Driving Conditions Research Articles

1P1-C05 顔情報に基づくドライバーの状態計測

交通事故の原因の中でも, 運転中の脇見, 安全確認忘れといった危険・異常の見落としの占める割合は大きいとされている。よって, ドライバーの状態を推定することは事故防止や運転支援等のシステム構築に貢献できると考えられる。本研究では, まず非接触型でリアルタイム性を持った顔情報計測システムを構築する。そして, そのシステムを実際に車に搭載してドライバーの顔情報を計測し, 様々シチュエーションで現れる特徴からドライバの状態を推定する実験を行う。

Beam simulations for IRE and driver—status and strategy

The methods and codes employed in the US Heavy Ion Fusion program to simulate the beams in an Integrated Research Experiments (IRE) facility and a fusion driver are presented in overview. A new family of models incorporating accelerating module impedance, multi-beam, and self-magnetic effects is described, and initial WARP3D particle simulations of beams using these models are presented. Finally, plans for streamlining the machine-design simulation sequence, and for simulating beam dynamics from the source to the target in a consistent and comprehensive manner, are described.

Provoked driver aggression and status: a field study

Male and female students enrolled in introductory psychology at a small public liberal arts university in North Dakota, USA volunteered for the present field experiment. Driving their own vehicles, participants followed directions given by an accompanying experimenter. At a predetermined stop sign, participants were honked and gestured at by a male confederate who drove either a low or high status vehicle. Various aggressive responses to provocation were measured, including rate of acceleration, duration of vocalization, presence of nonverbal gestures, and horn honk duration and latency. The results are discussed in the context of Doob and Gross's (A.N. Doob and A.E. Gross, Journal of Social Psychology 76 (1968) 213–218.) “horn-honking” study in which participant drivers were frustrated by high or low status drivers. In the present study, provocation rather than frustration was used to elicit aggressive responding. Participant drivers accelerated more quickly relative to a baseline measurement in the low status condition. No gender differences in driver aggression were observed. It was concluded that instrumental aggression rather than affective responding is influenced by status.

Alcohol and motor vehicle-related deaths of children as passengers, pedestrians, and bicyclists.

The overall percentage of motor vehicle deaths associated with alcohol consumption declined between 1991 and 1996, but the risk of death due to alcohol-related crashes for children warrants analysis. To examine the association between alcohol use by drivers and mortality of children who were passengers, pedestrians, and bicyclists. Analysis of data from the Fatality Analysis Reporting System, a nationwide US registry of motor vehicle deaths, for 1991-1996. A total of 16,676 children younger than 16 years who were passengers, pedestrians, or bicyclists and whose death was due to a motor vehicle crash. Alcohol use by drivers involved in crashes in which children died, assessed by age and sex of the child and driver and type of crash. A total of 3310 deaths (19.9%) involved alcohol-related crashes. The percentage declined from 21.6% in 1991 to 17.8% in 1996. Considering only crashes in which the alcohol-use status of the child's driver was relevant, the decline was less marked, from 18.8% in 1991 to 15.1% in 1995, with an increase to 16.4% in 1996. Among crashes involving alcohol, the child's own driver had been drinking in 66.3% of cases, varying from 58.0% to 70.7% over time. Drivers younger than the legal drinking age of 21 years who had been drinking alcohol accounted for 30.3% of alcohol-related passenger deaths among children. While the overall percentage of alcohol-related motor vehicle deaths for children declined between 1991 and 1996, experiences for passengers, pedestrians, and bicyclists differ. Selected characteristics of children and drivers that elevate the risk of an alcohol-related motor vehicle death point to the need for further policy and clinical interventions.

How Long-Haul Motor Carriers Determine Truck Driver Work Schedules: The Role of Shipper Demands

Tight delivery schedules have been blamed for widespread violations of hours-of-service rules by interstate tractor-trailer drivers. The purpose of the present study was to identify determinants of drivers' schedules, particularly delivery requirements of shippers. Long-haul drivers were surveyed at weigh stations in Wyoming and Tennessee and asked who had arranged their current loads. The arranger, usually a motor-carrier dispatcher, then was interviewed by telephone. Interviews were conducted with 270 of 309 identified dispatchers. Revenue was the most frequently cited factor (75%) in decisions to accept or reject loads from shippers. Delivery deadlines (24%) and the hours-of-service status of the nearest driver (9%) were cited much less. Dispatchers reported that shippers ask for sufficient time for drivers to adhere to both speed limits and hours-of-service rules. Trip mileage is reported as the key determinant of trip schedule assignments (58%); however, other factors also are considered, including speed limits (27%) and past experience with particular routes (13%). About two-thirds of the dispatchers reported using rule-of-thumb average travel speeds. Overall, 14% of dispatchers reported that they expected drivers to travel at an average speed in excess of 60 mph. Tight delivery schedules and hours-of-service violations can occur if rule-of-thumb average speeds above 60 mph are the primary basis for assigned trip times. This survey suggests that tight schedules cannot be attributed solely to shipper demands.

