| 1. |
- Engert, Andreas, et al.
(författare)
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The European Hematology Association Roadmap for European Hematology Research : a consensus document
- 2016
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Ingår i: Haematologica. - Pavia, Italy : Ferrata Storti Foundation (Haematologica). - 0390-6078 .- 1592-8721. ; 101:2, s. 115-208
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Tidskriftsartikel (refereegranskat)abstract
- The European Hematology Association (EHA) Roadmap for European Hematology Research highlights major achievements in diagnosis and treatment of blood disorders and identifies the greatest unmet clinical and scientific needs in those areas to enable better funded, more focused European hematology research. Initiated by the EHA, around 300 experts contributed to the consensus document, which will help European policy makers, research funders, research organizations, researchers, and patient groups make better informed decisions on hematology research. It also aims to raise public awareness of the burden of blood disorders on European society, which purely in economic terms is estimated at (sic)23 billion per year, a level of cost that is not matched in current European hematology research funding. In recent decades, hematology research has improved our fundamental understanding of the biology of blood disorders, and has improved diagnostics and treatments, sometimes in revolutionary ways. This progress highlights the potential of focused basic research programs such as this EHA Roadmap. The EHA Roadmap identifies nine 'sections' in hematology: normal hematopoiesis, malignant lymphoid and myeloid diseases, anemias and related diseases, platelet disorders, blood coagulation and hemostatic disorders, transfusion medicine, infections in hematology, and hematopoietic stem cell transplantation. These sections span 60 smaller groups of diseases or disorders. The EHA Roadmap identifies priorities and needs across the field of hematology, including those to develop targeted therapies based on genomic profiling and chemical biology, to eradicate minimal residual malignant disease, and to develop cellular immunotherapies, combination treatments, gene therapies, hematopoietic stem cell treatments, and treatments that are better tolerated by elderly patients.
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| 2. |
- Dey, Debargha, et al.
(författare)
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Color and Animation Preferences for a Light Band EHMI in Interactions Between Automated Vehicles and Pedestrians
- 2020
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Ingår i: Proceedings of the 2020 CHI Conference on Human Factors in Computing Systems. - New York, NY, USA : Association for Computing Machinery.
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Konferensbidrag (refereegranskat)abstract
- In this paper, we report user preferences regarding color and animation patterns to support the interaction between Automated Vehicles (AVs) and pedestrians through an external Human-Machine-Interface (eHMI). Existing concepts of eHMI differ – among other things – in their use of colors or animations to express an AV’s yielding intention. In the absence of empirical research, there is a knowledge gap regarding which color and animation leads to highest usability and preferences in traffic negotiation situations. We conducted an online survey (N=400) to investigate the comprehensibility of a light band eHMI with a combination of 5 color and 3 animation patterns for a yielding AV. Results show that cyan is considered a neutral color for communicating a yielding intention. Additionally, a uniformly flashing or pulsing animation is preferred compared to any pattern that animates sideways. These insights can contribute in the future design and standardization of eHMIs.
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| 3. |
- Dey, Debargha, et al.
(författare)
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Communicating the intention of an automated vehicle to pedestrians : The contributions of eHMI and vehicle behavior
- 2021
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Ingår i: IT-Information Technology. - : Walter de Gruyter GmbH. - 1611-2776 .- 2196-7032. ; 63:2, s. 123-141
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Tidskriftsartikel (refereegranskat)abstract
- External Human-Machine Interfaces (eHMIs) are expected to bridge the communication gap between an automated vehicle (AV) and pedestrians to replace the missing driver-pedestrian interaction. However, the relative impact of movement-based implicit communication and explicit communication with the aid of eHMIs on pedestrians has not been studied and empirically evaluated. In this study, we pit messages from an eHMI against different driving behaviors of an AV that yields to a pedestrian to understand whether pedestrians tend to pay more attention to the motion dynamics of the car or the eHMI in making road-crossing decisions. Our contributions are twofold: we investigate (1) whether the presence of eHMIs has any objective effect on pedestrians’ understanding of the vehicle’s intent, and (2) how the movement dynamics of the vehicle affect the perception of the vehicle intent and interact with the impact of an eHMI. Results show that (1) eHMIs help in convincing pedestrians of the vehicle’s yielding intention, particularly when the speed of the vehicle is slow enough to not be an obvious threat, but still fast enough to raise a doubt about a vehicle’s stopping intention, and (2) pedestrians do not blindly trust the eHMI: when the eHMI message and the vehicle’s movement pattern contradict, pedestrians fall back to movement-based cues. Our results imply that when explicit communication (eHMI) and implicit communication (motion-dynamics and kinematics) are in alignment and work in tandem, communication of the AV’s yielding intention can be facilitated most effectively. This insight can be useful in designing the optimal interaction between AVs and pedestrians from a user-centered design perspective when driver-centric communication is not available.
