Validation of the driver behaviour questionnaire using behavioural data from an instrumented vehicle and high-fidelity driving simulator

Data from two previously published studies were used to examine the correlations between scores on the violation, error and lapse sub-scales of the driver behaviour questionnaire, and observed driving speed. One dataset utilised data from an instrumented vehicle, which recorded driver speed on bends on a rural road. The other utilised data from a driving simulator study. Generally in both datasets the DBQ violation subscale was associated with objectively-measured speed, while the error and lapse sub-scales were not. These findings are consistent with the idea that the DBQ is a valid measure of observed behaviour in real driving (its original intended use) and also in simulated driving. The fact that associations were the same in real and simulated driving lends further support to the relative validity of driving simulation. The need for larger and more focused studies examining the role of different motivations in different driving situations is discussed.     

Judgments of approach speed for motorcycles across different lighting levels and the effect of an improved tri-headlight configuration

The misperception of vehicle approach speed is a key contributory factor to road traffic crash involvement. Past research has indicated that individuals use the rate of visual looming to calculate the time to passage (TTP) of a vehicle, and that smaller vehicles loom to a lesser extent than larger vehicles. Despite a disproportionate number of fatal injuries occurring on the road after dark, and a higher than average number of accidents involving automobile drivers violating the right of way of a motorcyclist occurring in low light conditions, there has been very little consideration of the accuracy of TTP for smaller and larger vehicles under low levels of luminance. We investigated drivers’ judgments of motorcycle and car approach speeds across a number of levels of luminance within a virtual city scene, as well as the effectiveness of a tri-headlight formation on motorcycle speed judgments. The accuracy of car approach speed judgments were not affected by changes in lighting conditions, but speed judgments for the solo headlight motorcycle became significantly less accurate as lighting reduced in the early night and night-time conditions. Incorporation of a tri-headlight formation onto the standard motorcycle frame resulted in improved accuracy of approach speed judgments, relative to the solo headlight motorcycle, as ambient light levels reduced. The practical implications of the findings are discussed in terms of road safety and motorcycle design.     

Errors in judging the approach rate of motorcycles in nighttime conditions and the effect of an improved lighting configuration

One of the key contributory factors for accident involvement is misjudgment of approach speed (Department for Transport, 2010). Past research has indicated that individuals can use the rate of visual looming in order to the judge time to passage (TTP) of approaching vehicles, and that smaller vehicles loom to a lesser extent than larger vehicles (e.g., Horswill et al., 2005). However, the judgment of TTP in nighttime conditions has received little attention. This paper explores drivers’ abilities to make judgments of motorcycles and car approach speeds in nighttime driving conditions, when only the headlights are visible, as well as the effectiveness of a tri-headlight configuration on the accuracy of motorcycle speed judgments. Results showed that individuals were significantly more accurate at judging the speed of two car headlights compared with the standard solo headlight motorcycle. However, the inclusion of a tri-headlight formation on a standard motorcycle frame significantly improved these judgments. A further investigation demonstrated that tri-headlight configurations with separation between headlights on the horizontal and vertical axes are most effective for yielding accurate speed judgments. The implications of the results for road safety and motorcycle design are discussed.     

Secretory protein traffic. Chromogranin A contains a dominant targeting signal for the regulated pathway

Secretory proteins are targeted into either constitutive (secreted upon synthesis) or regulated (stored in vesicles and released in response to a secretagogue) pathways. To investigate mechanisms of protein targeting into catecholamine storage vesicles (CSV), we stably expressed human chromogranin A (CgA), the major soluble protein in human CSV, in the rat pheochromocytoma PC-12 cell line. Chromaffin cell secretagogues (0.1 mM nicotinic cholinergic agonist, 55 mM K+, or 2 mM Ba++) caused cosecretion of human CgA and catecholamines from human CgA-expressing cells. Sucrose gradients colocalized human CgA and catecholamines to subcellular particles of the same buoyant density. Chimeric proteins, in which human CgA (either full-length [457 amino acids] or truncated [amino-terminal 226 amino acids]) was fused in-frame to the ordinarily nonsecreted protein chloramphenicol acetyltransferase (CAT), were expressed transiently in PC-12 cells. Both constructs directed CAT activity into regulated secretory vesicles, as judged by secretagogue-stimulated release. These data demonstrate that human CgA expressed in PC-12 cells is targeted to regulated secretory vesicles. In addition, human CgA can divert an ordinarily non-secreted protein into the regulated secretory pathway, consistent with the operation of a dominant targeting signal for the regulated pathway within the peptide sequence of CgA.     

