Cette these pose l'hypothese de la particularite du groupe des camionneurs de longue-distance (truckeurs) tant sur le plan des realites sous-culturelles que sur celui des discours ideologiques. / Le travail de terrain s'est effectue dans le nord-ouest quebecois, c'est-a-dire en Abitibi et a la Baie James. / Appliquant le concept de culture la ou l'on aurait tendance a avoir recours au concept du groupe de travail (occupationnel), s'appuyant sur la notion d'ideologie des truckeurs la ou l'on parlerait normalement d'ideologie de classe, l'argumentation demontre que le groupe d'identite en question est un groupe sous-culturel de plein droit, existant dans un territoire abstrait: l'univers routier. / A partir de la description detaillee du proces de travail dans la perspective de la vie quotidienne, la these tente de faire l'analyse du "plaisir d'etre truckeur" en developpant une problematique specifique autour de la notion de force ainsi que de celles du controle, du rythme, de la meditation, du tournoi et de la creation de mondes. / En ce sens, c'est une contribution a la comprehension des modes d'existence contemporains de la pensee et de la pratique symbolique.

Drivers are expected to traverse through an intersection in malfunctioning flash mode in the same manner as a stop-sign controlled intersection. Red/red flash corresponds to four-way stop control and yellow/red flash corresponds to two-way stop control. However, at a red flashing signal there is no assurance that a driver can see the cross street indication (i.e., yellow or red flash) and therefore does not know if the intersection is operating as a two-way or four-way flash. In addition, some drivers appear unclear on the rules at a flashing signal. This confusion makes the intersection more accident prone. This study builds upon several previous studies, using data extracted from existing files. The objective of this study is to determine the level of drivers' understanding of the flash control through an analysis of violation rates and types at recorded intersection in malfunction flash. Comparing these violation rates to those at comparable stop-control intersections will help illustrate the difference in drivers' understanding of these similar intersection control devices.

Research has suggested that affective states have critical effects on various cognitive processes and performance. Evidence from driving studies has also emphasized the importance of driver situation awareness (Endsley, 1995b) for driving performance and safety. However, to date, no research has investigated the relationship between affective effects and driver situation awareness. Two studies examined the relationship between a driver's affective states and situation awareness. In Experiment 1, 30 undergraduates drove in a simulator after either anger or neutral affect induction. Results suggested that an induced angry state can degrade driver situation awareness and driving performance more than the neutral state. Interestingly, the angry state did not influence participants' perceived workload. Experiment 2 explored the possibilities of using an "attention deployment" emotion regulation strategy as an intervention for mitigating angry effects on driving, via an adaptive speech-based system. 60 undergraduates drove the same scenario as in Experiment 1 after affect induction with different intervention conditions: anger with no sound; anger with the ER system: directive/ command style emotion regulation messages; anger with the SA system: suggestive/ notification style situation awareness prompts; or neutral with no sound. Results showed that both speech-based systems can not only enhance driver situation awareness and driving performance, but also reduce the anger level and perceived workload. Participants rated the ER system as more effective, but they rated the SA system as less annoying and less authoritative than the ER system. Based on the results of Experiment 2, regression models were constructed between a driver's affective states and driving performance, being mediated by situation awareness (full mediation for speeding and partial mediation for collision). These results allow researchers to construct a more detailed driver behavior model by showing how an affective state can influence driver situation awareness and performance. The practical implications of this research include the use of situation awareness prompts as a possible strategy for mitigating affective effects, for the design of an affect detection and mitigation system for drivers.

Long distance truck drivers are considered a special interest group in terms of drug----- driving research and policy due to high rates of use, involvement of drugs in truck accidents and the link between drug use and work related fatigue. Qualitative interview data was collected from 35 long haul truck drivers in South East Queensland and analysed using NVivo 2.0. High rates of licit and illicit drug use (particularly amphetamines) were reported. However, unlike previous studies which focus on fatigue, this research found overlapping and changing motivations for drug use during individual lifetimes. Using Becker's model of a drug use 'career' it was revealed that some drivers begin illicit drug use before they begin truck driving. As well as fatigue, powerful motives such as peer pressure, wanting to fit the trucking 'image', socialisation, relaxation and addiction were reported. These may need to be considered along side fatigue in the development of effective drug prevention or cessation policies for truck drivers.

