CDV Human Vnitrky PDF

See discussions, stats, and author profiles for this publication at: https://www.researchgate.
net/publication/236201098
Human - Machine Interface in car
Book · January 2011
CITATION READS
1 2,195
1 author:
Karel Robert Schmeidler

Brno University of Technology
44 PUBLICATIONS 68 CITATIONS
SEE PROFILE
All content following this page was uploaded by Karel Robert Schmeidler on 03 June 2014.
The user has requested enhancement of the downloaded file.

Human - Machine Interface in car
using ADAS and IVIS
KAREL SCHMEIDLER, ed.
BRNO, JANUARY 2011

HUMANIST Project
An objective of this project is to build a top European workplace that will gather and integrate
the outcomes of research of leading European transport institutions, and act as an intermediary
in mutual information sharing and reducing the so-called knowledge gaps among individual
countries in the whole area of the interaction of the user (driver) and technology,
communication assistance systems in particular.
The goal of the HUMANIST Network of Excellence (NoE), was to promote a Human centred
design approach and also to federate research in its scientific domain, by creating a European
Virtual Centre. The creation of the virtual centre has been an answer to the scattering of
research capacities in Europe. This has been done by setting up strong connections between
partners inside the NoE. The relationship with Universities and Academic World outside the
NoE were not set aside, and were enhanced through training programmes and welcoming
young researchers. Outputs from NoE were also targeted toward other relevant stakeholders
such as National and European public authorities, Standardisation Bodies, National and
European RTD Projects. Diffusion and transfer of knowledge, in addition to common
partnerships between NoE and these entities, ensured flow of information in order to
disseminate the concept of Human centred design outside the Network. Such a diffusion of
information ensured the effectiveness of the expected impacts. The HUMANIST Network of
Excellence ended in February 2008 and is now continuing its activities under the status of a
Virtual Centre of Excellence created as an international association with four new task forces:
- HUMANIST Road Map Task Force (inputs for FP7 and FP8, ERTRAC, eSafety)
- Task Force “Driver training and ITS” (TFD)
- Task Force “Long time impact and effect on ITS” (TFE)
- Task Force “Human error management system to improve road safety” (TF Ȗ).
The HUMANIST VCE members are involved in twelve FP7 projects (DG TREN, DG RTD,
DG INFSO).
More information about HUMANIST at:

- http://www.humanist-vce.eu
COST 352 Project
The main objective is to establish a scientific base for the legislation related to road, traffic, and
vehicle equipment, methodology for evaluation of safety, and regulations for training and
education of drivers with regard to the correct use of vehicle information systems (IVIS) in
order to enhance safety of road traffic.
ADVISORS
Department of Applied Human Sciences of the Transport Research Centre Brno, Czech
Republic takes part in Europe-wide research project ADVISORS. ADVISORS is a project co-
funded by the European commission, in which governmental and other research institutes, a
transport company, insurance companies, and industries of ten different European countries
participate.
eIMPACT Project
This project focuses on socio-economic analysis of the effect of using intelligent transport
systems in vehicles on accident rate. The Transport Research Centre has a task to collect
relevant data from the areas in which accident rate could be reduced by introducing intelligent
transport systems, such as accidents under bad visibility conditions, under the condition of
aggravated road surface, or accidents resulting from failure to keep a safe distance between
vehicles.
CONSENSUS
CONSENSUS aimed at developing a Network of Excellence in order to systematically
exchange information on the driving ability assessment of disabled people and promote
relevant technology transfer within the European Union. It supports access to expertise and
resources of highly specialised centres to other, less specialised ones, using state of the art
Telematic tools and procedures, as well as experimenting with new IT support tools. Ultimately
it aims to promote standardisation of the relevant disabled people driving ability assessment
procedures and tools, thus enhancing their mobility and safety.
One of the aim of CONSENSUS project is to share a classification of different in-vehicle
technology systems ADAS and IVICS) available nowadays. A classification of such systems
may help to identify most suitable ones for PSN drivers. Moreover, it’s a tool by which it is
possible to share technological competence towards different backgrounds partners.
Doc. PhDr. Ing. Arch. KAREL SCHMEIDLER, CSC. ed. (1951)
Architect, urban designer and sociologist; he currently works in the Transport Research Centre
and is involved in international research and coordination of transportation planning, mobility,
road traffic safety and greening of urban trasport.
Collaboration: Prof. Annabela Simoes, Dr. Corrinne Brusque, Dr. Michael Bernhart, PhDr.
Vlasta Rehnová, PhDr. Jan Weinberger, Mgr. Iva MackĤ, Mgr. Aleš Zaoral, Mgr. JiĜí Vašek,
Ing.Pavel Skládaný, Romana BĜezinová and Mgr. Veronika Zehnalova
List of abbreviations used
ABS Anti Blocking System

ACC Adaptive Cruise Control
ADA Advanced Driving Assistance
ADAS Advanced Driving Assistance System
AF Alternative Frequencies
AHS Advanced cruise-assist Highway System
AHSRA Advanced cruise-assist Highway System Research Association
AICC Autonomous Intelligent Cruise Control
AIDE Adaptive Integrated Driver-vehicle InterfacE
APS Auto Pilot System
ARIB Association of Radio Industries and Businesses
ASL Application Sub-Layer
ASR Acceleration Skid Control
ASV Advanced Safety Vehicle
ATIS Advanced Traveller Information Systems
BUA Back Up Aid
CA Collision Avoidance
CAN Controller Area Network (bus)
CCD Charge Coupled Device
CD-ROM Compact Disc – Read Only Memory
CEM Consumer Electronics Manufacturers
CEMVOCAS Centralised Management of Vocal Interfaces aiming at a better Automotive
Safety
CEN Comité Européenne de Normalisation
CMOS Complementary Metal Oxide Semiconductor
CWA Collision Warning and Avoidance
DAB Digital Audio Broadcasting
DDS Drowsiness Detection System
DGPS Differential GPS
DSP Digital Signal Processor
DSRC Dedicated Short Range Communication (technology)
DSRU Driver Situation Recognition Unit
DVB Digital Video Broadcasting
EBU Electrical Business Unit
EPS Electric Power Steering
EPS Electric Power Steering
ESP Electronic Stability Program
ETC Electronic Toll Collection
ETS Electronic Traction System
FCW Forward Collision Warning
FLR Forward Looking Radar
FMCW Frequency Modulated Continuous Wave (radar)
GPRS General Packet Radio Service
GPS Global Positioning System
GSM Global System for Mobile Communications
GUI Graphics User Interface
HDD Head Down Display
6
HMI Human Machine Interface
HRR High Resolution Radar
HUD Head Up Display
ICC Intelligent Cruise Control
IDIS Integrated Driver Information System
IDSS Intelligent Driver Support System
IP Integrated Project
IRDA Infrared Data Adapter
ISA Intelligent Speed Adaptation
ITS Intelligent Transportation System
IVHS Intelligent Vehicle Highway System
IVI In-Vehicle Information
IVICS In-Vehicle Information and Communication System
IVIS In-Vehicle Information System
LANEX Lane Exceedences
LCD Liquid Crystal Display
LCT Lane Change Test
LDW Lane Departure Warning
LED Light Emitting Diode
LK Lane Keeping
LKAS Lane Keeping Assistance System
MMIC Monolithic Microwave Integrated Circuits
OBU On Board Unit
OEM Original Equipment Manufacturer
OIP Open Integrating Platform
PB Pre-crash Brake
PBA Pre-crash Brake Assist
PCS Pre-Crash Safety (system)
PDA Personal Digital Assistant
PSB Pre-Crash Seat Belt
PSN Programme Service Name
RDS Radio Data System
RESCU Remote Emergency Satellite Cellular Unit
RF Radio Frequency
RPA Reversing / Parking Aid
SDK Smart Distance Keeping
SDLP Standard Deviation of Lateral Position
SMS Short Messaging System
SP Sub-project
SWT Sidewall Torsion Sensor
TA Traffic Announcement
TLC Time to Line Crossing
TMC Traffic Message Channel
TPEG Transport Protocol Expert Group
TPMS Tire-Pressure Monitoring System
TTC Time To Collision
TTI Travel and Traffic Information
UMTS Universal Mobile Telecommunication System
VE Vision Enhancement
7
VES Vision Enhancement Systems
VODIS Voice Operated Driving Information System
VRU Vulnerable Road Users
VSC Vehicle Stability Control
WAP Wireless Application Protocol
WP Workpackage
8
INTRODUCTION
The political economical and social changes in the Czech Republic in the last decades have
led to increasing mobility, mostly in the private sector. Some European countries achieved
substantial reduction in fatalities in the turn of the century, while others, saw road safety
worsen.$
Beyond such variations, the overall European downward trend in fatalities demonstrates that
targeted car and road safety measures which include Advanced Driver Assistance Systems
/ADAS/ can help to avoid road accidents in spite of increasing level of car ownership and
motorization. In different ADA systems there are various functions (such as ACC, ISA etc.)
that are designed to reduce crash risk and enhance driving comfort. In addition, in individual
ADA functions it is very common that different levels of intervention exist, ranging from
informative to intervening systems. In other word, some systems are designed to reduce crash
risk by providing support to drivers in a number of ways, by even taking over control of the
driving task and intervening in situations of increased crash risk to eliminate or et last reduce
risk to an acceptable level. Some systems aim at reducing crash risk by informing or warning
drivers of imminent hazards, like following the vehicle in front too closely, hazards to be
expected ahead on the route or incidents blocking the road or causing some time delays.
The expectation concerning these informing or warning systems is that road users utilise this
information by adapting their behaviour to account for the hazard and thus decrease the crash
risk and avoid a collision. To gain the best safety effects of ADA systems, it must be ensured
that the drivers understand the technical capability and the level of intervention that the
system he or she is using is capable to offer. This is possible only if the functions and level of
intervention of different ADA systems are described with terms that are understandable to the
user.
Members States
Final users
representatives
Relevant Insurance
European DGs Setting up of companies
a User Network
Training Events
actions
Exchange and Organisation
Transport
European
Universities interact with the Service
Sector
Scientific
outside world Dissemination
productions material
Electronic
RTD Projects dissemination tools Automotive
in the area industries
Standardisation
eSafety initiative
Bodies
HUMANIST initiative
$
Provisional estimates of road fatalities in 19 OECD countries show an average overall reduction of 3%,
continuing the downward trend of the past few years. However, this modest improvement masks the facts that
even greater improvements could be within all countries reach.
9
According to recent OECD research, if all known road safety measures were adopted by all
member countries, the number of deaths on roads in OECD countries could be cut, not just by
a few percentage points, but as much as 50%. ADA systems may help to make the entire
driving experience safer for consumers. They gear to reduce vehicle collision, to enhance
occupant protection and to assist post event (crash etc.) rescue. However, it is common
knowledge that the implementation of a lot of ADAS is not based on users expressed wishes
but rather on the manufactures considerable technological push. Furthermore
misunderstandings between developers´ technical terms and users expectations and
assumptions are making the conversation between the providers and the users irrelevant and
even impossible.
Acceptation of common EU transport law, and in the other hand the negative impact of
transport like environmental pollution, congestion and fatalities make it possible, that the
introduction of Telematics aids and services in standard cars in the Czech Republic is no
longer a distant prospect – it is reality. The introduction of co called Advanced Driver
Assistance Systems /ADAS/ into traffic is expected by authorities to enhance safety and
comfort of driving to optimise the traffic flow in the Czech Republic and to decrease fuel
consumption.
However, will such expectations be fulfilled? For example, is it really safe to attend to
warnings about exceeding the speed limit, being to close to the vehicle ahead and drifting
slowly off the white line, when you to overtake but only forgot to use your indicator lights?
HUMAN – MACHINE INTERFACE RESEARCH FOR TRAFFIC

