The hazard perception test developed by Sagberg and Bjornskau (2006) measuring reaction times in relation to different hazardous situations in traffic, has been used in the present study to analyze older drivers’ visual behaviour when passing/responding to the test. The overall objective of this study has been to investigate the relation between hazard perception in traffic and visual behaviour among older drivers in comparison with a younger age group. The purpose of the study was to provide knowledge on what traffic situations that are more difficult for older drivers to interpret or perceive as hazardous. The elderly were expected to have more problems in situations that included objects classified as context hazards. Context hazards consist of objects that are slowly moving on the side of the road, which poses a situation where the driver should be prepared for the potential behaviour of that object. The study was composed of two groups of drivers, one group of middle-aged drivers, 35-55 years old, and one group of older drivers, 65 years old and above, who performed the hazard perception test wearing an eye tracker. Hazard interpretation level within age group and situation was investigated, and eye movement data analyzed in terms of fixation duration time. Overall results showed that the older participants had more problems in interpreting situations classified as context hazards as risky, especially context hazards consisting of pedestrians or cyclists. The differences were nevertheless significant. In addition, when investigating total fixation time on the hazard objects, the differences between age groups were shown to be significant for one of the situations consisting of pedestrians, classified as context/hidden hazard. No significant differences between age groups were found in either of the other situations. The conclusions are that the elderly tentatively should be exposed to context hazards composed by pedestrians or cyclist in future training schemes. Since there were no significant differences between age groups, more research is, however, needed in the area. Also, since the class of context/hidden hazards, which showed significant differences in fixation time between age groups, was composed by only one situation, resembling situations should be investigated in order to verify these differences.

Introduction: Bandura’s self-efficacy theory postulates that confidence is a stronger determinant of behaviour than one’s actual skills or abilities. The Day and Night time Driving Comfort Scales (D-DCS and N-DCS) are new tools to measure perceived confidence in older drivers. Developed inductively with older drivers, the DCSs have good structural properties and preliminary psychometric support, including test-retest reliability. Purpose: This thesis builds on previous work by further examining the construct validity of the DCSs via (1) temporal associations (Study 1) and (2) cross-sectional relationships (Study 2). Study 1 prospectively examined the relationship between DCS scores and self-reported driving behaviour. Study 2, meanwhile, examined cross-sectional associations between DCS scores and selected sample characteristics, self-reported driving behaviour and driving problems, perceived abilities and seven objectively measured driving-related abilities (visual acuity, contrast sensitivity, disability glare, brake reaction time, lower body mobility, executive skills and visual attention). Methods: For Study 1, a convenience sample of 82 older drivers (aged 63 to 93) were assessed at baseline and follow-up (five to 17 months later). Study tools comprised the DCSs, multi-item ratings of driving frequency, avoidance and perceived abilities and a background questionnaire. Telephone interviews were conducted with a subgroup of 45 drivers to examine reasons for changes in driving comfort. For Study 2, cross-sectional relationships with the DCSs were examined using baseline data from 65 drivers (aged 63 to 93). A subgroup of 42 participants completed objective assessments of driving-related abilities assessed via ETDRS charts, Pelli-Robson charts, Brightness Acuity Tester, brake reaction time apparatus, the Rapid Paced Walk, the Trail Making Tests (Parts A and B) and the UFOV subtest 2. Results: Prospectively, lower baseline N-DCS scores (p<.001) and decreased N-DCS scores (p<.001) were significant predictors of lower self-reported situational driving frequency (R2 = 34%) and greater situational avoidance (R2 = 51%) at follow-up. While DCS scores did not change appreciably for those who continued driving, N-DCS scores were significantly lower at follow-up for seven individuals who stopped driving (p<.05). Cross-sectionally, lower DCS scores were significantly associated with lower self-reported situational driving frequency, higher situational avoidance and lower ratings of perceived abilities (p<.001). Poorer left eye acuity scores were significantly associated with lower D-DCS (p<.05) and N-DCS (p<.05), while slower performance on Part A of the Trail Making Test was significantly related to lower D-DCS scores (p<.05). Participants with a discrepancy between their perceived and actual abilities had significantly higher D-DCS, situational driving frequency and lower situational avoidance (p<.05). Conclusions: Findings are consistent with Bandura’s self-efficacy theory and Rudman’s model of driving self-regulation and, thus, provide further support for the construct validity of the DCSs. Further studies are needed with larger, more diverse samples, including those with diagnosed impairments, to establish benchmarks for driving comfort in healthy drivers and various clinical populations (such as those with stroke, Parkinson’s or visual conditions). Prospective studies should also involve longer follow-up periods, examination of actual driving behaviour and barriers to self-restriction, and attempt to pinpoint whether there is a critical level of discomfort at which voluntary cessation is likely to occur.