トラック運転手の労働実態と健康状態 : 質問紙法による全国調査結果

トラック運転手の労働実態と健康状態 : 質問紙法による全国調査結果

Effectiveness and Role of Driver Education and Training in a Graduated Licensing System

Formal driver education/training programs exist in almost all jurisdictions around the world. They are generally accepted as an efficient and effective means for learning to drive, and, more importantly, for learning to drive safely, although empirical evidence for safety benefits is lacking. Recently, there has been a heightened interest in driver education/training, largely as a result of the adoption of graduated licensing in a few jurisdictions in North America and elsewhere. These jurisdictions have effectively elevated the status of driver education/training by integrating it into the licensing system. Implicitly, this suggests that driver education provides safety benefits. This article provides a contemporary review of the value of driver education/training, particularly in relation to new licensing systems such as graduated ones. The article examines the safety benefits of driver education/training and considers the merits of integrating driver education/training programs with new approaches to the licensing of young drivers.

Martingale Representation and a Simple Proof of Logarithmic Sobolev Inequalities on Path Spaces

We show how the Clark-Ocone-Haussmann formula for Brownian motion on a compact Riemannian manifold put forward by S. Fang in his proof of the spectral gap inequality for the Ornstein-Uhlenbeck operator on the path space can yield in a very simple way the logarithmic Sobolev inequality on the same space. By an appropriate integration by parts formula the proof also yields in the same way a logarithmic Sobolev inequality for the path space equipped with a general diffusion measure as long as the torsion of the corresponding Riemannian connection satisfies Driver's total antisymmetry condition.

Seat belt use, insurance status, and hospital bad debt.

Previous studies have shown that not wearing a seat belt is associated with both increased injury severity and higher hospital charges. In this article, we examine whether unrestrained motorists are also more likely (a) to be medically uninsured, and (b) to leave their hospital bills unpaid. We reviewed the hospital clinical and billing records for all occupants in motor vehicle collisions admitted to the Massachusetts General Hospital Emergency Department during a 2-month period (n = 265). Using data on seat belt use, insurance status, bad debt, admission to the hospital, driver or passenger status, age and sex, we performed simple correlation and multiple regression analyses to determine the association between (a) seat belt use and insurance status and (b) seat belt use and hospital bad debt. Unrestrained patients were more likely both to be uninsured and, holding insurance status and other factors constant, to generate bad debt for the hospital. Our findings are similar to previous studies that show that the public pays a significant share of the medical care charges associated with risk-taking behavior. Propitious selection, an economic theory, may explain such findings. It asserts that risk-taking individuals are least likely to buy insurance voluntarily and will also be the ones most likely to deliberately place themselves in dangerous situations. Our findings show that people who do not use seat belts are more likely to have outstanding hospital bills; the public effectively pays for these bills in higher taxes or insurance premiums.

The use of psychophysiology to assess driver status

Twenty subjects completed an on-the-road driving experiment, consisting of two different tests conducted on two separate days. A two-part test was administered while subjects were under the influence of alcohol (BAC < = 0.05%); a four-part test was administered without alcohol consisting of a 2.5 h driving test under vigilance conditions on a quiet highway. The order of the tests was balanced across subjects. Changes in relevant physiological parameters, such as ECG and EEG, reflected changes in driver status and predicted driving impairment. Impairment of driving performance was measured in a standard driving test (SD lateral position and SD steering wheel movements) and in a recently developed car-following test (reaction to speed changes of a leading car).

Assessing driver status: A demonstration experiment on the road

Twenty subjects completed an on-the-road experiment that consisted of two parts on two separate days. One was a one-hour driving test under the influence of alcohol (BAC < = 0.05%), the second a two-and-a-half-hour driving test under vigilance conditions. Impairment of driving performance was measured in a car-following test as well as in a standard driving test. Changes in relevant physiological parameters, such as ECG and EEG, reflected changes in driver status and predicted driving performance impairment.

Risk perception and decision taking during the transition between novice and experienced driver status

Abstract Young drivers are statistically overrepresented in road accidents. Their elevated risk is a complex function of chronological age and driving experience, both of which are associated with acceptance and misperception of risk on the road. A better understanding of the cognitive changes which accompany their transition from novice to experienced driver status should allow us to elucidate the factors underlying their acceptance and misperception of traffic risk. With, such an understanding, we would be in a better position to take decisions about improving their safety via training and education schemes rather than via legislative constraints on their exposure to risk. This paper considers evidence that young drivers underestimate certain traffic hazards and overestimate their own driving abilities. The potential contribution of these misperceptions to their faulty decision taking during skills acquisition is discussed in the light of recent findings from relevant research. Some implications for fut...

飛しょう体加速技術の現状

飛しょう体加速技術の現状

The tractor as a work-place A preliminary report on a survey among Norwegian farmers and tractor drivers

The results of a national survey of Norwegian farmers are given. The survey was undertaken because of the lack of information on the farmers' own opinions of tractors, tractor operation and working environment; of the age, condition and time in use of tractors and different equipment; of the farmer's and tractor driver's health conditions and their opinions on recent ergonomics developments. The survey results provide the basis for deciding future research and development and also to assign priorities.

Tort—Negligence—Driver of Car under the Influence of Drink—Passenger Elects to Continue Journey, Knowing of Driver's Condition—Accident in which Passenger Injured—Volenti Non Fit Iniuria Held no Defence

Tort—Negligence—Driver of Car under the Influence of Drink—Passenger Elects to Continue Journey, Knowing of Driver's Condition—Accident in which Passenger Injured—Volenti Non Fit Iniuria Held no Defence