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| 4. |
- Dey, Debargha, et al.
(författare)
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Taming the eHMI jungle : A classification taxonomy to guide, compare, and assess the design principles of automated vehicles' external human-machine interfaces
- 2020
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Ingår i: Transportation Research Interdisciplinary Perspectives. - : Elsevier Ltd. - 2590-1982. ; 7
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Tidskriftsartikel (refereegranskat)abstract
- There is a growing body of research in the field of interaction between automated vehicles and other road users in their vicinity. To facilitate such interactions, researchers and designers have explored designs, and this line of work has yielded several concepts of external Human-Machine Interfaces (eHMI) for vehicles. Literature and media review reveals that the description of interfaces is often lacking in fidelity or details of their functionalities in specific situations, which makes it challenging to understand the originating concepts. There is also a lack of a universal understanding of the various dimensions of a communication interface, which has impeded a consistent and coherent addressal of the different aspects of the functionalities of such interface concepts. In this paper, we present a unified taxonomy that allows a systematic comparison of the eHMI across 18 dimensions, covering their physical characteristics and communication aspects from the perspective of human factors and human-machine interaction. We analyzed and coded 70 eHMI concepts according to this taxonomy to portray the state of the art and highlight the relative maturity of different contributions. The results point to a number of unexplored research areas that could inspire future work. Additionally, we believe that our proposed taxonomy can serve as a checklist for user interface designers and researchers when developing their interfaces. © 2020 The Authors
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| 5. |
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Ethics of Connected and Automated Vehicles : Recommendations on Road Safety, Privacy, Fairness, Explainability and Responsibility
- 2020
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Annan publikation (övrigt vetenskapligt/konstnärligt)abstract
- This report presents the work of a European Commission Expert Group established to advise on specific ethical issues raised by driverless mobility for road transport. The report aims to promote a safe and responsible transition to connected and automated vehicles (CAVs) by supporting stakeholders in the systematic inclusion of ethical considerations in the development and regulation of CAVs.In the past few years, ethical questions associated with connected and automated vehicles (CAVs) have been the subject of academic and public scrutiny. A common narrative presents the development of CAVs as something that will inevitably benefit society by reducing the number of road fatalities and harmful emissions from transport and by improving the accessibility of mobility services. In contrast, this report applies a Responsible Research and Innovation (RRI) approach to CAVs. This approach recognises the potential of CAV technology to deliver the aforementioned benefits but also recognises that technological progress alone is not sufficient to realise this potential.To deliver the desired results, the future vision for CAVs ought to incorporate a broader set of ethical, legal and societal considerations into the development, deployment and use of CAVs. To this end, this report presents a set of 20 ethical recommendations concerning the future development and use of CAVs. These recommendations are grounded in the fundamental ethical and legal principles laid down in the EU Treaties and in the EU Charter of Fundamental Rights.
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| 6. |
- Ijsselstijn, Jitka, et al.
(författare)
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Traffic safety in the Westerschelde tunnel in case of emergency
- 1998
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Ingår i: Proceedings of Road safety in Europe. Conference in Bergisch Gladbach, Germany, September 21-23, 1998. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 105-119
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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| 7. |
- Kyriakidis, Miltos, et al.
(författare)
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A human factors perspective on automated driving
- 2019
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Ingår i: Theoretical Issues in Ergonomics Science. - : Taylor & Francis. - 1463-922X .- 1464-536X. ; 20:3, s. 223-249
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Tidskriftsartikel (refereegranskat)abstract
- Automated driving can fundamentally change road transportation and improve quality of life. However, at present, the role of humans in automated vehicles (AVs) is not clearly established. Interviews were conducted in April and May 2015 with 12 expert researchers in the field of human factors (HFs) of automated driving to identify commonalities and distinctive perspectives regarding HF challenges in the development of AVs. The experts indicated that an AV up to SAE Level 4 should inform its driver about the AV's capabilities and operational status, and ensure safety while changing between automated and manual modes. HF research should particularly address interactions between AVs, human drivers and vulnerable road users. Additionally, driver-training programmes may have to be modified to ensure that humans are capable of using AVs. Finally, a reflection on the interviews is provided, showing discordance between the interviewees’ statements – which appear to be in line with a long history of HFs research – and the rapid development of automation technology. We expect our perspective to be instrumental for stakeholders involved in AV development and instructive to other parties.
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| 8. |
- Martens, Marieke H, et al.
