Driving a motor vehicle is a complex activity, and errors in performing the driving task can result in crashes which cause property damage, injuries, and sometimes death. It is important that the road environment supports drivers in safe performance of the driving task. At present, increasing amounts of visual information from sources such as roadside advertising create visual clutter in the road environment. There has been little research on the effect of this visual clutter on driving performance, particularly for vulnerable groups such as novice and older drivers. The present work aims to fill this gap. Literature from a variety of relevant disciplines was surveyed and integrated, and a model of the mechanisms by which visual clutter could affect performance of the driving task was developed. To determine potential sources of clutter, focus groups with drivers were held and two studies involving subjective ratings of visual clutter in photographs and video clips of road environments were carried out. This resulted in a taxonomy of visual clutter in the road environment: ‘situational clutter’, including vehicles and other road users with whom drivers interact; ‘designed clutter’, including road signs, signals, and markings used by traffic authorities to communicate with users; and ‘built clutter’, including roadside development and any signage not originating from a road authority. The taxonomy of visual clutter was tested using the change detection paradigm. Drivers were slower to detect changes in photographs of road scenes with high levels of visual clutter than with low levels, and slower for road scenes including advertising billboards than road scenes without billboards. Finally, the effects of billboard presence and lead vehicles on vehicle control, eye movements and responses to traffic signs and signals were tested using a driving simulator. The number of vehicles included appeared to be insufficient to create situational clutter. However billboards had significant effects on driver speed (slower), ability to follow directions on road signs (slower with more errors), and eye movements (increased amount of time fixating on roadsides at the expense of scanning the road ahead). Older drivers were particularly affected by visual clutter in both the change detection and simulated driving tasks. Results are discussed in terms of implications for future research and for road safety practitioners. Visual clutter can affect driver workload as well as purely visual aspects of the driving task (such as hazard perception and search for road signs). When driver workload is increased past a certain point other driving tasks will also be performed less well (such as speed maintenance). Advertising billboards in particular cause visual distraction, and should be considered at a similar level of potential danger as visual distraction from in-vehicle devices. The consequences of roadside visual clutter are more severe for the growing demographic of older drivers. Currently, road environments do not support drivers (particularly older drivers) as well as they could. Based on the results, guidance is given for road authorities to improve this status when designing and location road signage and approving roadside advertising.

Thesis (M.S.)--University of Wyoming, 2008. / Title from PDF title page (viewed on Dec. 23, 2009). Includes bibliographical references (p. 125-126).

Thesis (MTech. degree in Architectural Technology (Management)) / Revision of the Road Transportation Act 74 of 1977, with the de-regulation of the long-haul trucking industry, caused a fast growing, highly competitive industry, where the road transport industry revolves around cost of delivery and delivery times. Unreasonable customer expectations place a burden on truck drivers who are mostly uneducated and mostly ignorant of the hazardous conditions under which they work. The study therefore investigates the causes and development of hazard patterns (with frequencies of accidents), the circumstances and conditions of long-haul trucking that make the establishment of trucking centres necessary, as well as the requirements of truck drives, employers and owner-drivers to see if the proposed trucking centres will be rejected or accepted by them. The proposed centres would provide safe rest periods, healthy food, continuous health and traffic education and would allow for social interaction between visitors at these centres. These conditions would contribute to the reduction of number of road accidents and stem the spread of sexually transmitted diseases.