Martinez, A (2011). Attityder hos lastbilsförare gällande mat i samband med långa -respektive korta transportsträckor. Akademin för hälsa och arbetsliv, Högskolan i Gävle.   AbstractBackground: The profession as a lorry driver is in many aspects very risky. Factors such as time directive, poor diet and shift work characterize the profession and puts drivers' health at risk. Current research shows that the vast majority of lorry drivers are overweight, suffer from high stress related to work and have on average a very low consumption of fruits and vegetables. All these factors may be associated with increased risk of cardiovascular disease, type 2 diabetes, obesity, and impaired quality of life. Purpose: To investigate the attitudes of the lorry drivers regarding food and meals in connection with the long, short and combined distances.Materials: A convenience sample was used in connection with this study, as professional drivers are a difficult study target. A total of 50 lorry drivers with three different professional backgrounds were investigated, long distance, distribution (short) and combined driving. In total the loss amounted to ten drivers, which means a shortfall of 20 percent.Design and Methods: A cross-sectional study was used as a diagnostic method for the analysis of individual factors in relation to attitudes. The above quantitative design was chosen because it effectively facilitates the study of large groups. Data collection was conducted with a questionnaire consisting of 21 questions. All questions were graded from 1-7 using the Likert- scale, which is a useful grading tool for attitudes and is also the correct scale level in relationship to this study. Results: The results show that there are no significant differences in attitudes between drivers who drive long, short – or combined distances. In addition the independent variables, do not affect the results. However, the driver’s exhibit similar attitude settings for individual study factors and the results show that there is a neutral attitude toward the social aspect of meals, while “mood” as a factor during food consumption is very important.Discussion: In order to improve lorry drivers working conditions and attitudes to food in a work setting, it requires knowledge of the individual factors that influence the attitudes of the profession. Attitudes are an important part of individual decision making and behavior. By examining the attitudes of lorry drivers on individual factors we can effectively streamline public health efforts to improve this vulnerable profession. Further research is needed to investigate the underlying and individual factors that determine the lorry driver’s food choices in relationship to work, however, this study can also be used in the continuing effort to improve lorry driver’s health and wellbeing.   Keywords: Lorry drivers, food, nutrition and health risk / I tid och otid

Analog-to-digital (A/D) conversion is a process that bridges the real analog world to digital signal processing. It takes a continuous-time, continuous amplitude signal as its input and outputs a discrete-time, discrete-amplitude signal. The resolution and sampling rate of an A/D converter vary depending on the application. Recently, there has been a growing demand for broadband (>1 MHz), high-resolution (>14bits) A/D converters. Applications that demand such converters include asymmetric digital subscriber line (ADSL) modems, cellular systems, high accuracy instrumentation, and medical imaging systems. This thesis suggests some design techniques for such high resolution and high sampling rate A/D converters. As the A/D converter performance keeps on increasing it becomes increasingly difficult for the input driver to settle to required accuracy within the sampling time. This is because of the use of larger sampling capacitor (increased resolution) and a decrease in sampling time (higher speed). So there is an increasing trend to have a driver integrated onchip along with A/D converter. The first contribution of this thesis is to present a new precharge scheme which enables integrating the input buffer with A/D converter in standard CMOS process. The buffer also uses a novel multi-path common mode feedback scheme to stabilize the common mode loop at high speeds. Another major problem in achieving very high Signal to Noise and Distortion Ratio (SNDR) is the capacitor mismatch in Digital to Analog Converters (DAC) inherent in the A/D converters. The mismatch between the capacitor causes harmonic distortion, which may not be acceptable. The analysis of Dynamic Element Matching (DEM) technique as applicable to broadband data-converters is presented and a novel second order notch-DEM is introduced. In this thesis we present a method to calibrate the DAC. We also show that a combination of digital error correction and dynamic element matching is optimal in terms of test time or calibration time. Even if we are using dynamic element matching techniques, it is still critical to get the best matching of unit elements possible in a given technology. The matching obtained may be limited either by random variations in the unit capacitor or by gradient effects. In this thesis we present layout techniques for capacitor arrays, and the matching results obtained in measurement from a test-chip are presented. Thus we present various design techniques for high speed and low noise A/D converters in this thesis. The techniques described are quite general and can be applied to most of the types of A/D converters.

