Driving simulation is widely accepted as a safe, effective, and economical alternative for investigating driver behavior in a variety of contexts. However, in order to apply simulator-based research results to real-world settings, the performance measures acquired through simulated driving experiments must first be validated. This research was aimed at validating the Oregon State University Driving Simulator based on speed, acceleration, and deceleration data. The validation effort consisted of a road test and a simulator test. The road test was completed on a five-lane urban principal arterial in Corvallis, Oregon, and the simulated environment matched the field conditions as closely as possible. Ten subjects participated in both tests. Minimum speed, maximum speed, average speed, 85th-percentile speed, maximum acceleration and maximum deceleration data variables were analyzed using graphical comparisons as well as two-sample paired t-tests. With the exception of minimum speed, all data variables showed statistically significant differences on at least one of the three test sections. However, the researchers considered the magnitude of these differences to be insignificant in a practical setting (on average, 3.5 mph for speed variables and 0.80 ft/s�� for acceleration and deceleration variables). Thus, the results of this research confirm the validity of the OSU driving simulator with regards to speed and acceleration. / Graduation date: 2013

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Cette thèse examine la présence de stéréotypes à l'égard des conducteurs âgés (Expériences 1 et 2) et leurs effets sur la performance au volant de ces conducteurs en contexte de simulation (Expériences 3). Lors des deux premières expériences, 12 vidéoclips de réactions au volant, conçus à l'aide d'un simulateur de conduite, ont été visionnés (quatre vidéoclips de comportements à risque associés aux conducteurs âgés, quatre de comportements à risque associés aux jeunes conducteurs et quatre de comportements appropriés sans association à un groupe d'âge). Lors de l'Expérience 1, 61 participants ont évalué si ces vidéoclips étaient plus représentatifs d'un jeune conducteur, d'un conducteur d'âge moyen ou d'un conducteur âgé typiques. Les comportements à risque associés aux conducteurs âgés ont été estimés plus représentatifs du conducteur âgé, alors que les comportements associés aux jeunes conducteurs ont été jugés plus représentatifs du jeune conducteur que des deux autres groupes. Les comportements appropriés ont été estimés plus représentatifs du conducteur d'âge moyen que du jeune ou du conducteur âgé. Conséquemment, les stéréotypes des conducteurs âgés incluent des comportements à risque spécifiques et comportent une forte connotation négative. Dans l'Expérience 2, 68 participants ont évalué si les comportements observés étaient représentatifs du conducteur âgé seulement et ont répondu à une question ouverte quant aux principaux traits du conducteur âgé. Les comportements à risque associés aux conducteurs âgés ont été évalués plus représentatifs du conducteur âgé que les comportements à risque associés aux jeunes conducteurs. Les comportements appropriés se sont également révélés être représentatifs des conducteurs âgés. Ces résultats révèlent que malgré la prépondérance de caractéristiques négatives associées aux conducteurs âgés, certaines facettes positives sont présentes. Lors de l'Expérience 3, 61 conducteurs âgés (65 ans et plus) ont complété un parcours de 12 km sur simulateur sous l'exposition à la menace du stéréotype (objectif mettant en relief leur surreprésentation dans les statistiques relatives aux accidents de la route) ou à de l'information neutre. Les participants exposés au stéréotype extrêmement identifiés au domaine de la conduite ont commis plus d'erreurs que ceux de la condition contrôle. Ces résultats soutiennent les récents modèles théoriques de la conduite automobile et renseignent les décideurs sur l'importance d'examiner comment les politiques et lois actuelles portant sur l'évaluation des habiletés à conduire une automobile peuvent perpétuer les stéréotypes négatifs envers les conducteurs âgés.

The primary purpose of this study was to determine the effectiveness of the Oregon Level I Diversion Program in changing knowledge and attitude concerning driving after drinking. A secondary purpose was to determine the effect of the eight different class-time schedules used to teach the required 12-hour curriculum on the clients' test scores. An additional purpose was to determine if a significant correlation existed between gain in knowledge scores and selected instructional variables. The 61 Item Drinking and Driving Inventory was administered to all 965 individuals in the sample. Pretest and posttest scores were analyzed using a Paired T and Analysis of Covariance. Data from questionnaires administered to teachers in the Oregon Diversion Program were correlated with students' gains in knowledge scores. The Pearson r and Spearman rho were used in the correlation analyses. Results of the statistical analyses at the .05 level of significance were: 1. There was a significant difference in pretest and posttest scores for all four dependent variables (knowledge score, two attitude scores and the behavioral intention score). 2. There was a significant difference in the adjusted means among the eight time spans for three of the dependent variables (knowledge score, one attitude score and the behavioral intention score). 3. The instructional variable identified as Cultural Differences on the questionnaire correlated significantly with students' gains in knowledge scores. An additional finding was gathered from the Oregon Department of Motor Vehicles' statistics. There was a lower re-arrest rate for the clients who completed the Level I Diversion Program than for the persons who chose to be processed through the court system. Selected recommendations included: 1. A long range study of recidivism to include correlation of personal and demographic variables of clients should be conducted. 2. A demographic analysis of program instructors, including their educational background correlated with performance, should be undertaken. / Graduation date: 1984

Safety is of paramount importance to manufacturers of roadway vehicles. Although in the past few years much progress has been made in the field of passenger safety in cars, there is still a strong need for the design of a more crashworthy vehicle in a frontal collision. Therefore, a vehicle crash test performance and how well the vehicle protects the front seat passengers in a head-on-collision is an essential part of the design of the vehicle. Over the past twelve years, the modeling of components and crash analysis of entire vehicles have become increasingly significant. In this thesis, a Ford Taurus model is analyzed in a frontal full-width and offset impact. This thesis describes the comparison of structural damage on a vehicle colliding with rigid pole as compared to the same vehicle model colliding with a barrier. The reason for selecting a rigid pole was to consider the worst-case scenario. The NHTSA has rules and regulations for barrier crashes; however it does not have any standards for pole crashes. In reality, there are many pole related vehicle crashes every year. Pole crashes involve vehicles colliding with utility and traffic light poles. Our purpose was to study the intrusion and injury values for the pole test and compare it with the barrier testing method of NHTSA. These simulations are carried under the New Car Assessment Program (NCAP) and the Insurance Institute for Highway Safety (IIHS). The simulations are obtained using LS-DYNA3D crash code. The rigid barrier, deformable barrier and pole are modeled in MSC/PATRAN. The accelerations at various points are recorded. The occupant compartment intrusions are compared between pole and barrier. Finally the responses of an occupant for the crash tests are studied in Mathematical Dynamical Models (MADYMO) by placing the dummy inside the dyna model. The dummy is placed in the car using extended coupling. A hybrid III 50th percentile male dummy model is used to study the occupant responses. The finite element shoulder and lap belts are modeled in MADYMO. The head accelerations are plotted and the HIC values are calculated. For the crash test the occupant foot injury during compartment intrusion is evaluated by calculating the tibia index and tibia forces. The barrier and the pole test results are compared and the results showed that the intrusions and injury values are more severe in the case of pole impact and in off-set crash there is a severe leg injury. / Thesis (M.S.)--Wichita State University, College of Engineering, Dept. of Mechanical Engineering. / "December 2005."

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