Background: According to the Council of Medical Schemes of South Africa (CMS, 2007:52), nearly seventeen percent of the total benefits paid during 2006 were for medicine. Medicine is thus a cost-driving contributor to total healthcare financing. There are various factors influencing and driving medicine usage and cost patterns, including inter alia provider preference, therapeutic committees, marketing and cost. Objectives: The purpose of this study was to identify the top twenty trade name products according to total cost and prevalence in a section of the private health care sector of South Africa, and to identify cost driving products. Methodology: A quantitative, retrospective drug utilisation review (DUR) study was performed on computerised medication records (medicine claims data) for two consecutive years (i.e. 2005 and 2006) that were obtained from a South African pharmaceutical benefit management company (PBM). The study population consisted of 1 218358 and 1 259 099 patients for 2005 and 2006 respectively. A total of 19 860 679 and 21 473017 medicine items that were claimed during 2005 and 2006 were included in the review. Descriptive statistics were used to describe the data, and were analysed using the Statistical Analysis System® SAS 9.1® programme. The cost prevalence index (CPI), developed by Serfontein (1989:180), was used as an indicator of the relative expensiveness of medicine. Resource- and activity driver products (cost driving products) were identified on the database by calculating the total cost of the product, the CPI of the product as well as the prevalence of the product. Variables for analysis included age, gender, prescriber and provider types. Resurts and discussion: A total number of 8 522 574 and 9 046 138 prescriptions were analysed, with an average of 2.33 ± 1.56 and 2.37 ± 1.58 items per prescription during 2005 and 2006 respectively. The average cost per prescription for the total database was R222.16 ± R463.13 for 2005 and R226.25 ± R557.49 for 2006. Members had to co-pay an average of R26.33 ± R102.70 per prescription in 2005 compared to R29.74 ± R103.96 per prescription in 2006. Children under the age of nine accounted for approximately 13% of the total study population, the adolescent age group < 9 and ≥ 19 years) represented 12%, age group three < 19 and ≥ 45 years) represented 38%, age group four < 45 and ≥ 59 years) represented 21% and the geriatric age group (patients older than 59 years) represented 16% of the total study population on the database. About 44% of the study population were male compared to 56% female patients. The top twenty trade name products ranked according to total cost represented about 13% (N=R1 893376 921.00 and N=R2 046 944382.50 in 2005 and 2006 respectively) of the overall medicine cost. The top five trade name products according to total cost for 2005 in descending order were Upitor 1 Omg and 20mg, Fosamax 70mg, Celebrex 200mg and Prexum 4mg. During 2006 the top five trade name products were similar except for Cipralex 10mg in the place of Celebrex 200mg. The CPls for all these products were above one; these products were also all activity drivers. The top twenty trade name products ranked according to prevalence represented about 11% (N=19 860679 and N=21 473074) of the total medicine prevalence for both study periods. The top five trade name products according to prevalence for both years contained Eltroxin 100mcg, Ecotrin 81 mg, Upitor 10mg and Alcophyllex syrup, with Myprodol capsules in 2005 and Mybulen tablets in 2006. Upitor 1 Omg was the only cost driver product in this list. General medical practitioners prescribed the largest quantity of medicine items and represented about 73% of all the medicine items on the database. The medicine prescribed by general medical prescribers accounted for 65% of the overall medicine expenditure on the database. Pharmacies can be seen as the main providers of medicine items. Pharmacies provided approximately 80% of the medicine items and represented over 91% of the total medicine expenditure. Cardiovascular agents were the main pharmacological group that represented the greatest percentage of the total medicine cost, about 19% in both study years. Cardiovascular agents were also positioned 1st according to prevalence and represented about 14% of the overall medicine prevalence in both the study periods. Conclusions and recommendations: Cost driver products can be seen as the products that drives medicine expenditure in the managed health care environment, thus driving the total cost of medicine treatment in the private health care sector of South Africa. Through the implementation of managed health care information- and management instruments medicine expenditure can be reduced. Recommendations for future research have been made. / Thesis (M. Pharm. (Pharmacy Practice))--North-West University, Potchefstroom Campus, 2009.