(författare)
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4-0 and 3-1 contraflow workzone areas : effects on driving behaviour, workload and comfort
- 2001
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Ingår i: Proceedings of the Conference Road Safety on Three Continents in Pretoria, South Africa, 20-22 September 2000. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 456-465
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- In contraflow work zone areas, traffic of one carriageway is guided to the other carriageway with decreased lane width, either partially (3-1 type work zone) or completely (4-0 type work zone). According to the Dutch guidelines for work zone areas, a contraflow system is only allowed to have a maximum length of 4 km, since otherwise it is supposed that road users experience too high a workload. The present study investigated the effects of long contraflow systems (up to 12 km) on lateral position, longitudinal control, speed, road marking crossings, steering performance, workload and subjective evaluation. The study included a driving simulator study, video observations of traffic behaviour at contraflow systems, and a study with an instrumented vehicle at prolonged contraflow-systems. The driving simulator study investigated the effect of type of contraflow system, lane width and length of the contraflow system on driving behaviour, workload and subjective safety. Video images of traffic behaviour at transitions from a standard motorway to both contraflow systems were analysed and effects of both contraflow systems on real driving behaviour and physiological measures were studied by means of driving in an instrumented vehicle in actual traffic. The three separate studies showed to be complementary. The driving simulator study (with simulated cars and heavy vehicles surrounding the subject) showed a clear difference in driving behaviour and subjective safety between 3-1 and 4-0 type work zones. Lane width also turned out to affect driving performance. The study with the instrumented vehicle showed effects on driving behaviour and physical workload, with the effect of length being in correspondence with the results found in the driving simulator study. The video images showed high turbulence in the traffic flow in front of the work zones due to a fairly high amount of lane changes. This may be explained by drivers trying to avoid the traffic lane where heavy traffic is allowed. Based on the results of the three studies together, safety recommendations were proposed for designing safe contraflow systems, with attention paid to lane width, type of work zone system and length of the work zone.
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| 9. |
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| 10. |
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| 11. |
- Martens, Marieke H, et al.
(författare)
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The effects of diabetes and low blood sugar levels on driving behaviour : comparison of diabetics and non-diabetics
- 2001
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Ingår i: Proceedings of the conference Traffic Safety on Three Continents. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 574-583
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Under contract with the University Medical Centre, Utrecht, TNO Human Factors has conducted research to investigate the effect of diabetes on driving behaviour. In a driving simulator experiment, patients with diabetes and non-diabetics were confronted with various traffic situations. The subject groups always drove the conditions twice. In this, the patient groups drove the route once with euglycaemia (a normal blood sugar level) and once with hypoglycaemia (low blood sugar level). The non-patient group drove the route twice with a normal blood sugar level. Subjects did not know in what condition their blood sugar level would be decreased to the level of hypoglycaemia. In the analysis of the diabetic group, difference was made between people who were aware of their blood sugar level being low and those who did not notice the status of hypoglycaemia. Ninety subjects participated in a driving simulator experiment. Subjects drove on the motorway, a rural road and a city road. During normal driving situations, some critical incidents were encountered (e.g. braking lead vehicle, deciding who has the right of way, coping with curves). During driving, behavioural variables were measured. These variables were Time-To-Line-Crossing, Time-To-Collision, crossing road markings, response times to critical situations and responses to a secondary task. By comparing driving performance between non-patients and patients, and between a normal blood sugar level and hypoglycaemia, the effects of diabetes on driving performance and traffic safety were established. The results showed that in case of a low blood sugar level in Type II diabetics (non-insulin dependent), there is a clear decrease in performance, although some of the effects are also present in that type of diabetics with normal blood sugar levels. Type I (insulin dependent) diabetics did not show any decreased driving performance, not even with low blood sugar levels.
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| 12. |
- Tabone, Wilbert, et al.
(författare)
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Vulnerable road users and the coming wave of automated vehicles: Expert perspectives
- 2021
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Ingår i: Transportation Research Interdisciplinary Perspectives. - : Elsevier BV. - 2590-1982. ; 9
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Tidskriftsartikel (refereegranskat)abstract
- Automated driving research over the past decades has mostly focused on highway environments. Recent technological developments have drawn researchers and manufacturers to look ahead at introducing automated driving in cities. The current position paper examines this challenge from the viewpoint of scientific experts. Sixteen Human Factors researchers were interviewed about their personal perspectives on automated vehicles (AVs) and the interaction with VRUs in the future urban environment. Aspects such as smart infrastructure, external human-machine interfaces (eHMIs), and the potential of augmented reality (AR) were addressed during the interviews. The interviews showed that the researchers believed that fully autonomous vehicles will not be introduced in the coming decades and that intermediate levels of automation, specific AV services, or shared control will be used instead. The researchers foresaw a large role of smart infrastructure and expressed a need for AV-VRU segregation, but were concerned about corresponding costs and maintenance requirements. The majority indicated that eHMIs will enhance future AV-VRU interaction, but they noted that implicit communication will remain dominant and advised against text-based and instructive eHMIs. AR was commended for its potential in assisting VRUs, but given the technological challenges, its use, for the time being, was believed to be limited to scientific experiments. The present expert perspectives may be instrumental to various stakeholders and researchers concerned with the relationship between VRUs and AVs in future urban traffic.
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