EFECTIVITY AND SAFETY
Human factors and cognitive engineering competencies exist in Europe but are
scattered. For addressing this fragmentation of research capacities, HUMANIST1 gathers the
1
HUMANIST is a Network of Excellence gathering the main research institutions from 15 European countries.
The partners involved in this network are working in the area of new technologies in Transport: with a specific
concern on human centered design, to ensure matching between provided systems and services, and users needs
and requirements, in addition to concern with road safety improvement.
10
most relevant European research institutes involved in Road Safety and Transport to
contribute to the eSafety initiative and to improve road safety by promoting human centred
design for IVIS and ADAS.
The development of new information and communication technologies is transforming the
uses and practices in transport. Through various systems, a certain number of functions are
proposed to the driver with the aim to facilitate one’s driving task and to improve the safety
on the roads (navigation aid, traffic and meteorological information in real time, adaptive
cruise control for maintaining a safe headway with the car ahead, intelligent speed adaptation
etc.). These technologies create an opportunity to help both mobility and road safety.
However, they also raise numerous questions about their acceptability by various groups of
drivers and about their potential effects on behaviour and attitudes.
An objective of this project is to build a top European workplace that will gather and integrate
the outcomes of research of leading European transport institutions, and act as an
intermediary in mutual information sharing and reducing the so-called knowledge gaps among
individual countries in the whole area of the interaction of the user (driver) and technology,
communication assistance systems in particular.
EU road safety targets
are using a set of road safety measures:
1. Driver behaviour and enforcement
2. Road infrastructure (layout, signing, marking, safety audits)
3. Passive safety system compliance and real use
4. Advanced passive system
5. Active and preventive system
6. Post impact system
7. Advanced passive system
The goal of HUMANIST is to create a European Virtual Centre of Excellence on HUMAN

centred design for Information Society Technologies applied to Road Transport (IVIS and
ADAS), with a coherent joint program of activities, gathering research, integrating and
spreading activities. Research work is carried out in scientific task groups:
x Identification of the driver needs in relation to ITS

x Evaluation of ITS potential benefits
x Joint-cognitive models of Driver-Vehicle-Environment for User-Centered Design
x Impact analysis of ITS on driving behaviour
x Development of innovative methodologies to evaluate ITS safety and usability
x Drivers´ education and training for ITS use
x Use of ITS to train and to educate drivers
11
Task
Analysis
Behaviour
Checklist
Identify potential
Hypothesis
behaviours generation
Generate tools
Hypothesis HUMANIST
Matrix
Select measurement
methods
Does not SUITABILITY
exist Framework
Some Ideas Measure,
Available Analyse, present
Multi-
Criteria
Analysis
Integrate results
Integrating Activities permit to manage and to consolidate the NoE structure by promoting the
mobility of researchers, by optimising the pool of existing experimental infrastructures, by
setting up electronic tools (common database, web-conference, e-learning) for knowledge
sharing.
Pic. 1: Identification of the driver needs in relation to ITS
This integration will allow increasing Societal Benefits of ITS implementation, to harmonise
ITS approaches among State Members, to react quickly to any new technological
developments and to face international challenges by producing state of the art research,
identifying knowledge gaps, avoiding redundancy of research activities.
Spreading Activities allow to spread widely the knowledge from HUMANIST, by organising
debates with RTD projects on eSafety and relevant stakeholders, by promoting harmonisation
12
with standardisation and pre-normative bodies, by setting up training programmes, and by
promoting and disseminating research results to a wide audience.2
Mobility program HUMANIST Centre of Excellence enables close co-operation among
European research institutions, which is especially important for young researchers – PhD
students and post-docs. This program gives opportunity to share expensive and unique
infrastructure of collaborating institutions, usually not available at home.
Task force division:
Task Force 1: Mobility improvement
Task Force 2: Research infrastructure sharing and development
Task Force 3: Electronic means for knowledge sharing by the network
Task Force 4: Transfer of knowledge
Task Force 5: Training programs
Task Force 6: Diffusion of knowledge
Task Force 7: Management of the NoE
Task Force 8: Internal review, assessment and monitoring of self-sustainability
But the greatest benefit of the program is creation of the opportunity to be involved in
important international projects and gain the unique professional experience in very quick and
efficient way. They can present, share and defend their ideas, thesis, hypotheses and
methodological approaches with international scientific community, professors and PhD
students from other countries, with different scientific approaches and cultural background.
They can learn the scientific procedures on site and get so much unique information, which is
not available in single institution or university at home. The latest experiences show many
advantages compared to the other PhD students without this unique experience and give proof
of scientific maturity of HUMANIST youth.
Pic. 2: Impact analysis of ITS on driving behaviour
2
eIMPACT Project This project focuses on socio-economic analysis of the effect of using intelligent transport systems in
vehicles on accident rate. The Transport Research Centre has a task to collect relevant data from the areas in which
accident rate could be reduced by introducing intelligent transport systems, such as accidents under bad visibility conditions,
under the condition of aggravated road surface, or accidents resulting from failure to keep a safe distance between vehicles.
13
COOPERATION WITH PARTNERS
HUMANIST Network of Excellence has good web page. The Project as whole is divided to
the work tasks that are also called work packages (Different work packages deal with specific
research). There are about 8 work packages that focus on the scientific research. The research
deals with HMI - human machine interface, it means human/machine relation. The project
deals with IVIS and ADAS, which are information systems (IS) in cars. The difference
between IVIS and ADAS is that ADAS can intervene while IVIS are mostly information
systems.
For example one of the work packages we participate in deals with psychological research.
The focus is in which way those IVIS/ADAS systems effect on drivers. Besides the positive
effects (as increasing of safety) those can also have negative effects (decreasing safety). As
for example, the drivers can have a feeling that they are out of the danger when they have
some sophisticated safety system in their car and drive too fast. Thus, we collaborate with
partners on simulators researches. Every partner has some special field in which he is strong,
by which he contributes to the project. As for example: Swedish simulators are more
sophisticated then ours. France has a good statistical software engine. France and Austria have
good evaluation software and evaluation methodologies. So the cooperation works the way
that each of the partners provides the knowledge or technological equipment they have.
Pic. 3: Evaluation of ITS potential benefits
Transport Research Centrum participates on various work packages. As an example, we work