Thesis (Ph. D.)--University of Washington, 2001. / Vita. Includes bibliographical references (p. 83-93).

Thesis (Ph.D.)--York University, 1999. Graduate Programme in Psychology. / Typescript. Includes bibliographical references (leaves 99-120). Also available on the Internet. MODE OF ACCESS via web browser by entering the following URL: http://gateway.proquest.com/openurl?url_ver=Z39.88-2004&res_dat=xri:pqdiss&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&rft_dat=xri:pqdiss:NQ39272

Thesis (Ph. D.)--University of North Texas, Aug., 2009. / Title from title page display. Includes bibliographical references.

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This study was carried out in order to gain an understanding of work engagement among bus drivers in Zimbabwe. The study seeks to assess work engagement, job satisfaction, happiness and burnout in terms of relationships, significant differences and lived experiences among bus drivers in Harare (Zimbabwe). Further investigation is done to determine whether job demands and job resources are strong predictors for the relationship between work engagement, happiness, job satisfaction and burnout. Thus findings in this study are significant in that they provide insight into the well-being of bus drivers and its impact on employee work engagement. The study entails a mixed method to research. For the qualitative part of this study semi structured interviews were be used in data collection. Questionnaires are used for the quantitative part of the study. The research instruments were based on the stated objectives as a guide of what to include and leave in the research instrument. For the Questionnaires, the shortened version of the Utrecht Work Engagement Scale (UWES), the Minnesota Satisfaction Questionnaire (MSQ), the Work-related Flow inventory (WOLF), the Oldenburg Burnout Inventory (OLBI) and the Job Demands Resources Scale and is adopted. Results showed practically and statistically significant positive relationships between variables of work engagement, work happiness, job satisfaction and job resources. However, burnout had practically and statistically significant negative relationships, of medium effect, with variables of work engagement, work happiness and job satisfaction. A possible explanation for this is that when employees withdraw mentally as a result of burnout, their work engagement levels will decrease. Job demands and job resources are strong predictors of work engagement, work happiness, job satisfaction and burnout. A possible explanation for the results is the organisational citizenship and commitment among the employees. Results indicated that all the demographic variables (such as different age groups, education level attained, tenure, bus ranks and marital status) had a significant difference with regards to total work engagement, job satisfaction, overall happiness, overall job resources and overall burnout. The bus drivers were engaged, happy and satisfied with their jobs in spite of the stressors. A possible explanation of the results could be the buffering effect job resources had on job demands. The tickets from the police’, peak hours’ and bad weather were sum of the stressors leading to burnout. However, positive attitudes and stress coping strategies led the bus drivers to be happy in spite of the stressors. Themes such as good working environment, socialising at work and supportive co- workers emerged on job resources. A limitation of the present study is its cross-sectional character. However, despite these limitations, the present findings have important implications for both future research and practice. For instance future research should be longitudinal. Furthermore future research efforts should focus on the different aspects of job demands and resources inclusive of rewards, work overload, growth opportunities, social support, organisational support, job security and job advancement. This information is useful because it will allow managers and organisations to adjust jobs, training, and the work environment based on the factors that contribute the most to workplace happiness, job satisfaction and work engagement. Results in this study suggest that recovery from burnout help individuals to cope with job demands and to create new resources. These findings suggest that organisations should provide employees with facilities to recover and promote the development of leisure activities to help them overcome the daily strains of work. / Thesis (M.Soc.Sc.)-University of KwaZulu-Natal, Durban, 2012.

This thesis attempts to understand the role and meaning of occupational identity in the contemporary British railway industry. It examines the way in which culture change initiatives and programmes have explicitly targeted an older 'railroad culture'. The study explores the way such a culture was portrayed by successive Conservative Governments and management as being a major obstacle to change, and a historic reason why the industry has under performed. The notion of the past failure of the industry, and a cultural analysis predicated on such assumptions, is challenged. Employing a historical and comparative research strategy, it is argued here that grade and industry culture is an emergent autonomous property of the workforce itself and as such attempts to change it are misguided, and at times positively harmful to the organisation. The research uses a variety of material collected from London Underground and former British Rail companies, including documentary sources, semi-structured interviews and non-participant observation techniques.