Background: According to the Council of Medical Schemes of South Africa (CMS, 2007:52), nearly seventeen percent of the total benefits paid during 2006 were for medicine. Medicine is thus a cost-driving contributor to total healthcare financing. There are various factors influencing and driving medicine usage and cost patterns, including inter alia provider preference, therapeutic committees, marketing and cost. Objectives: The purpose of this study was to identify the top twenty trade name products according to total cost and prevalence in a section of the private health care sector of South Africa, and to identify cost driving products. Methodology: A quantitative, retrospective drug utilisation review (DUR) study was performed on computerised medication records (medicine claims data) for two consecutive years (i.e. 2005 and 2006) that were obtained from a South African pharmaceutical benefit management company (PBM). The study population consisted of 1 218358 and 1 259 099 patients for 2005 and 2006 respectively. A total of 19 860 679 and 21 473017 medicine items that were claimed during 2005 and 2006 were included in the review. Descriptive statistics were used to describe the data, and were analysed using the Statistical Analysis System® SAS 9.1® programme. The cost prevalence index (CPI), developed by Serfontein (1989:180), was used as an indicator of the relative expensiveness of medicine. Resource- and activity driver products (cost driving products) were identified on the database by calculating the total cost of the product, the CPI of the product as well as the prevalence of the product. Variables for analysis included age, gender, prescriber and provider types. Resurts and discussion: A total number of 8 522 574 and 9 046 138 prescriptions were analysed, with an average of 2.33 ± 1.56 and 2.37 ± 1.58 items per prescription during 2005 and 2006 respectively. The average cost per prescription for the total database was R222.16 ± R463.13 for 2005 and R226.25 ± R557.49 for 2006. Members had to co-pay an average of R26.33 ± R102.70 per prescription in 2005 compared to R29.74 ± R103.96 per prescription in 2006. Children under the age of nine accounted for approximately 13% of the total study population, the adolescent age group < 9 and ≥ 19 years) represented 12%, age group three < 19 and ≥ 45 years) represented 38%, age group four < 45 and ≥ 59 years) represented 21% and the geriatric age group (patients older than 59 years) represented 16% of the total study population on the database. About 44% of the study population were male compared to 56% female patients. The top twenty trade name products ranked according to total cost represented about 13% (N=R1 893376 921.00 and N=R2 046 944382.50 in 2005 and 2006 respectively) of the overall medicine cost. The top five trade name products according to total cost for 2005 in descending order were Upitor 1 Omg and 20mg, Fosamax 70mg, Celebrex 200mg and Prexum 4mg. During 2006 the top five trade name products were similar except for Cipralex 10mg in the place of Celebrex 200mg. The CPls for all these products were above one; these products were also all activity drivers. The top twenty trade name products ranked according to prevalence represented about 11% (N=19 860679 and N=21 473074) of the total medicine prevalence for both study periods. The top five trade name products according to prevalence for both years contained Eltroxin 100mcg, Ecotrin 81 mg, Upitor 10mg and Alcophyllex syrup, with Myprodol capsules in 2005 and Mybulen tablets in 2006. Upitor 1 Omg was the only cost driver product in this list. General medical practitioners prescribed the largest quantity of medicine items and represented about 73% of all the medicine items on the database. The medicine prescribed by general medical prescribers accounted for 65% of the overall medicine expenditure on the database. Pharmacies can be seen as the main providers of medicine items. Pharmacies provided approximately 80% of the medicine items and represented over 91% of the total medicine expenditure. Cardiovascular agents were the main pharmacological group that represented the greatest percentage of the total medicine cost, about 19% in both study years. Cardiovascular agents were also positioned 1st according to prevalence and represented about 14% of the overall medicine prevalence in both the study periods. Conclusions and recommendations: Cost driver products can be seen as the products that drives medicine expenditure in the managed health care environment, thus driving the total cost of medicine treatment in the private health care sector of South Africa. Through the implementation of managed health care information- and management instruments medicine expenditure can be reduced. Recommendations for future research have been made. / Thesis (M. Pharm. (Pharmacy Practice))--North-West University, Potchefstroom Campus, 2009.