with identification of drivers’ needs of ITS instruments, evaluation of those ITS advantages or
from the psychological field developing the cognitive models. Another project is about ITS
impact on the drivers’ behaviour. We also participate on one work package that develops new
methodologies for evaluation of ISC instruments. It is very important, because there are
appearing many of those on the market and within the EU whole legislation referring to those
means is going to change. It means to work on those tasks with ten years lead.
There are regular summit meetings, usually twice a year. Those are very important as for the
discussion and explanation. As example: now we work on the naturalistic study (as it is
impossible to make everything on the simulators) with Factum form Austria, Chemnitz
University from Germany. Our research question is in which way those instruments have
impact to the drivers. We provide a car to this research, Factum from Austria provides an
evaluation method, and Chemnitz provides software. So this is mostly cooperation in the
frame of central Europe. Both Chemnitz and Vienna are close to the Czech Republic, which
enables close cooperation.
14
All the members of the consortium are research partners. But the network is broadening,
because we need for example technical equipment, so companies producing simulators also
participate. They provide us with simulators and we give them knowledge about how to
produce the simulators in order to match the requirements.
We make simulators in cooperation with JKZ and JRM Olomouc, who produces them. They
receive ideas for innovation of simulators, in order to make them usable both for teaching and
tests in the research. Also, we cooperate with ECOM Slavkov on information systems in cars.
We make something similar to black box. Within EU, there are speculations about putting
those to all cars, to record for disquisition of accidents, feedback on the driver, who knows
that he is in some way recorded. Even the biggest Czech car manufacturer Skoda participates
on this research.
And of course, through HUMANIST there are proposals for FP7, there are 8-9 new projects,
which emerge from HUMANIST.
Pic. 4: Drivers´ education and training for ITS use
Pic. 5: Simulator used for evaluation of negative aspects of ADAS and IVIS
15
Assessment of drivers' characteristics and its importance for
predicting performance patterns related to ITS use
There is an increasing conviction among researchers that personal variables should be taken in
higher consideration in the researches studying effect of in-vehicle informational systems
(IVIS) on safety driving. Drivers' characteristics and features are inadequately, or not
systematically, evaluated in behavioral research, especially in performance studies, which
may confound research results. In fact there is sufficient scientific evidence that driving is a
result not only of maximum drivers' capabilities, but also of drivers' features, attitudes and
motives determining how drivers use their cognitive-motor skills. It could be useful for the
specific research to make use of a miscellaneous of different methodologies that take into
account the complexity of drivers' behavior. In particular the possibility to discriminate a
priori between careful and risky drivers when evaluating certain behavioral patterns should be
employ both in laboratory and real traffic experiments, to evaluate the impact and the weight
of those variables on the observed behavior when IVIS is in use. To overcome those current
difficulties, several levels of work was carried out in CDV, Transport Section of Social and
Human Aspects in Brno, Czech Republic: a review of existing psychological and sociological
knowledge on personal features, attitudes and motives influential for driving was confronted
and integrated with the research run in CDV on the development of a 'reference model' of
typical driving behavior that can be used as a reference case in simulator trials or in real road
observational studies. The input consists in the recognition of personal variables influencing
performance as well as in the individuation of existing assessment tools that could be
appropriate for research requirements on this topic.
behaviour of the driver
Crucial role in driving a vehicle in traffic situation plays the behaviour of the driver. But
driver’s behaviour is determined by his/her personality characteristics, competence, abilities,
skills, experience or mental functions. Behaviour and feelings of individual in traffic
environment is examined by traffic psychology. Traffic psychology is interested in
relationship between personality and perception of traffic situation, tries to find way the driver
process perceived information, investigates way the driver reacts on changing traffic situation.
Personality of each man is singular and unalterable, which means that each driver’s
personality has such qualities. People differ in various personality traits, in volume of these
traits, in their mental functions level. Thus, each individual creates singular structure of
personality traits, which establish the basement for all mental processes going on during the
whole lifetime.
Biological characteristics also shouldn’t be forgotten. Sex, age or health conditions of the
driver also plays significant role in driving a vehicle.
Our task is to focus on individual traits of driver’s personality, describe and examine them. It
is necessary to consider the way in which these characteristics will be affected and or will
affect the use of intelligent traffic system (ITS).
Particular characteristics of the personality are required to accomplish driving tasks
successfully. Whole structure of personality is projected in the driving tasks, not only isolated
personality components.
16
Other factors as the vehicle, road and traffic affecting driving tasks will be also investigated.
Main causes of the traffic accidents related to driver’s personality will be examined.
Recommended psychological tests for examining driver’s capability to drive a vehicle will be
issued in the conclusion.
One of the crucial areas this work is aimed at is the co-impact of personality characteristics
and ITS on traffic safety.
Body of knowledge from various sources will be established; different phenomenons related
to ITS use will be introduced.
17
DRIVER – VEHICLE – TRAFFIC SITUATION SYSTÉM
Other road user
Driver
Vehicle Infrastructure
Not only the particular mean of transport influences the transportation, but transportation is
also influenced by the personality of the driver. The way in which is transportation influenced
by the personality of the driver is studied by traffic psychology.
Traffic psychology is concerned in investigating reasons of traffic accidents, driving
processes and driving conditions. Traffic psychology tries to increase road safety, to analyze
and maintain optimal performance of the human element in the driver – vehicle – traffic
environment. 3
It is obvious, that drivers` personality is the key factor in transportation. All other factors as
vehicle equipment, traffic situation and traffic environment are subordinate.4
It is necessary to keep in mind, that not the specially equipped vehicle but the way in which it
is about to be used to facilitate the road safety is important. Hence, increasing the safety and
driving comfort is the key factor.
Safety of driving depends on 3 systems integration: mean of transport (vehicle), traffic and
human factor. 5 These systems should be efficient in cooperation and performance, so that
there won`t be any unnecessary accidents and incoveniences.
Driving of the vehicle includes such elements as sensomotoric coordination, reaction time,
decision-making, emotions, motivation, learning ability, driving skills, orientation
(navigation, sense of direction), planning (route planning, actions planning), personality traits,
attitudes, beliefs and previous experience. 6
Each personality individually differs and its characteristic traits are included in each
personality on different level (i.e. people differ in level of disposition for aggresive behaviour,
3
Štikar, J. a Hoskovec, J. PĜehled dopravní psychologie, page 21
4
Havlík, K. Psychologie pro Ĝidiþe, page 13
5
6
18
but aggressive traits are present in every individual). Hence, each individual drives in
different way and differs in way he/she responds to traffic situation.
When driving a vehicle, one is expressing his/her personality and attitudes towards other road
environment participants.
Psychosomatic state and dispositions play significant role in driving. Any deflections from
optimal psychosomatic state may lead to driving failure. Given that preventive measures
decreasing accident rate needs to be proposed, cause of the negative variation in
psychosomatic state are about to be minimized. 7
The capability to drive may be impaired by i.e. hunger, fatigue and illness. These possible
threats will be discussed further on.
Driver doesn`t operate as an isolated element and therefore shouldn`t be perceived as a such
one. Driving needs to be perceived as an interaction of various systems.
The driver – vehicle system is open, interacts with environment. One element failure may
cause whole system failure. Traffic situation perceived by driver is basic information
influencing driver`s decisions for changing direction or speed of the vehicle. Driver detects
and notices information about other influences affecting ride (road condition). When
processing these information, driver is operating steering wheel, throttle and brake pedals,
changes gear and hands on the information to the vehicle. This results in vehicle reactions.
The driver-vehicle system won`t experience any problems until the information circulation
speed exceeds capability of one system part. It is important to anticipate possible changes in
drivers` reactions while driving in order to maintain safety. It is impossible to create an
“ideal” vehicle, which would satisfy all drivers` needs. Vehicle reactions involve many
factors: its load, speed, lateral forces, tires adhesion coefficient etc. Driver needs to know
which factors are crucial for vehicle reactions and to gain skills to cope with dangerous
situations for safe, successful and efficient driving. 8
Present road situation is very complicated. It is estimated that on 2 km, driver encounters 600
traffic events, makes 240 observations, 80 decisions, 40 acts of activity and makes 1 mistake.
9
When driving, it is necessary to make effective decisions, anticipate other drivers` behaviour
and restrain own competitive behaviour. 10
On one hand is necessary to provide only a well equipped vehicle to the driver, but on the
other hand a learning sessions for operating the vehicle is needed. Driver should be able to
operate the technical instruments without being distracted, driver should not be overloaded by
information, information should be displayed in easily registrable locations, its visual aspect
shouldn`t be distractive, particular attention should be paid for displaying information to
people with special needs – physically, aurally or visually impaired (i.e. people wearing
glasses won`t experience any problems when observing objects in front, but when registering
objects on side need to turn their head and is not able to register road in front)
DRIVER`S PERSONALITY AND ITS IMPACT ON TECHNOLOGY USE
Personality can be understood as integration of individual psychic reality. Personality

