Task-Difficulty Homeostasis in Car Following Models : Experimental Validation Using Self-Paced Visual Occlusion

Car following (CF) models used in traffic engineering are often criticized for not incorporating “human factors” well known to affect driving. Some recent work has addressed this by augmenting the CF models with the Task-Capability Interface (TCI) model, by dynamically changing driving parameters as function of driver capability. We examined assumptions of these models experimentally using a self-paced visual occlusion paradigm in a simulated car following task. The results show strong, approximately one-to-one, correspondence between occlusion duration and increase in time headway. The correspondence was found between subjects and within subjects, on aggregate and individual sample level. The long time scale aggregate results support TCI-CF models that assume a linear increase in time headway in response to increased distraction. The short time scale individual sample level results suggest that drivers also adapt their visual sampling in response to transient changes in time headway, a mechanism which isn’t incorporated in the current models.Peer reviewe

Driver Gaze Behavior Is Different in Normal Curve Driving and when Looking at the Tangent Point

Several steering models in the visual science literature attempt to capture the visual strategies in curve driving. Some of them are based on steering points on the future path (FP), others on tangent points (TP). It is, however, challenging to differentiate between the models’ predictions in real–world contexts. Analysis of optokinetic nystagmus (OKN) parameters is one useful measure, as the different strategies predict measurably different OKN patterns. Here, we directly test this prediction by asking drivers to either a) “drive as they normally would” or b) to “look at the TP”. The design of the experiment is similar to a previous study by Kandil et al., but uses more sophisticated methods of eye–movement analysis. We find that the eye-movement patterns in the “normal” condition are indeed markedly different from the “tp” condition, and consistent with drivers looking at waypoints on the future path. This is the case for both overall fixation distribution, as well as the more informative fixation–by–fixation analysis of OKN. We find that the horizontal gaze speed during OKN corresponds well to the quantitative prediction of the future path models. The results also definitively rule out the alternative explanation that the OKN is produced by an involuntary reflex even while the driver is “trying” to look at the TP. The results are discussed in terms of the sequential organization of curve driving.Peer reviewe

Pursuit Eye-Movements in Curve Driving Differentiate between Future Path and Tangent Point Models

For nearly 20 years, looking at the tangent point on the road edge has been prominent in models of visual orientation in curve driving. It is the most common interpretation of the commonly observed pattern of car drivers looking through a bend, or at the apex of the curve. Indeed, in the visual science literature, visual orientation towards the inside of a bend has become known as “tangent point orientation”. Yet, it remains to be empirically established whether it is the tangent point the drivers are looking at, or whether some other reference point on the road surface, or several reference points, are being targeted in addition to, or instead of, the tangent point. Recently discovered optokinetic pursuit eye-movements during curve driving can provide complementary evidence over and above traditional gaze-position measures. This paper presents the first detailed quantitative analysis of pursuit eye movements elicited by curvilinear optic flow in real driving. The data implicates the far zone beyond the tangent point as an important gaze target area during steady-state cornering. This is in line with the future path steering models, but difficult to reconcile with any pure tangent point steering model. We conclude that the tangent point steering models do not provide a general explanation of eye movement and steering during a curve driving sequence and cannot be considered uncritically as the default interpretation when the gaze position distribution is observed to be situated in the region of the curve apex.Peer reviewe

Why would people want to travel more with automated cars?

The use of automated vehicles (AVs) may enable drivers to focus on non-driving related activities while travelling and reduce the unwanted efforts of the driving task. This is expected to make using a car more attractive, or at least less unpleasant compared to manually driven vehicles. Consequently, the number and length of car trips may increase. The aim of this study was to identify the main contributors to travelling more by AV. We analysed the L3Pilot project’s pilot site questionnaire data from 359 respondents who had ridden in a conditionally automated car (SAE level 3) either as a driver or as a passenger. The questionnaire queried the respondents’ user experience with the automated driving function, current barriers of travelling by car, previous experience with advanced driving assistance systems, and general priorities in travelling. The answers to these questions were used to predict willingness to travel more or longer trips by AV, and to use AVs on currently undertaken trips. The most predictive subset of variables was identified using Bayesian cumulative ordinal regression with a shrinkage prior (regularised horseshoe). The current study found that conditionally automated cars have a substantial potential to increase travelling by car once they become available. Willingness to perform leisure activities during automated driving, experienced usefulness of the system, and unmet travel needs, which AVs could address by making travelling easier, were the main contributors to expecting to travel more by AV. For using AVs on current trips, leisure activities, trust in AVs, satisfaction with the system, and traffic jams as barriers to current car use were important contributors. In other words, perceived usefulness motivated travelling more by AV and using AVs on current trips, but also other factors were important for using them on current trips. This suggests that one way to limit the growth of traffic with private AVs could be to address currently unmet travel needs with alternative, more sustainable travel modes