Der stetig steigende Funktionsumfang im Automobil und die zunehmende Vernetzung von Steuergeräten erfordern neue Methoden zur Beherrschung der Komplexität in der Validierung und Verifikation. Die virtuelle Absicherung ermöglicht die Integration der Software in einem PC-System, unabhängig von der Ziel-Hardware, zur frühzeitigen Gewährleistung der Softwarequalität im Entwicklungsprozess. Ebenso kann die Wiederverwendbarkeit vorhandener Komponenten in zukünftigen Mikrocontrollern sichergestellt werden. Die Grundlage dafür liefert der AUTOSAR-Standard durch einheitliche Schnittstellenbeschreibungen, welche die Abstraktion von Hardware und Software ermöglichen. Allerdings enthält der Standard hardwareabhängige Software-Komponenten, die als Complex-Device-Drivers (CDDs) bezeichnet werden. Aufgrund ihrer Hardwareabhängigkeit sind CDDs nicht direkt in eine virtuelle Absicherungsplattform integrierbar, da die spezifischen Hardware-Module nicht verfügbar sind. Die Treiber sind dennoch Teil der Steuergeräte-Software und somit bei einem ganzheitlichen Absicherungsansatz mit zu betrachten. Diese Dissertation beschreibt sieben unterschiedliche Konzepte zur Berücksichtigung von CDDs in der virtuellen Absicherung. Aus der Evaluierung der Praxistauglichkeit aller Ansätze wird eine Auswahlmethodik für die optimale Lösung bei sämtlichen Anwendungsfällen von CDDs in der Steuergeräte-Software entwickelt. Daraus abgeleitet, eignen sich zwei der Konzepte für die häufigsten Anwendungsfälle, die im Weiteren detailliert beschrieben und realisiert werden. Das erste Konzept erlaubt die vollständige Simulation eines CDD. Dies ist notwendig, um die Integration der Funktions-Software selbst ohne den Treiber zu ermöglichen und alle Schnittstellen abzusichern, auch wenn der CDD noch nicht verfügbar ist. Durch eine vollständige Automatisierung ist die Erstellung der Simulation nur mit geringem Arbeitsaufwand verbunden. Das zweite Konzept ermöglicht die vollständige Integration eines CDD, wobei die Hardware-Schnittstellen über einen zusätzlichen Hardware-Abstraction-Layer an die verfügbare Hardware des Systems zur virtuellen Absicherung angebunden werden. So ist der Treiber in der Lage, reale Hardware-Komponenten anzusteuern und kann funktional abgesichert werden. Eine flexible Konfiguration der Abstraktionsschicht erlaubt den Einsatz für eine große Bandbreite von CDDs. Im Rahmen der Arbeit werden beide Konzepte anhand von industrierelevanten Projekten aus der Serienentwicklung erprobt und detailliert evaluiert. / The constantly increasing amount of functions in modern automobiles and the growing degree of cross-linking between electronic control units (ECU) require new methods to master the complexity in the validation and verification process. The virtual validation and verification enables the integration of the software on a PC system, which is independent from the target hardware, to guarantee the required software quality in the early development stages. Furthermore, the software reuse in future microcontrollers can be verified. All this is enabled by the AUTOSAR standard which provides consistent interface descriptions to allow the abstraction of hardware and software. However, the standard contains hardware-dependent components, called complex device drivers (CDD). Those CDDs cannot be directly integrated into a platform for virtual verification, because they require a specific hardware which is not generally available on such a platform. Regardless, CDDs are an essential part of the ECU software and therefore need to be considered in an holistic approach for validation and verification. This thesis describes seven different concepts to include CDDs in the virtual verification process. A method to always choose the optimal solution for all use cases of CDDs in ECU software is developed using an evaluation of the suitably for daily use of all concepts. As a result from this method, the two concepts suited for the most frequent use cases are detailed and developed as prototypes in this thesis. The first concept enables the full simulation of a CDD. This is necessary to allow the integration of the functional software itself without the driver. This way all interfaces can be tested even if the CDD is not available. The complete automation of the generation of the simulation makes the process very efficient. With the second concept a CDD can be entirely integrated into a platform for virtual verification, using an hardware abstraction layer to connect the hardware interfaces to the available hardware of the platform. This way, the driver is able to control real hardware components and can be tested completely. A flexible configuration of the abstraction layer allows the application of the concept for a wide variety of CDDs. In this thesis both concepts are tested and evaluated using genuine projects from series development.

This thesis gives an overview of the principles of a points system for evaluating the drivers (point system) and statistics of accidents in road transport of the Czech Republic.. The operating principle of the points system is supplemented by graphical analysis of drivers who have received some penalty point and also overview of European countries with similar systems. The thesis contains the results of public research on the topic "point system". At the conclusion of this thesis is an analysis of time series of basic indicators of accidents on the roads of the Czech Republic supplemented by analysis of the impact point system for accident and its consequences on people's lives.