integrate psychic processes, states and qualities, it is a summary of feeling and behaviour
determinants. 11
7
8
9
Kolegium autorĤ. IX. World Congress…, page 95
10
19
Smekal suggests 6 basic personality components: Physical constitution, temperament,
extroversion-introversion, abilities, character and life career. 12
Human personality is a continuous process of self-forming and self-reconstruction. 13
There are several characteristics important for a driver as serenity, emotional stability,
adjustability, self-control, self-confidence and resistance against stress/workload,
conscientiousness, reliability, altruism and anticipation. Additionally good mental and
physical condition is required.
Road safety depends on people’s responsible attitude towards driving. Significant role also
plays quality of perception, vigilance, attention (intensity, firmness, seperation, distribution,
selectiveness, capability to perceive, assess situation, making decisions and react correctly
and quickly), psychomotoric coordination, reaction time, self-control, intelligence, thinking,
memory, concentration and reacting. Other factors as skills, abilities, experience and moral
qualities (self-discipline, rules respecting, civilized behaviour, courtesy and tolerance) also
play important role.14
Peck & Kuan, 1983; Norris, Matthews, & Riad, 2000) reviewed the variables that best predict
crashes for the driving population in general, and revealed a number of demographic (e.g.,
age, sex), psychological (e.g., aggression), situational (e.g., city size), and behavioural (e.g.,
risky driving practices, road violations) factors that increase an individual’s crash risk.15
11
Smékal, V. PĜehled psychologie osobnosti, page 26
12
Smékal. O lidské povaze, pages 20–21
13
Smékal, V. O lidské povaze, page 21
14
Havlík, K. Psychologie pro Ĝidiþe, pages 13-14
15
Peck, R.C., Kuan, J., (1983). A statistical model of individual accident risk prediction using driver record,
territory and other biographical factors, Accident Analysis & Prevention, 15, pages 371-393
20
MOTIVATION AND CONTROL OF TECHNOLOGY
“Motivation is an incentive to act, meaning doing what one wants or not, what privileges or
rejects.” 16
Internal and external motivation is distinguished. Internal motivation is more productive for
the driver, because it arises out of his/her own belief. External motivation is given to the
driver by other external authority. Favorable result of motivation process is internalisation of
external motives.
Motivation includes various incentives, needs, wants and values.
Motive is a source of acting, leads to achievement of some goal. On the ground of identifying
motives of individual, one can be influenced in various ways. Hence when we are able to
identify drivers` motives, we can estimate his/her further decisions, behaviour and the way he
will act in certain life situations. 17
Car is not only a mean of transport. Some people spend too much time washing, polishing and
or refining a car. Car fills a symbolic function with all associated deeper motives. 18
Professional driver motivation can be observed in exceptional maintenance of a car, excellent
technical condition of a car, reliable fulfilling professional duties, driving without offences,
crashes or accidents, better capability to overcome difficulties, positive attitudes to drivers`
profession. 19
Motives for driving a car are various. People don`t drive a car these days just because they
need to, but driving brings with itself some kind of satisfaction. 20
Best motivation is the internal motivation, but external motivation should not be underestimated. ITS
is capable to provide feedback to the driver in many ways (i.e. when driving through a residential areas
and not exceeding the speed limit, system could thank the driver for driving safely, responsible
driving, courtesy to other road users, observing rules etc.
Driver can be informed by the ITS about saved amount of money when driving economically
(adhering rules at the same time) in comparison with fast and reckless ride. The difference
should be sufficient to motivate driver for safe and economic driving.
Negative motivation can be used by informing, that i.e. during this fast ride you have
pointlessly spent 3l of petrol; such exceed of speed limit can be fined by 2000 kc.
Motives of professional drivers were investigated pilot study of CSAD Plzen. Motives for
driving of unblemished drivers were pleasure from driving, appreciation and income. In
motives of drivers with increased accidents number were money, success and performance
connected with material reward, traveling and hunger for sensation dominating. 21
Two motivational agents were identified by Strandling, Meadows and Beatty (1999): effort to
be independent and effort to gain personal identity by driving a car. 22
Ditmar (1992) implies, that material property as ownership of car is, represents on one hand
instrumental values and symbolic values on the other. Symbolic values refer to personal
16
17
Nop, D. Psychologie v dopravČ, page 41
18
Huguenin, R. a Rothengatter T. Traffic & Transport Psychology, page 443
19
20
Huguenin, R. a Rothengatter T. Traffic & Transport Psychology, pages 437 – 441
21
22
21
identity. Ownership of material values fulfills three basic functions: instrumental, symbolic
and affective. 23
Three theories of social motives are important from psychological and social point of view.
First is the theory of social comparison. That theory implies that people constantly compare
their property, behaviour and opinions with others (Festinger, 1954). People want to be better
than others, but don`t want to differ too much in the same time. Individual variance in tending
to interindividual comparing exists. 24
Second is theory of self-presentation. Implies that people present themselves in such way,
which corresponds with their self-image (Schlenker, 1980). This theory is important, because
people can experience personal identity when driving a car. 25
Third one is a normative management theory (Cialdini, Kallgren, Reno, 1991). This theory
emphasis the impact of social norms on human behaviour. Two types of social norms can be
distinguished: dictating (perception of others expectations) and descriptive (perception of
what others are really doing). 26
BEHAVIOUR AND TECHNOLOGY USE
Behaviour is an external effort of internal psychic reality; behaviour gives evidence of internal
state of individual in the same time.
Drivers` behaviour influences indirectly all road users, can be divided using various criteria
(i.e. safe/dangerous, foreseeable/unforeseeable etc.). 27
Safe driving requires drivers` attention, visibility, view, optimal traffic signing, smooth ride,
number of road lines… 28
Negative impact on driving behaviour has long, straight and boring (monotonous) track.
Systematic researches have shown that reaction time is not important as it was presumed.
Very slow reaction time but can result in accident. Average reaction time ranges from 0,8 to
1s. 29
Two basic types of behaviour can be identified while driving: adapted and not adapted one.
Adapted behaviour is defined as perceiving, thinking and reacting, which correspond with
traffic situation. Anticipation of possible changes of traffic situation is necessary as well as
ability to assess drivers` own skills.
Not adapted behaviour is characterized by long reaction time, tending to quick and inadequate
reactions. Shock, fatigue, distraction etc. are considered to be risk factors. 30
MENTAL ABILITIES AS PREREQUISITY FOR PROPER USE
Mental abilities are qualities necessary for successful accomplishment of certain activity.
Endowment is a basis of mental abilities (inborn anatomic-physiological exceptionalnesses of
individual).
Mental abilities creates basement of personal dispositions, which are essential to perform
certain activities. They create preconditions for performing certain activities. Mental abilities
are created on the inborn base and can be cultivated by learning and training.
23
24
25
26
27
28
29
30
22
Mental abilities:
Mental powers - cogitation, cognition, memory, decision making, creative processes

Psychomotoric – dexterity, eye-hand coordination, reacting
Perfunctory – understanding relations between objects and manipulations with their parts31
Aptitude is a summary of abilities that make dispositions to perform specific activity.

Endowment is positive summary of connection between abilities that allow creative approach
in some activity and allows achieving excellent results in some activity.32
Abilities required for driving: perceptional abilities – perceiving, visual, auditive, kinesthetic
abilities, concentration of attention, spatial orientation; psychomotoric abilities – celerity and
accurateness of reactions, motion coordination, flexibility; mental powers – cognition,
appraisal, logical, analytic, practical and critical cogitation, visual memory etc.; physical
condition, resistance of the organism, quality of sensory organs, way of motion habits and
automatic responses are developing, estimation speed and accurateness of driving, mobility,
stability and distribution of attention, capacity, speed and accurateness of memory, level of
memory, speed and accurateness of decision making, hazardousness, hardiness, relation to
technology, technical thinking, interest to drive a car, emotional stability, discipline, self-
control, enterprise and sagacity.33
Hierarchical management model was elaborated for driving. Lowest level includes skills
necessary to master the vehicle technically (management of direction and speed). Second
level includes planned processes as diagnostic scenarios and decision making, while driver is
considering speed of the vehicle. Third level encompasses questions connected with drivers`
preparedness to make strategic decisions: i.e. how is he going to travel, what is he about to do
during to route etc. Questions on the third level influence driving only indirectly.34
Factors influencing ability to drive a vehicle were determined: constitutional variable of the
driver, personality of the driver, training, learning abilities and experience, qualification
(capability to drive) and human factors.35
Many variables play its role when driving a vehicle and influence the difficulty of driving.
Among these variables belong control of the vehicle and displayed information parameters,
physical parameters of environment, other road users presence and behaviour, speed of the
vehicle. Each of these variables can influence the difficulty of driving independently and
influence each other as well. Human factor variables can affect speed and this can result in
such changes of the human factor as arousal etc.
Difficulty will be positively correlating with speed of the vehicle when all other variables are
constant.36
ATTENTION PROCESSES AND DISTRACTION
Attention is a tool of the consciousness.37
31
32
33
34
Kolegium autorĤ: IX. World Congress, Madrid, pages 92 – 105
35
36
Fuller, J. Control and affect: Motivational aspects of driver decision-making. European Commision, Joint
research Centre, Institute fot the protection and security of the citizen, Ispra, Italy, 2005, page 46
37
Smékal, V. Psychologie osobnosti, page 11
23
While driving these parameters of attention are significant: capacity, intensity, distribution,
oscillation, mobility, delay, vigilance. It was found out in experiments, that healthy and rested
individual is able to notice in 0,1 – 0,2 s approximately 6 stimulus in the same time, but while
driving about 2 – 3 stimulus. Cinema effect: increased accident frequency caused by reduced
number of stimulus. Various deviations of attention were identified (i.e. driver perceives
expected visual stimulus prematurely or neglects it). Attention process oscillates within the
day. Concentration of attention is influenced by lack of experience, emotions, imaginings,
tension, fatigue, lack of sleep, weather changes, frost, heat, biorhythm, anxiety, aggression,
bad mood, conflicts, stress (workload), alcohol, drugs, smoking, pain, etc…38
Individual is flooded by 3 million bits of information every second, brain processes only 16
bits of information in one second. Inattention is one of the main causes of traffic accidents.
Attention is an ability to focus and concentrate mind on an object, action or situation.
Attention can be unintentional or intentional; both types are required for driving.39
Inattention while driving means, that divers` attention process is focused on other subject than
on traffic situation. Driver has to be able split and transmit attention. Problems with
distribution of attention are mostly connected with beginners-drivers.40
Inattention plays main role in traffic accidents, often is disguised with fatigue.
„Distracted driver may be able to perceive dangerous situation, but may be not able to
interpret the situation as dangerous. Previous focus of mind and experience significantly
affects situation interpretation correctness.“41
These errors could be corrected by automatic road obstacles recognition, animal or
pedestrians recognition in low visibility, automatic weather conditions detection, fatigue
detection, dynamic and autonomous vehicle navigation, automatic safe distance keeping,
automatic cruise control, speed monitoring related to speed limit etc.
Attention process should be taken into account in ITS design. Number of stimulus driver is
exposed to should be considered (not permit to flood driver with information; support driver
with ITS, but not allow driver to rely on ITS completely). It is necessary to consider which
way of information providing is the most suitable (visual, auditive, haptic) and do not cause
distraction of the driver; consider if the driver is capable to monitor all information on the
control board provided by ITS and monitor traffic situation at the same time (i.e. elderly are
slower in oscillation of attention).
Impaired eyesight of number of drivers needs to be taken into account. Long-sighted people
may experience difficulties when monitoring information on the control board; font size and
shape, size of pictograms should be considered.
ITS provided information may help the driver to manage problem with attention on long,
monotonous roads with low traffic.
Information given by ITS shouldn`t be too surprising or intensive otherwise it can cause
shock to the driver.
High-risk factor is a driver-beginner. Beginner can be also supported by ITS (i.e. to help
her/him estimate distance between vehicles, estimate position of the vehicle on the road
etc…).
38
Havlík, K. Psychologie pro Ĝidiþe, pages 24 – 25
39
40
41
24
PERCEPTION
Perception includes information collecting, intake, comprehension and cognition. Perception

