VANET Applications: Hot Use Cases

Current challenges of car manufacturers are to make roads safe, to achieve free flowing traffic with few congestions, and to reduce pollution by an effective fuel use. To reach these goals, many improvements are performed in-car, but more and more approaches rely on connected cars with communication capabilities between cars, with an infrastructure, or with IoT devices. Monitoring and coordinating vehicles allow then to compute intelligent ways of transportation. Connected cars have introduced a new way of thinking cars - not only as a mean for a driver to go from A to B, but as smart cars - a user extension like the smartphone today. In this report, we introduce concepts and specific vocabulary in order to classify current innovations or ideas on the emerging topic of smart car. We present a graphical categorization showing this evolution in function of the societal evolution. Different perspectives are adopted: a vehicle-centric view, a vehicle-network view, and a user-centric view; described by simple and complex use-cases and illustrated by a list of emerging and current projects from the academic and industrial worlds. We identified an empty space in innovation between the user and his car: paradoxically even if they are both in interaction, they are separated through different application uses. Future challenge is to interlace social concerns of the user within an intelligent and efficient driving

An Investigation of Multisided Digital Platform Boundaries

Multisided digital platforms (MSDPs) are software systems that attract at least two distinct groups of users and generate network effects. They have attracted the attention of scholars and practitioners in recent years, as they have disrupted how firms create and capture value and have blurred their boundaries. Firms implementing MSDPs may make different boundary decisions when configuring the complements of their MSDPs. In some cases, they build complements in-house, while in others, they rely on third-party complementors. Despite efforts to understand the complex phenomenon of MSDPs, there is still confusion about what they are, and little is known about the determinant of their boundaries. This study aimed to provide a clear definition of MSDPs and investigated the factors influencing their boundaries as well as how firms respond to these factors. To answer these questions, first, this thesis synthesised a definition of MSDPs by integrating various streams of literature. Based on this, MSDPs have been defined as an organising logic characterised by a layered modular architecture and satisfying three conditions: (1) multisidedness, (2) modularity and (3) codebase extension. Second, this thesis implemented a qualitative case study of Uber, a ridesharing MSDP that disrupted the taxi industry worldwide, to understand the factors influencing MSDP’s boundaries. An in-depth analysis of Uber’s boundary decisions regarding its payment and maps complements was conducted. This showed that supply side factors identified in the literature, such as the need to reduce transactional hazards and build core competencies, influenced MSDP boundary decisions. In addition, demand side factors that have not been considered by previous research influenced firm boundaries. These demand side factors were complement localisation (adapting to local market conditions), customer heterogeneity realisation (addressing customers’ heterogenous needs and preferences) and supermodular complementarity ignition (increasing user numbers and investment in the MSDP). The findings suggested that an MSDP firm is more likely to rely on third-party complementors to respond to demand side factors, even though this may increase transactions costs. An exception to this is when a third-party complementary asset cannot be customised to meet the requirements of the MSDP. In these cases, an MSDP is more likely to build a complement in-house. These findings have offered new insights into MSDP boundaries by shifting the focus of existing theories of firm boundaries from the supply side to the demand side and from value capture to value creation. These new theoretical findings have complemented existing theories of firm boundaries and enhanced our understanding of MSDP boundaries. Moreover, these findings have important theoretical and practical implications, such as the need for future research to better understand demand side factors and for managers to evaluate the tension between supply side and demand side factors strategically.Qatar Research Leadership Program, Qatar Foundatio

How do in-car navigation aids impair expert navigators’ spatial learning ability?

Reliance on digital navigation aids has already shown negative impacts on navigators’ innate spatial abilities. How this happens is still an open research question. We report on an empirical study with twenty-four experienced (male) taxi drivers to evaluate the long-term impacts of in-car navigation system use on the spatial learning ability of these navigation experts. Specifically, we measured cognitive load by means of electroencephalography (EEG) coupled with eye tracking to assess their visuospatial attention allocation during a video-based route-following task while driving through an unknown urban environment. We found that long-term reliance on in-car navigation aids did not affect participants’ visual attention allocation during spatial learning but rather limited their ability to encode viewed geographic information into memory, which, in turn, led to greater cognitive load, especially along route segments between intersections. Participants with greater dependence on in-car navigation aids performed worse on the spatial knowledge tests. Our combined behavioral and neuropsychological findings provide evidence for the impairment of expert navigators’ spatial learning ability when exposed to long-term use of digital in-car navigation aids

Patterns of use, perceived benefits and reported effects of access to navigation support systems: an inter-European field operational test

The study presents findings regarding drivers’ patterns of use, attitude towards, and reported effects of access to mature nomadic navigation support systems. Three different systems were tested by 582 drivers in four-field operational tests for a period of six months. A majority of the participants used the support system for trips where the route/destination was unfamiliar but there were also other use scenarios. The main benefits entailed convenience and comfort. Reported effects involved increased possibilities to choose the route according to preferences; a decrease in the time it took to reach destinations and in the distance covered to reach the destination. One in four reported a decrease in fuel consumption attributed an increased compliance with speed limits and/or that driving around and searching for the correct route to reach the desired destination could be avoided. A majority reported ‘no change’ regarding the number of journeys made by car. Reported effects (whether increases or decreases) were however smaller than expected before the trial

Psychological principles of successful aging technologies: A mini-review

Based on resource-oriented conceptions of successful life-span development, we propose three principles for evaluating assistive technology: (a) net resource release; (b) person specificity, and (c) proximal versus distal frames of evaluation. We discuss how these general principles can aid the design and evaluation of assistive technology in adulthood and old age, and propose two technological strategies, one targeting sensorimotor and the other cognitive functioning. The sensorimotor strategy aims at releasing cognitive resources such as attention and working memory by reducing the cognitive demands of sensory or sensorimotor aspects of performance. The cognitive strategy attempts to provide adaptive and individualized cuing structures orienting the individual in time and space by providing prompts that connect properties of the environment to the individual's action goals. We argue that intelligent assistive technology continuously adjusts the balance between `environmental support' and `self-initiated processing' in person-specific and aging-sensitive ways, leading to enhanced allocation of cognitive resources. Furthermore, intelligent assistive technology may foster the generation of formerly latent cognitive resources by activating developmental reserves (plasticity). We conclude that `lifespan technology', if co-constructed by behavioral scientists, engineers, and aging individuals, offers great promise for improving both the transition from middle adulthood to old age and the degree of autonomy in old age in present and future generations. Copyright (C) 2008 S. Karger AG, Basel

A wayfinding aid to increase navigator independence

Wayfinding aids are of great benefit because users do not have to rely on their learned geographic knowledge or orientation skills alone for successful navigation. Additionally cognitive resources usually captured by this activity can be spent elsewhere. A challenge however remains for wayfinding aid developers. Due to the automation of wayfinding aids navigator independence may be decreasing via the use of these aids. In order to address this wayfinding aids might be improved additionally to perform a training role. Since the most versatile wayfinders appear to deploy a dual strategy for geographic orientation it is proposed that wayfinding aids be improved to foster such an approach. This paper presents the results of an experimental study testing a portion of the suggested enhancement