Der stetig steigende Funktionsumfang im Automobil und die zunehmende Vernetzung von Steuergeräten erfordern neue Methoden zur Beherrschung der Komplexität in der Validierung und Verifikation. Die virtuelle Absicherung ermöglicht die Integration der Software in einem PC-System, unabhängig von der Ziel-Hardware, zur frühzeitigen Gewährleistung der Softwarequalität im Entwicklungsprozess. Ebenso kann die Wiederverwendbarkeit vorhandener Komponenten in zukünftigen Mikrocontrollern sichergestellt werden. Die Grundlage dafür liefert der AUTOSAR-Standard durch einheitliche Schnittstellenbeschreibungen, welche die Abstraktion von Hardware und Software ermöglichen. Allerdings enthält der Standard hardwareabhängige Software-Komponenten, die als Complex-Device-Drivers (CDDs) bezeichnet werden. Aufgrund ihrer Hardwareabhängigkeit sind CDDs nicht direkt in eine virtuelle Absicherungsplattform integrierbar, da die spezifischen Hardware-Module nicht verfügbar sind. Die Treiber sind dennoch Teil der Steuergeräte-Software und somit bei einem ganzheitlichen Absicherungsansatz mit zu betrachten. Diese Dissertation beschreibt sieben unterschiedliche Konzepte zur Berücksichtigung von CDDs in der virtuellen Absicherung. Aus der Evaluierung der Praxistauglichkeit aller Ansätze wird eine Auswahlmethodik für die optimale Lösung bei sämtlichen Anwendungsfällen von CDDs in der Steuergeräte-Software entwickelt. Daraus abgeleitet, eignen sich zwei der Konzepte für die häufigsten Anwendungsfälle, die im Weiteren detailliert beschrieben und realisiert werden. Das erste Konzept erlaubt die vollständige Simulation eines CDD. Dies ist notwendig, um die Integration der Funktions-Software selbst ohne den Treiber zu ermöglichen und alle Schnittstellen abzusichern, auch wenn der CDD noch nicht verfügbar ist. Durch eine vollständige Automatisierung ist die Erstellung der Simulation nur mit geringem Arbeitsaufwand verbunden. Das zweite Konzept ermöglicht die vollständige Integration eines CDD, wobei die Hardware-Schnittstellen über einen zusätzlichen Hardware-Abstraction-Layer an die verfügbare Hardware des Systems zur virtuellen Absicherung angebunden werden. So ist der Treiber in der Lage, reale Hardware-Komponenten anzusteuern und kann funktional abgesichert werden. Eine flexible Konfiguration der Abstraktionsschicht erlaubt den Einsatz für eine große Bandbreite von CDDs. Im Rahmen der Arbeit werden beide Konzepte anhand von industrierelevanten Projekten aus der Serienentwicklung erprobt und detailliert evaluiert. / The constantly increasing amount of functions in modern automobiles and the growing degree of cross-linking between electronic control units (ECU) require new methods to master the complexity in the validation and verification process. The virtual validation and verification enables the integration of the software on a PC system, which is independent from the target hardware, to guarantee the required software quality in the early development stages. Furthermore, the software reuse in future microcontrollers can be verified. All this is enabled by the AUTOSAR standard which provides consistent interface descriptions to allow the abstraction of hardware and software. However, the standard contains hardware-dependent components, called complex device drivers (CDD). Those CDDs cannot be directly integrated into a platform for virtual verification, because they require a specific hardware which is not generally available on such a platform. Regardless, CDDs are an essential part of the ECU software and therefore need to be considered in an holistic approach for validation and verification. This thesis describes seven different concepts to include CDDs in the virtual verification process. A method to always choose the optimal solution for all use cases of CDDs in ECU software is developed using an evaluation of the suitably for daily use of all concepts. As a result from this method, the two concepts suited for the most frequent use cases are detailed and developed as prototypes in this thesis. The first concept enables the full simulation of a CDD. This is necessary to allow the integration of the functional software itself without the driver. This way all interfaces can be tested even if the CDD is not available. The complete automation of the generation of the simulation makes the process very efficient. With the second concept a CDD can be entirely integrated into a platform for virtual verification, using an hardware abstraction layer to connect the hardware interfaces to the available hardware of the platform. This way, the driver is able to control real hardware components and can be tested completely. A flexible configuration of the abstraction layer allows the application of the concept for a wide variety of CDDs. In this thesis both concepts are tested and evaluated using genuine projects from series development.

Transportation-network companies such as Uber and Lyft have permeated cities around the world. While they have been lauded for introducing a new mobility option, questions of equity have been raised, including in relation to people with disabilities. Numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility of transportation service they facilitate, with some of the lawsuit focusing on wheelchair accessibility. These have been reported in the media while work on the topic is lacking in the academic literature. This doctoral research explores wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A mixed-methods approach was used to investigate the research problem. The quantitative strand surveyed 341 wheelchair users in the U.S., while the qualitative strand consisted of three sets of 16 qualitative interviews with drivers on the Uber and Lyft apps, Uber and Lyft company representatives, and representatives of relevant government agencies in Washington, DC. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions. / Doctor of Philosophy / Transportation-network companies connect drivers who are interested in providing a ride to riders who are looking for transportation through smartphone apps. Uber and Lyft are the most common of these companies. Both companies operate in many cities around the world. They are praised for creating a transportation alternative, but there is a concern that they may not serve everyone equally. For example, people with disabilities, especially wheelchair users have complained that they are not receiving the same service as those who do not use wheelchair. In the US, there are numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility. Some of the lawsuit focus on wheelchair accessibility. These issues are reported in the media mostly. This doctoral research looks at wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A survey and a set of interviews were used to investigate the research problem. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions.

No description available.