provides connection between internal/external reality and individual. The term perception
shouldn`t be reduced to simple sensory register, because perception encompasses information
selection and processing. Experienced drivers, professionally motivated drivers, drivers with
balanced personality structure; healthy and concentrated drivers have usually better
perception of traffic situation. 42
There can be two types of perception identified while driving: perception related to traffic
situation - route planning, vehicle location monitoring. Route planning encompasses:
collecting, organizing, saving, recalling and processing of information. Individual conception
of the route can differ for reality. Driving safety depends orientation ability in traffic
situation.43
Especially drivers-beginners need help with vehicle navigation. Automatic safe distance
keeping, speed limit monitoring, dynamic vehicle navigation can facilitate start of driving a
car.
Information about traffic situation is mostly provided by visual perception. Speed of
perception, attention, focus of mind, memory, field of view and color sense plays significant
role. It was shown in research, that driver is not able to see a pedestrian for a certain short
time period after light blinding by other vehicle.44
It is necessary to keep appropriate speed, estimate vehicle speed, to perceive light signals
correctly, to be able to adapt eyes for dark or fog in order to drive safely.45
Beginning drivers, elderly drivers and aggressive drivers experience such problems as
mentioned above. Beginners and elderly drivers probably won`t reject such ITS, which
facilitate orientation on the road. Aggressive drivers do not adapt to traffic regulations, do not
want to be restricted, tend to violate the rules. These drivers may be shaped by appropriate
motivation or education. When serious personality disorder is diagnosed, driving licence
should not be issued.
It was proven in research, that aurally impaired drivers are able to compensate their deficiency
compensate very well. Hypacusia increases accident risk when driving in for, dense traffic, on
close ground crossings, grade crossings with tone bleep etc…46
It is better for impaired people mobility to drive a car on their own, but the vehicle should be
equipped with vehicle obstacle warning system, automatic obstacle recognition, automatic
traffic signing recognition or fatigue warning system.
It is supposed that impaired people will benefit from these systems, which allow them to drive
a vehicle safely, became more autonomous and independent.
PERCEPTION ERRORS, DECISION-MAKING AND ACTING
Error is defined as deviation form optimal state. 4 types of errors can be identified:
intentional/unintentional, subjective/objective.47
42
43
44
Šikar, J. a Hoskovec, J. PĜehled dopravní psychologie, page 21
45
46
47
25
Eligibly presented ITS information may help driver to perceive traffic situation and not to fall
under fallacy (i.e. bright vehicle seems to be closer, darker seems to be further; when is not
possible to see how road continues, it evokes anxiety or stress in beginning drivers etc…).
26
Drivers` decision-making comes out of information about traffic situation and is influenced
by his/her experience, knowledge or skills. Driving includes basic conflict: speed vs. safety.
Awareness is also important. Current decision is affected by former results and choices. Other
factors as magnitude of decision, environment and circumstances play an important role.
Decision quality is lower in time pressure, in contrary conditions, inconvenient individual
situation.48
INTELLIGENCE
Intelligence is mental ability of an individual to reasonably think, sensibly act and effectively
cope with the environment.
Average intelligence seems to be ideal for such activity as driving is. Arthur Schopenhauer
wrote once: “Genius mind is for common life convenient as astronomical refractor for
watching the theatre performance”. If driving is considered to be a common activity, then
incredibly high intelligence can make driving difficult. People with high intelligence may be
potentially dangerous when driving a vehicle because of their increased mental powers. They
may be focused on very small details, looking on the world from different point of view and
may be fascinated by various objects. On the other hand the low intelligence is a handicap to
anticipate development of traffic situations, sensomotoric coordination or to master the
vehicle technically.
Emotional intelligence is ability to perceive, process, regulate emotions and using them to
better understand and influence reality. Emotional intelligence encompasses ability to
regulate, control and use emotions, self-cognize, empathize, understand others emotions,
cooperate, act responsibly, handle with emotions reasonably, curb own anger or “think with
own head”.49
Ethically developed personality is able to act responsibly, thoughtfully and wants to act like
this at the same time. Such individual has adequately sensitive conscience, regularly evaluates
impact of his/her acting on other people, investigates feelings he/she invokes in others and
tries to maintain good-fellowship.50
People without ability of empathy, ruthless, egoistic are extreme danger for traffic safety.
They don`t respect rules, create their own ruler and believe, they act in the right way.
TEMPERAMENT
Temperament is defined as summary of all mental characteristics of the personality.

Temperament is determined by speed and oscillation of mental processes/states of the
individual, also is determined by in behaviour. Four basic types of temperament were
identified: phlegmatic, sanguine, choleric and melancholic.51
Particular personality components are required for safe driving. Not only isolated elements of
personality, but its whole structure are projected into the driving activity. Precondition of a
good driver is strong, active and balanced type of nervous system, which is represented by
sanguine type of temperament. Such driver is able to react quickly and to switch between
48
49
50
Smékal, V. O lidské povaze, page 44
51
27
processes of irritation/inhibition without delay. Weakness and lability of nervous processes
are decreasing ability to drive vehicle safely.52
Eysenck suggests to differ types of temperament based on the lability/stability,

extroversion/introversion criteria.53
Extroverts experience more tension, seek for arousal, sensation while driving. Introverts don’t
suffer from lack of stimulus, they can be attracted by their own internal stimulus and
marginalize external ones.54
It was confirmed by research, that extroversion is general factor for traffic accident
prediction.55
EMOTIONS
Emotions and feelings are basic regulation mechanisms, which play a significant role in
perceiving a judging danger (Damasio, 1994). Our whole body is a monitoring device, which
perceives possible threats and reacts on it. Internal components of this monitoring system are
all elements and processes (including physiology, anatomy, personality characteristics,
motives, thinking etc…). Monitoring of incoming dangers is far from being perfect.56
Extremely sensitive people have problems with concentration of attention. Melancholic,
anxious, pessimistic and choleric people have slower performance, distracted attention, slower
reaction speed, lower memory capacity – they can overlook a traffic signing, don’t keep safe
distance form a vehicle, etc…57
AGGRESSION
Overall aggressive/hostile traits of personality don’t increase the risk of fatality just by
themselves. They rather show us, that road aggression or road rage behind the steering wheel
refer deeper than to individual disposition to aggressive behaviour.58
Aggression is basically a defensive mechanism. Aggression can be defined as intentional act,
with its motive of open or symbolic attempt to cause damage, harm or pain to someone.59
Swearing, threatening, sarcasms, laughter, vandalism, violence or terror can be considered as
aggression variants.60
Almost all people experience some aggressive reactions. Real or imaginary error of other
driver can cause inappropriate reaction. Aggressive driver is not able to perceive situation
correctly?. Aggression can be expressed in such excited behaviour as “sport” ride or “road
rage” in extreme cases is. Violating traffic rules and traffic accidents are often related with
people labeled as “sensation-seeking”. Such individuals need to experience new sensations
continually and they are ready to take over physical and mental risks to achieve their goal.
These traits of personality are related to drunk driving, driving over speed limit and driving
52
Bena E., Hoskovec J., Štikar J., Psychologie a fyziologie Ĝidiþe, page 85
53
54
55
Clarke, S., Robertson, I., T. Meta-analytic review of the Big Five personality factors…, pages 355-376
56
Vaa, Truls, Modelling driver behaviour…, pages 55-63
57
58
Nabi, H., Consoli, S., M., Chiron, M., Lafont, S., Chastang, J., F., Zins, M., Lagarde, E., Aggressive/hostile
personality traits…, page 365-373
59
Smékal, V. Psychologie osobnosti, page 219.
60
28
below safe distance to the car ahead. It is know from research, that drivers violating speed
limits are often violating other traffic rules too.61
Examples of aggressive behaviour in road environment
Table 1. Mean scores and standard deviations for extended the DBQ violation items62
Violation Item wording