Sleepiness contributes to between 20 and 30% of all heavy vehicle accidents throughout the world each year. Professional drivers are particularly susceptible to the effects of sleepiness, due to chronic or acute sleep deprivation, time-on-task effects, driving at circadian low points, and increased daytime sleepiness resulting from sleep disorders. Population surveys of heavy vehicle drivers indicates that a small proportion of drivers use pharmaceutical means in order to help maintain alertness during long-haul trips. Despite the known benefits of amphetamine-type stimulants on reducing fatigue and sleepiness, epidemiological evidence suggests that a large percentage of fatally injured professional drivers test positive to amphetamines. The primary objective of the current thesis was to determine the underlying causes of these sleep- and drug-related accidents. Experimentally, driving performance can be broken down into specific components that can be examined independently. Measures of behavioural disposition provide an indication of the drivers’ mood, ability to determine a change in performance and sleepiness, and whether the driver can make appropriate decisions regarding their ability to drive safely when sleep-deprived. Simulated driving tasks are commonly used to detect driving-related performance in a controlled and safe environment. The task of driving involves a number of components, including attention and vigilance, processing speed and reaction time, visual processes, and executive functioning, which can be measured using neurocognitive tasks. Smaller, pre-conscious neural processes that are undetected by behavioural tasks may also be affected by sleep deprivation, and in turn, affect driving performance. Electrophysiological (eventrelated potentials; ERPs) and neuroimaging (functional magnetic resonance imaging; fMRI) measures can be used to determine the neural underpinnings of visual and auditory processes after sleep deprivation. The aim of this thesis was to determine the effects of one night of sleep deprivation on these driving-related processes in professional drivers. In Experiment 1, nineteen professional drivers underwent two randomised sessions; one session following a normal night of sleep and one session following 24-hours of sleep deprivation. Behavioural disposition, simulated driving performance, neurocognitive measures related to driving, and visual and auditory ERPs were examined in both sessions. Subjective ratings of sleepiness and sleepiness symptoms increased significantly following sleep deprivation. Simulated driving performance and neurocognitive measures of vigilance and reaction time were impaired after sleep deprivation, whereas tasks examining processing speed and executive functioning were less susceptible to sleep deprivation. Event-related potentials of visual and auditory processing indicated that early visual processes were unaffected by sleep deprivation, whereas the amplitude of later cognitive processing was attenuated after sleep deprivation. Driving also involves the ability of the driver to divide his or her attention between different sensory modalities in the driving environment. Experiment 2 presents a functional neuroimaging experiment examining the effect of sleep deprivation on neural activations that occur in response to a cross-modal divided attention task. There was no significant effect of sleep deprivation on behavioural performance. Following sleep deprivation, increased activation was observed in the temporal gyrus, cerebellum and precuneus, compared to activations observed after normal sleep. As no behavioural changes were observed, the results suggest that additional activation may act as a compensatory mechanism. The restorative effect of d-amphetamine on sleep deprivation related impairment was examined in Experiment 3. This pilot study examined eight professional drivers who were past or current users of amphetamine across four, randomised sessions; after normal sleep with oral placebo, after sleep deprivation with oral placebo, after normal sleep with 0.42mg/kg oral d-amphetamine, and after sleep deprivation and 0.42mg/kg oral d-amphetamine. Measures of behavioural disposition appeared to be more affected by d-amphetamine administration after sleep deprivation compared to simulated driving and neurocognitive performance, however these findings need further clarification in a larger sample. The results of the present thesis highlight the detrimental influence of sleep deprivation on a range of driving-related processes. The experienced, professional drivers in this study were able to recognise signs and symptoms of sleepiness, and acted upon these indicators appropriately. Measures of driving-related performance on both simulated driving, and simple neurocognitive tasks were negatively affected by sleep loss, although there is likely to be a discrepancy between on-road and laboratory behaviour. ERP and neuroimaging findings in the present thesis suggest that these sleep-related behavioural effects are caused by small changes in neural processing and neural recruitment. Sleep deprivation can have large implications for safe driving, and this study highlights the importance of promoting and educating the driving public about the dangers of driving when sleepy.

Thesis (M.Sc. Chemistry)--University of Waikato, 2006. / Includes bibliographical references. Also available via the World Wide Web.

Thesis (Ph. D.)--University of Sydney, 2003. / Includes tables and questionnaires. Title from title screen (viewed Apr. 29, 2008). Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the Faculty of Medicine. Degree awarded 2003; thesis submitted 2002. Includes bibliography. Also available in print form.

Includes index. / Also issued online.

Thesis (M.S. in Systems Engineering)--Naval Postgraduate School, December 2004. / Thesis advisor(s): Singh Gurminder, John Gibson. Includes bibliographical references (p. 65-66). Also available online.

Thesis (Ph. D.)--University of Alabama at Birmingham, 2007. / Title from PDF of title page (viewed Oct. 13, 2009). Additional advisors: Jerri D. Edwards, David L. Roth, David E. Vance, Virginia G. Wadley. Includes bibliographical references (p. 36-44).