Beyond the tangent point : Gaze targets in naturalistic driving

Peer reviewe

Trade-off between jerk and time headway as an indicator of driving style

Variation in longitudinal control in driving has been discussed in both traffic psychology and transportation engineering. Traffic psychologists have concerned themselves with “driving style”, a habitual form of behavior marked by it’s stability, and its basis in psychological traits. Those working in traffic microsimulation have searched for quantitative ways to represent different driver-car systems in car following models. There has been unfortunately little overlap or theoretical consistency between these literatures. Here, we investigated relationships between directly observable measures (time headway, acceleration and jerk) in a simulated driving task where the driving context, vehicle and environment were controlled. We found individual differences in the way a trade-off was made between close but jerky vs. far and smooth following behavior. We call these “intensive” and “calm” driving, and suggest this trade-off can serve as an indicator of a possible latent factor underlying driving style. We posit that pursuing such latent factors for driving style may have implications for modelling driver heterogeneity across various domains in traffic simulation.Peer reviewe

DevOps in practice : A multiple case study of five companies

Context: DevOps is considered important in the ability to frequently and reliably update a system in operational state. DevOps presumes cross-functional collaboration and automation between software development and operations. DevOps adoption and implementation in companies is non-trivial due to required changes in technical, organisational and cultural aspects. Objectives: This exploratory study presents detailed descriptions of how DevOps is implemented in practice. The context of our empirical investigation is web application and service development in small and medium sized companies. Method: A multiple-case study was conducted in five different development contexts with successful DevOps implementations since its benefits, such as quick releases and minimum deployment errors, were achieved. Data was mainly collected through interviews with 26 practitioners and observations made at the companies. Data was analysed by first coding each case individually using a set of predefined themes and thereafter perform a cross-case synthesis. Results: Our analysis yielded some of the following results: (I) software development team attaining ownership and responsibility to deploy software changes in production is crucial in DevOps. (ii) toolchain usage and support in deployment pipeline activities accelerates the delivery of software changes, bug fixes and handling of production incidents. (ii) the delivery speed to production is affected by context factors, such as manual approvals by the product owner (iii) steep learning curve for new skills is experienced by both software developers and operations staff, who also have to cope with working under pressure. Conclusion: Our findings contributes to the overall understanding of DevOps concept, practices and its perceived impacts, particularly in small and medium sized companies. We discuss two practical implications of the results.Peer reviewe

Rakennusautomaatiovalvontaprosessin kehittäminen

Tässä insinöörityössä käsiteltiin rakennushankkeen rakennusautomaatiovalvontaprosessin vaiheita LVI- ja sähkövalvojan näkökulmasta rakennushankeen aikana. Tutkielman työelä-mälähtöisenä tavoitteena oli kehittää Rakennuttajatoimisto Valvontakonsultit Oy:lle ohjeita työkaluksi rakennusautomaatiovalvontaan ja laatupalavereihin. Rakennusautomaatiojärjestelmien jatkuva kehitys on kasvattanut sen merkitystä rakennuksen energiatehokkuuden ja järjestelmien hallinnan kannalta, joten nykyään se on tärkeä osa-alue talotekniikan kokonaisuudessa. Monesti hankkeeseen ei palkata erillistä rakennusautomaatiovalvojaa vaan LVI- ja sähkövalvojat hoitavat myös rakennusautomaatiovalvonnan. Jotta tilaajalle voitaisiin tuottaa palveluita laadukkaasti ja kustannustehokkaasti, täytyy yrityksellä olla selkeät käytännöt ja toimintaohjeet, sekä työkalut tehtävän suorittamiseen kaikkien tarjoamiensa palveluiden osalta. Työssä hyödynnettiin kvalitatiivista kyselytutkimusta ja tulosten analysoimisessa käytettiin kvalitatiivisia analyysitapoja, joita olivat teemoittelu ja yhteyksien tarkastelu. Tutkimuksen ja tulosten arviointi kohdistui teoreettisten näkemysten tutkimusmenetelmiin ja kyselyn pohjalta tehtyihin johtopäätöksiin. Insinöörityön lopputuloksena syntyi ohjaava asiakirjapohja LVIAS-laatupalaveriin ja ohje rakennusautomaatiovalvonnan suorittamiseen. LVIAS-laatupalaveri -asiakirjassa käydään lävitse talotekniset laatutavoitteet ja LVIAS-suunnitelmien ristiin tarkastus. Rakennusautomaatiovalvontaprosessi -ohje sisältää johdattelevan tekstin valvontaprosessin suorittamiseen rakentamis- ja vastaanottovaiheissa