type
Normal Disregard the speed limit on motorway
Aggressive Drive especially close to the car in front as a signal to its driver to go faster or
get out of the way
Normal Disregard the speed limit on a residential road
Normal Overtake a slow driver on the side
Aggressive Have an aversion to a particular class of road user and indicate your hostility
by whatever means you can
Aggressive Become angered by another driver`s behaviour, and give chase with intention
of giving him/her a piece of your mind
Aggressive Sound your horn to indicate your annoyance to another road user
Normal Drive even though you realize that you may be over legal blood-alcohol limit
Normal Cross a junction knowing that traffic lights have already turned against you
Aggressive Pull out of a junction so far that the driver with right of way has to stop and let
you out
Aggressive Stay in a motorway lane that you know will be closed ahead until last minute
before forcing your way into other lane
Aggressive Get involved in unofficial “races” with other drivers
There is a suggestion that the interpersonally aggressive violation of traffic rules consists of
two subtypes. First sub-type is related to anger/hostility and may reflect a general personality
characteristic.63
Second sub-type is related to attempts of driver to gain advantage over other road users and
maintaining progress. These violations are more likely to occur in areas of high traffic
density, where motorist comes across unexpected hold-ups and delays.64
Research in Great Britain (Lajunen, Parker and Summala, 1999) hasn’t shown, that traffic
obstacles like traffic jams or road constructions provoke anger among British drivers. These
kinds of impediments may be so common in todays`s traffic in Britain that drivers can expect
them to occur and therefore do not become unduly frustrated. Hence, the frustration-
aggression hypothesis (Dollard and Doob, 1939) might be rather related to situations, where
drivers` goals are dramatically blocked by sudden and unexpected event.65
Moreover, situations invoking anger or aggression in drivers were identified. Such situations
are: discourtesy (i.e. driver is dazzled by other car`s lights), situations when drivers are
threatening other drivers by risky/dangerous drive style (i.e. driver is changing lines
61
62
Parker, D., Driver error and crashes…, page 136
63
64
65
29
constantly in congestion), impeaching other driver`s skills (i.e. by sounding the horn, gesture,
swearing), progress of a driver is impeded by other driver`s hesitance or sluggishness (i.e.
driver can feel thwarted, impeded and may be tempted to believe that the other driver is doing
it purposely)66
ITS may help in first and fourth situation. They can warn driver in first case, that he/she is
blinding others with distance lights. In fourth case may fitting navigation system help to
improve driver`s orientation and prevent traffic from congestions.67
Studies suggest, that driver cope with difficulties well, if they are informed about
impediments on the road in advance. Problems are mostly connected with unexpected
situations, which invoke stress, drivers react with anger, tend to risky behaviour, violate rules
in order to gain advantage over other road users. Elimination of such behaviour can be
secured by providing relevant information to drivers.
COMPLEXED AGGRESSOR
Takes others as rivals. Such driver is constantly comparing himself/herself with other drivers,
he/she is not able to drive smoothly, often drives fast, runs in a street-race, violates traffic
rules, endangers other vehicles, ruthlessly drives a hard bargain, acts impulsively.68
HOSTILITY
This term express malice. Malice can be manifested or latent, self oriented or outwards
oriented. Hostility is considered to be affiliation opposite. Hostile individual seems to be bad-
tempered, frequently blames others as a cause of his anger.
DEPRESSION
People suffering from depression are a time bomb in traffic situation. Depressive mood
significantly increases reaction time.69
Sad and depressive people act slower than others. This is not such a problem (elderly people
reaction time is also slower), higher risk carries decreased attention level or attention focused
on internal state of individual instead of attention aimed on traffic situation. As it is not
possible to suppress (forbid) driving of a motor vehicle for pessimistic of depressive people, it
is more fitting to lead them to use tools enabling safe driving. Recommendation of automatic
road obstacles recognition, automatic traffic signs recognition or automatic distance keeping
devices seems to be convenient.
ANXIETY
Anxious, over-sensitive driver drives a car in choppy, uncertain way. Mostly drives on the
outside of the carriageway, is indecisive and nerveless.70
Anxious drivers need to be reassured. If driver knows what’s coming next, he/she feels
comfortable and relieved. Because of that it is appropriate to provide driver information about
traffic situation, obstacles on the road etc…
ITS may provide convenient support of anxious driver. Anxiety is very uncomfortable feeling,
one tries to remove it by any means necessary.
Stress and workload plays role in traffic accidents, one third of motorist experience chronic
stress or workload before the accident.71
66
67
68
69
70
30
EXPLOSIVE CHOLERIC
Driver with these characteristics blinks with his spotlights, honks the horn, swears, others
consider to be his enemies, who need to be punished.72
People with low frustration tolerance don’t like to be overtaken, honk the horn often, are
aggressive behind the wheel, gesture aggressively, dazzle others with cars lights, lose self-
control often.73
Individuals with low frustration tolerance need to avoid too stressful situations. Unexpected
stimulus often evokes tension. Providing relevant route information to such drivers may
contribute to overall road safety and forgiving road environment. Anti-crash systems seem to
be useful for these drivers.
Explosive choleric should never be a professional driver?.
AGE OF THE DRIVER
Most of the traffic accidents occur to drivers with age under 25 years and with age above 55
years. Fewest accidents occur to drivers between 35 and 45 years. Men crash 3x frequently
than women. More accidents happen during the night than during the day.74
Young drivers tend to drive in risky way, have lack of experience with driving. In-vehicle
speed limit for beginner-drivers may be helpful as well as a sensor monitoring traffic lanes
distance or other vehicles distance etc…
Night accident rate may be lowered by automatic pedestrians or animals recognition,
automatic obstacle detection, automatic distance keeping device. These devices contribute to
overall driving comfort. On the other hand drivers shouldn’t rely on these systems too much,
because the feeling of too much security can lead to speeding, which is very dangerous
especially during the night.
YOUNG DRIVERS
Their sensory functions, physical condition and mental capacity are very good. Such driver on
the other hand are frivolous, tend to ruthless and impulsive behaviour, aren’t self-critical, are
more aggressive, hasty, over-sensitive, anxious. Young drivers who violate other social rules
and norms too often violate traffic rules.75
Most of the traffic accidents occur to young drivers under 25 years, in most cases it is
collision with pedestrian, driving on the wrong side of the lane, speeding. Young drivers risk
and compete more with others. They are impulsive, do not adjust speed to the road conditions,
overtake uncautiously, are drawn by their emotions easily, need to experience new
sensations.76
Errors in perception, errors in decision-making, distraction or fatigue are main causes of
traffic accidents.77
71
72
73
74
75
76
77
31
ELDERLY DRIVERS
Aged drivers suffer from physical and mental abilities worsening, blood pressure is unstable,
visual sense or hearing is decreasing, reaction time is longer, need more time to make decision
and to process information, their ability to learn new information is worsening etc…78
Elderly people are able to anticipate, their technical skill of driving car is fully automated,
don’t risk very much and drive slowly.79
V nČkterých zemích EU jsou autoškoly pro seniory – motoristy, kde je uþí o správné jízdČ,
záludnostem stáĜí, životní styl…80
Elderly drivers have often problems with estabilishing positive relationship to modern
technical devices. Aged drivers needs be tought how to operate such devices otherwise they
will be frightened to use ITS technology. Automatic obstacle recognition, fatigue warning,
dynamic vehicle navigation, automatic distance keeping or lane monitoring seems to help
these drivers.
SEX OF THE DRIVER
Women drive every sixth vehicle these days. Male`s brain is about 10% bigger, female`s brain
has about 100 grams heavier. Brain of a female has higher count of neurons and they master
to use both hemispheres better. Brain of a male in quiescent state shows activity in
approximately 2/3 of its content, brain of the femail in 90%. Females can combine rational
operations with emotions easily, but emotions affect their traffic behaviour and reactions.
Females` ability to anticipate is worse, but they are capable to compensate this disadvantage.
Male abstract thinking is better, but their communicating capabilities are worse. Males have
better spacial perception, females better interpersonal relations and emotional intelligence,
females are able to understand moods and motives of other people better.81
About just 30% females were capable to distinguish various sounds in comparison with 60%
males. In laboratory dangerous traffic situations differentiation test were females better than
males, but in real situations males estimate speed and distance between vehicles better, males
are capability to overtake and park a car better.82
Reaction speed on visual and auditive stimulus of males is faster. Female drivers achieve
same results when driving on shorter distances (up to 100 km), on longer tracks become tired
faster. Competing between drivers females consider to be a childish risky behaviour. Female
drivers percieve objects in red part of color spectrum better, but they experience problems in
recognizing objects in traffic. Males` visual sense is better in farseeing so they feel more
comfortable to drive in the night. Both males and females fail in stressful traffic conditions,
but these situations have more fatel consequences for male drivers.83
Males feel comfortable when driving in cities, where there are able to turn round and achieve
outstanding performance in mastering the vehicle.84
Females usually drive more responsibely and reasonably in spite of not masterig the vehicle
tchnicaly in perfect way. Females study traffic rules thoroughly and memorise driving theory