Dispatchable transmission in RTO markets

We consider transmission owners that bid capacity, under appropriate Regional Transmission Organization (RTO) market rules, at a positive price into forward and spot (dispatch) auctions to derive congestion revenues. This can encompass daily, monthly, or multimonthly auctions, allowing for commitment of transmission to reflect market needs in different time periods, e.g., seasons. We provide two and three node examples and a general formulation of the auction model.     

A formal framework for positive and negative detection schemes.

In anomaly detection, the normal behavior of a process is characterized by a model, and deviations from the model are called anomalies. In behavior-based approaches to anomaly detection, the model of normal behavior is constructed from an observed sample of normally occurring patterns. Models of normal behavior can represent either the set of allowed patterns (positive detection) or the set of anomalous patterns (negative detection). A formal framework is given for analyzing the tradeoffs between positive and negative detection schemes in terms of the number of detectors needed to maximize coverage. For realistically sized problems, the universe of possible patterns is too large to represent exactly (in either the positive or negative scheme). Partial matching rules generalize the set of allowable (or unallowable) patterns, and the choice of matching rule affects the tradeoff between positive and negative detection. A new match rule is introduced, called r-chunks, and the generalizations induced by different partial matching rules are characterized in terms of the crossover closure. Permutations of the representation can be used to achieve more precise discrimination between normal and anomalous patterns. Quantitative results are given for the recognition ability of contiguous-bits matching together with permutations.     

Designing deductive databases

We consider the problem of designing schemas for deductive databases. The design problem is to construct a database schema that supports, at minimal expected cost, a given set of database transactions. Our results include a formal definition of both a deductive database schema and a schema transformation. A schema transformation is used in the design process to transform one schema into another, with the goal of reducing the expected database costs. Our design methodology defines the concept of a schema transformation within the context of the clause-based deductive database model. The IDB of the schema that results from the design process includes clauses sufficient for a theorem prover to map queries stated against the original schema into queries against the (more cost effective) resulting schema. This allows users to interact exclusively with the initial schema, while the schema that results from the design process specifies the actual structure of the implemented database. In other words, the initial schema serves as the logical schema for the database, and the result of the design process serves as its physical schema.     

Optimal video stream multiplexing through linear programming

This paper presents a new optimal multiplexing scheme for compressed video streams based on their individual e-PCRTT transmission schedules. A linear programming algorithm is proffered, which takes into account the different constraints of each client. The algorithm simultaneously finds the optimum total multiplexed and individual stream schedules that minimize the peak transmission rate. Since the problem is formulated as a linear program it is bounded in polynomial time. It is shown that the algorithm succeeds in obtaining maximum bandwidth utilization with Quality of Service (QoS) guarantees. Simulation results using 10 real MPEG-1 video sequences are presented. The optimal multiplexing linear programming results are compared to the e-PCRTT and Join-the-Shortest-Queue (JSQ) procedures in terms of peak transmission bandwidth, P-loss performance and standard deviation. For several client buffer sizes, the rate obtained by our LP solution when compared to a previous e-PCRTT and JSQ methods resulted in reductions of 47% and 56%, respectively. This implies for a fixed rate problem that the proposed scheme can allow an increase in the number of simultaneously served video streams.     

Changes in self-reported driving intentions and attitudes while learning to drive in Great Britain

Novice drivers are overrepresented in traffic collisions, especially in their first year of solo driving. It is widely accepted that some driving behaviours (such as speeding and thrill-seeking) increase risk in this group. Increasingly research is suggesting that attitudes and behavioural intentions held in the pre-driver and learning stage are important in determining later driver behaviour in solo driving. In this study we examine changes in several self-reported attitudes and behavioural intentions across the learning stage in a sample of learner drivers in Great Britain. A sample of 204 learner drivers completed a self-report questionnaire near the beginning of their learning, and then again shortly after they passed their practical driving test. Results showed that self-reported intentions regarding speed choice, perceptions regarding skill level, and intentions regarding thrill-seeking (through driving) became less safe over this time period, while self-reported intentions regarding following distance and overtaking tendency became safer. The results are discussed with reference to models of driver behaviour that focus on task difficulty; it is suggested that the manner in which behind-the-wheel experience relates to the risk measures of interest may be the key determining factor in how these change over the course of learning to drive.