was inflexible and poorly adapted to the business, which they felt led to frustration, stress and feelings of powerlessness. The study showed that HoS contributed to experienced poor working conditions and road safety, and that the digital tachograph was incomplete and poorly adapted to their business. The participants missed the option of flexibility with HoS as it would improve their working relationship. The study concluded that for truck drivers to improve working conditions a broader perspective than regulations of driving time, breaks and rest periods is needed.

This thesis is an ethnological study of the truck-driver profession and an examination of the prerequisites for sexual equality and diversity in the haulage branch. The aim is to: from a cultural perspective, with a special focus on gender and masculinity, study truck-drivers as an occupational group. A main question deals with male dominance within the haulage business. What supports this dominance and what possibilities exist for change? The cultural phenomena within the trucking business are analysed with a particular focus on class. The collective idea, that I found among truck-drivers and haulage firm owners, of a kind of self-imposed “underdog identity’* is important to my analyses. Within the group, however, disloyal competition is widespread. The employment process for drivers is built on responsibility. The driver must prove himself sufficiently reliable before the employer will hand over responsibility for truck, cargo and the assignment itself. Since those who lack the collectively accepted indicators of competence/responsibility have difficulty gaining employment, a kind of “catch 22” situation is created, which is reinforced by the truck-drivers’ “underdog identity”. Those who share the values and outer features with the majority receive considerable advantages in the employment process,which adds to what is already a widespread male dominance and strengthens the cultural homogeneity. The truck-drivers* relationship to freedom forms a “key symbol” in the analysis. The Swedish haulage branch is investigated using Yvonne Hirdman’s gender contract, which makes visible how perceptions of masculinity have been given normative status within the haulage business. Another theme in the analysis is the “masculine manuscript” — embodied by a wellbehaved and reliable, middle-aged, white (Swedish), heterosexual man with a working class upbringing. The manuscript functions as a kind of ideal with which drivers are compared. Those who fit the manuscript are afforded considerable advantages, above all in the recruitment process. In order to draw attention to different types of power within the haulage business, Robert W. Connels’ term hegemonic masculinity is used. With some reservations one can express the long-distance truck-driver as an ideal with hegemonic status within the context of haulage. This category of driver has considerable influence on the definition of how a “real” driver should be and on ideas of how transport work is best organised. This group of drivers is relatively small, but its symbolic influence is large. From a gender perspective, the aim is to “grapple” with the images of truck-drivers, both within and outside of the business. The attitude to the trucker myths is critical. The masculinity ideal of the trucker myth is about the right to seek personal freedom and to live exclusively in and for the truck. Possible explanations for the interest in truck-drivers are discussed with the help of the concept of “masculinity crisis” and George L. Mosses* figure of thought: “the male stereotype”. / <p>Diss. Umeå : Univ., 2003</p> / digitalisering@umu

Fuel consumption is a major economical component of vehicles, particularly for heavy-duty vehicles. It is dependent on many factors, such as driver and environment, and control over some factors is present, e.g. route, and we can try to optimize others, e.g. driver. The driver is responsible for around 30% of the operational cost for the fleet operator and is therefore important to have efficient drivers as they also inuence fuel consumption which is another major cost, amounting to around 40% of vehicle operation. The difference between good and bad drivers can be substantial, depending on the environment, experience and other factors. In this thesis, two methods are proposed that aim at quantifying and qualifying driver performance of heavy duty vehicles with respect to fuel consumption. The first method, Fuel under Predefined Conditions (FPC), makes use of domain knowledge in order to incorporate effect of factors which are not measured. Due to the complexity of the vehicles, many factors cannot be quantified precisely or even measured, e.g. wind speed and direction, tire pressure. For FPC to be feasible, several assumptions need to be made regarding unmeasured variables. The effect of said unmeasured variables has to be quantified, which is done by defining specific conditions that enable their estimation. Having calculated the effect of unmeasured variables, the contribution of measured variables can be estimated. All the steps are required to be able to calculate the influence of the driver. The second method, Accelerator Pedal Position - Engine Speed (APPES) seeks to qualify driver performance irrespective of the external factors by analyzing driver intention. APPES is a 2D histogram build from the two mentioned signals. Driver performance is expressed, in this case, using features calculated from APPES. The focus of first method is to quantify fuel consumption, giving us the possibility to estimate driver performance. The second method is more skewed towards qualitative analysis allowing a better understanding of driver decisions and how they affect fuel consumption. Both methods have the ability to give transferable knowledge that can be used to improve driver's performance or automatic driving systems. Throughout the thesis and attached articles we show that both methods are able to operate within the specified conditions and achieve the set goal.