78
79
80
81
82
83
84
Groszová, S. Za volantem žena aneb breviáĜ Ĝidiþky – zaþáteþnice, page 13
32
even although they don`t undestand it. Males underestimate the rules more often on the other
hand.85
It was discovered that males perceive a vehicle as an express of their personality and have
stronger emotional relationship with their vehicle. Females rather than males consider the car
to be a more stresful object.86
Females register a lot of stimulus and are experiencing problems with selecting relevant ones.
Decision-making takes them longer time, they are less self confident, their driving
anticipation and spacial orientation is worse. ITS could help females to compensate these
disadvantages. Dynamic vehicle navigation or lane monitoring seems to be appropriate and
helpful for them.
The goal of male driving a car is to enjoy the ride, show his skills and compete with others.
The goal of female is to transport without problems form one pace to another.87
Male assumes: “If I am goin to be all right my family is all right.”
Female assumes: “If my family is going to be all right I am all right.”
Females suffering from unfavourable emtions are distracted, do not perceive good, they
experience problems with decision-making. Their capability to distinguish visual objects is
worse; also capability to distinguish relevant things from irrelevant is slower. In spite of these
less accidents occur to female drivers than to male drivers.88
Factors that predicted at least one or more of the risky male-driver behaviour outcomes were
the personality trait of low constraint (i.e., low score for control, harm avoidance, and
traditionalism), aggressive behaviour and cannabis dependence. Risky driving behaviour
during young adult years is predominantly a male activity and it is predominantly males who
go on to become persistent risky drivers.89
Male drivers are usually more aggressive than female drivers. However, while male drivers
tend to become less aggressive with increasing age, females drivers tend to become more
aggressive with age.
Other factors
WORKLOAD
Several types of workload were formely identified: informational, time, material, moral,
social, risk and emotional workload. Source of the workload can be in work conditions, nature
of work etc…90
„NASA (National Aeronautics and Space Administration) has investigated workload of
personal vehicle drivers in crowded city streets and has found out, that tension, blood pressure
and heartbeat frequency is increasing in unexpected situations (pedestrian appear suddenly on
the road etc…)91
Unexpected situations invoke stress, increase irritability, fatigue, can lead to aggressive or
risky behaviour.
85
Groszová, S. Za volantem žena aneb breviáĜ Ĝidiþky – zaþáteþnice, page 18
86
Huguenin, R. a Rothengatter T. Traffic & Transport Psychology, page 437 – 441
87
88
89
Begg, D.J., & Langley, J.D. (2004). Identifying predictors of persistent non-alcohol or drug-related risky
driving behaviours among a cohort of young adults. Accident Analysis & Prevention, 36, pages 1067-1071
90
91
33
ACTIVITY MEASUREMENT
Activity measurement means measuring number of driver`s movements, brain activity and
brain activity monitoring etc…92
Particularly beginning drivers make many purposeless movements. That’s because their
driving movements aren`t fully automated. Driving exhausts them more than experienced
drivers. They should be making more pauses during the driving. Beginning drivers more often
overlook relevant objects in traffic situation, because their attention is focused on technical
aspect of driving (gear changing, steering wheel etc…).
MONOTONY
Fog, constant sound, speed up to 60 km/h and familiar track are worse conditions invoking
feeling of boredom. Knowing biorythms and counting with their impact is required when
driving a vehicle.93
Monotonity contributes to fatigue of a driver. Conversation with co-driver, music helps driver
to keep attention better when driving in the night or long distances on the highway.94
Road hypnosis is a phenomon, which is connected with driving on modern highways. Driver
is exposed to minimum stimulus, which results in overall deterioration of the performance,
slump and eventually increased risk of traffic accident.95
HUNGER AND DIETS
Proffessional drivers of long-distance coaches suffer from extreme weight most, because they
experience lack of move. Driver of personal car burn about 90 calories in one hour, driver of a
lorry about 130 calories more. Gluttony or starving is not healthy and harms the organism.
The nervous system is very sensitive on nutrition supply. Without energy gained from food
mental functions are decreasing. Hungry or bloated driver reacts more slowly.96
FATIGUE
Fatigue is a state of organism, which eventually leads to increased risk of traffic accident.
Several types of fatigue were identified. First type is natural fatigue. It is common and its
signs are disappearing within the day. Second type is an idle fatigue. It develops because of
the wrong work organization and bad work conditions. Third type is a noxious fatigue. Signs
of noxious fatigue won’t disappear even after taking a rest and such fatigue may become
chronic.97
92
93
94
95
96
97
34
Fatigue manifests in progressive performance decrease. Driver experience pain, drowsiness,
bordeom, lethargy, eyes burning or closing, headache etc…98
Driver should be informed by ITS of distance driven (how long is actually driving), ITS could
inform driver about his/her body being exhausted and needs to rest (in spite of driver not
feeling tired). ITS could recommend suitable resting place, restaurant, roadhouse etc…
Two thirds of all traffic accidents are caused by fatigue. Fatigue is natural physiological
phenomenon and subjective feeling, which is typical by metabolism decrease. Fatigue is
dangerous, because it may come undetected, causes perception errors, impulsive reactions,
delayed reactions, concentration decrease, decreased visual perception sharpeness, slowed
breathing, pressure in head, decrease of movement coordination, back pain etc…99
Drivers need to be educated about fatigue and its prevention.
SHORT-TIME DISORDER IN CONSCIOUSNESS
Such state (fomerly called microsleep) is state between sleep and vigilance, encompasses
mental blocks of 0,5 – 3s duration. Within this time period covers a vehicle moving 60 km/h
distance of 40 m, vehicle moving 90 km/h distance of 70 m. 100
Driver traveling on long distances should be using fatigue monitoring as automatic microsleep
prevention. Especially when driving in the night is such protection needed.
ROUTE AND TRAFFIC
Traffic safety is also influenced by route and traffic. Roads netowork condition or traffic
management also play significant role.
Appropriate view distance is required for safe driving. Drivers are forced to choose between
two basic conflicts - time acquisition vs. safety. Driver needs reliable information about road
continuation.101 Such information could be provided by ITS (i.e. GPS).
Traffic signis should be supporting and attracting one`s attention. Some traffic signs are
properly perceived by one fourth of all drivers.102
Vehicle`s lights should be reliable and appropriate so no unnecessary dazzling of driver
occures. Human eye needs some time for dark/light adaptation (i.e. when driving in the
tunnel).103
Driving comfort is also formed by traffic environment. Traffic environment can significantly
contribute to pedestrian safety, noise filtering, exhaust decrease or dazzle prevention. Positive
impact has bushes, trees or overall vegetation close to the road network.104
98
99
100
101
102
103
Štikar, J. a Hoskovec, J. PĜehled dopravní psychologie, pages 33 – 34
104
35
PSYCHOLOGICAL PRIORITY
It means that one driver on the crossing paies his priority during his drive and puts the priority
to another driver who does not have the priority according to the rules. 105
The passive psychological priority – driver gives up his priority he has according to the rules.
Sometimes it is caused by the considerateness to another driver, but it can lead to doubts,
uncertainty and traffic accident as a result.106
Active psychological priority – driver exacts his priority, knowingly or subconsciously.
Aggressive drivers do it usually. Sometimes this is caused by the bad traffic notation.107
IMPACT OF ITS USE ON TRAFFIC SAFETY
The theory called “Theory about hazard homeostasis” is interesting if concerning road safety.
Theory supposes that people have a tendency to keep the risk on constant level during driving.
Any device or system originally designed in order to reduce danger on roads, will not bring
the desirable effect because of this.108
The use of antiblock system is the classical sample of risk compensation. At the moment
when the driver adapts upon this system, he drives with higher risk than at the time when he
did not have the system yet. The research showed that drivers with the ABS were involved in
traffic accidents on the same level as drivers without the ABS (Biehl et. Al., 1987). At the
same time drivers in vehicles with systems that do not participate on driving (passive securiy
systems – air cushions) do not embody any change in their style of driving. The ABS system
retrenched the number of accidents with revolving vehicles and accident with pedestrians,
bikers or animals. The expected accidents decrease with moving or static objects did not
occur.109
There exist three different hypotheses that try to explain why the ABS system did not bring
the decrease in the accident frequency.
The drivers with ABS system behave unlike the drivers without the ABS. The system
influences the driver in some areas.
At vehement braking the brake pedal vibrates and pushes back. Some drivers let go the brake
pedal and the accident happens.
The Antiblock system reduces the friction during the vehement braking whereto would
happen during the braking without this system. So, the braking distance prolongs.110
The common hypotheses concerning about loading the ITS in connection with the Theory of
hazard homeostasis are:
Suggested incidences of ITS may be scotched and compensated by changes in driver´s
behaviour.
Possible incidents of particular ITS are depended on our konwledges about these. The
insufficient or missing knowledge may decrease the effectivity of ITS or may be directly
harmful.
105
106
107
108
Vaa, Truls, Modelling driver behaviour …, pages 55 - 63
109
110
36
The possibilities included in the risk analysis that anticipate the ITS development may be
insufficient, some areas could be overlooked
The technologies we can comprehend like the superstructure of the human organism,
therefore the technology is able to bring the man to the situation, which he will not be able to
cope. It can be dangerous.111
What could the ITS improve in the future:

Reduce high speeds in particular situations, especially by the young inexperienced drivers that
depreciate the hazard connected with high rates in the turnings.
Monitor the physiological state of driver (prevention of momentary drowsiness, fatigue etc.).
Monitor the speed of the other cars, especially cars closely ahead of the driver (mantainancing
the safe distance).
Warn the driver against overtaking at the moment when another object moves in the dead
angle of the backward speculum, so the object is not behelded by the driver.
Warn the driver on the pedestrians and bikers on the crossings.
Monitor other vehicles on the crossing shaped T and X.112
The main causes of the traffic accidents

The research in sources of human faiture in trafic running was carried in 50.´s 20. century.
The causes of failures are: 70 % troubleshooting traits, 22 % insufficient abilities, 3 %
others.113
“The traffic safety is dependent on: 1. Possibilities of human performance (traffic
qualification): personality traits (responsibility in traffic situations), readiness (knowledges
and experiences), physical, sensational and mental conditionals; 2. Requests of transport: the
kind of attendance in transport, traffic situation, highway code, other factors like the
contruction of vehicle etc.”114
The driver can be informed by the posters, booklets, magazine, radio, television, film,
agitprop actions, courses for inadaptible drivers.115
Successful drivers have more flexible nervous system, mental equanimity, adaptability,
readiness, deliberation, cicumspection, patience, forethought, and decisiveness. Unstable
individuals with low frustration tolerance, anxious, stiff, moody, choleric, irritable and
impulsive drivers fails.116
The most important causes of mistaken actions: disturbed health condicions, the lack of
judgement ability, the lack of knowledges, the lack of skills, deficient traits, alcohol abuse or
another drug abuse, chronic or acute abnormal state of mind and neuroses, stress.117
Three types of behaviour unadapted the drive are: impulsive reactions, prolonged reactions,
reactions sequent upon the expectation signal and his unappearing. Impuslive reactions miss
the correct evaluation of impurtant circumstances.118
111
Vaa, Truls, Modelling driver behaviour…, pages 55 - 63
112
Vaa, Truls, Modelling driver behaviour…, pages 55 - 63
113
114
115
116
117
118
37
We discriminate three types of dangerous driving manners: racer, convenient and careless-
penetrative.119
The risk of traffic accident grows because of unequal or disturbed personality structure,
insufficient psychosomatic capacity, excessive fatigue, impair mental or physical condition,
questionable traffic road or traffic notation, inadaptability on weather changes, non respecting
of bio-rhytmes, short practice, insufficient knowledges and skills, the lack of sleep, neglecting
of the age specialities of pedestrians and drivers, medicine, alcohol or drug abuse, technical
troubles.120
Drivers with following characteristics mostly fail on roads:

Unadaptable, impulsive, pessimistic, choleric, emotional, unscrupulous, oversensitive, moody,
anxiety, rigid, free-minded, faithless, irresponsible, dependent, careless, emotionally labile,
incursive, hostile, drivers with low self-importace, drivers unable to anticipate, exhibitionists,
people that depend on randon, that need continuous fever, that refuse rules.121
It is possible to suppose, that these drivers drive in a reckless way, they do not respect any
traffic limitations, they have a tendency to drive with aggression, they do not express the
empathy and toleration to other road users. It is necessary to develop the way to motivate
these drivers to change their acces to drive the vehicle. We can expect that they will not
accept the ITS instructions which may limit them. For example the alcohol detection is
convenient for them – sence organ in the driver box notes the presence of alcohol and
prohibitive the start of the vehicle or the sence organ notes that the driver does not use his
safety belt etc. The vehicle that driver would had be equipped by the automatic maintainance
distance (those drivers have not the tendency to keep the safe distance), by the taking speed of
the car considering maximum speed limit and by the anti-collision system in the car.
ACCIDENT FREQUENCY AND DRIVERS CHARACTERISTICS
According to the police investigators the main causes of traffic accidents are: stress at work,
fatigue, momentary drowsiness, the lack of sleep, unrespected roles, inattention, speeding,
wrong driving style, safe distance disobedience, skid, alcohol abuse. External findings:
inadaptability, inclination to risk behaviour, affectivity, impulsivity, irresponsibility,
glassines, extemporaneousness, exaggerated confidence, low self-control, aggressiveness,
lowered visual discrimination and inadequate reactions.122
The intelligent traffic systems are good servant but bad mister. We want to tell that the ITS
can improve our driving comfort, they can help us, they can increase the road safety. On the
other hand we can´t remember that driver is the one who plays the most important role. ITS
can´t shelter him by the omnipotent magic before the accident when he does not have enought
responsibility, experience and his bio-psycho-social-spiritual well-being is impaired. It is
necessary to driver develop his driving skills without the dependence on the ITS. It is
necessary to teach the driver how to use the information which the ITS can provide to scale up
the effectiveness of these systems, too. Expecially the old age people can find using the deck
computer too difficult.
119
120
121
122
38
People who are closed on the road accidents: drivers with low responsibility, low anticipation,
drivers who look for some fever, adventure, exhibition, who feel inferior, who have high
aspiration, unreal self-confidence and assured, frivolty, dependence on random, alcohol abuse,
fatigue, emotional fever.123
The results of studies about drivers with the higher number of accidents reflect that these
drivers are largely eccentric, impulsive and psychopathic. Expecially self-destructive or
aggressive tendencies may be extremely dangerous in the traffic.124
It is impossible to suppose that we can refuse the apllicant about the driving licence only
because of he is irresponsible. It is better to inform him about the risks. By this information
his motivation could increase and he could drive safely and use benefits from the information
technology responsibly for the drive improvement.
Insufficient anticipation can be compensated by the crash avoidance, crash detection/warning,
Emergency Braking System, Lane Change Assistance, Lane Departure Warning and Adaptive
Maximum Speed of the car.
Drivers that search the fever during their driving incline to adventure, have high aspiration,
high tendency to finick, unreal confidence, assured, they are easy-going, they are depend on
random, probably they will not to be willig to use the tehnical instruments which can limit
their speed.
Drivers who suffer from inferiority should be care for using the instruments, which should
increase their self-confidence.
The driver drowsiness monitoring or automatic keep-distance warning should monitor tired or
wrought drivers.
MENTAL CAPABILITY FOR DRIVING VEHICLES
It is important to put one's mind to personality traits during the selection procedure. The most
important characteristics are for example aggressiveness, emotive stability and social
conformity and postures (to roles, to causes of accidents, to traffic authorities).125
In the case when the person is able to obtain the diving licence, his inteligence does not play
any role in traffic safety.
The recommended psychological tests are: Actual State Test, Test d2, Bourdon Examination,
Comprehension Mechanical Relations Test, Opinion Series (Dunajevskij – Vonkomer), Test
D-48, eventually Raven, Numerical examination (Kalivoda), Verbal Memory Examination
(Šmíd), Visual Memory Examination (Meili), Numeral Rectangle, Cubic Orientatnion and
Attention Examination (Doležal), Reactionary Ability Examination, Adaptability in face of
Mental Stress – Viennese Determiner Apparatus. Another: Eysenck – Personality
Questionnaire, IHAVEZ.126
Tests that are used at our place: Anamnestical Questionnaire, Misumi Questionnaire to Detect
Driver Satisfaction, Technical Understanding, Numerical Examination, Bourdon, ýO
Examination, Right Yawing Examination, Instructions, Symbols, Raven, Ostrava´s
Nonmandatory, Viennese Determiner Apparatus, Beck Apparatus T 96, Taylor – Johnson
PersonalQuestionnaire.
123
124
125
126
39
ACCEPTANCE OF ADVANCED ASSISTANCE SYSTEMS BY CZECH DRIVERS
ADVISOR project attempts to resolve the expected problems by undertaking the following
actions:
The project focuses on the assessment of driver behaviour changes due to implementation of
various types of ADAS. Questionnaires, laboratory tests, driving simulator and on-road tests
were used performing in parallel a thorough cost-benefit assessment of each tested scenario,
to allow the relevant authorities to select not only reliable, but also affordable evaluation
means for ADAS assessment. ADVISORS developed a common framework for the
evaluation of ADAS, using an integrated traffic environment approach, considering impact
and benefits throughout the traffic chain and not localised only to one type of infrastructure
for which the system might be developed.
ADVISORS conclude with recommendations for methods of type approval and

standardisation of actions for ADAS marketing, as well as legislative, organisational and
institutional recommendations for their applications. This will bring the relevant technology
one step further, to the service and benefit of the Czech and European citizens.
Project innovations include the development of a new common, user-friendly ADAS
terminology, enhancement of user acceptance, public awareness and avoidance of the creation
of false assumptions and expectations to the end users. In addition, the project will provide
definitions of ADAS priority application scenarios, which will have the census of all bodies
involved (industry, national and European authorities and Czech society as a whole).
40
Traffic safety
The accident reduction of ADAS, estimated to be up to 20% of all accidents, will be
distributed between different systems.
Economic gains
ADVISORS PROJECT aims to speed up the implementation of ADAS by recognising and
overcoming their implementation barriers as well as to reduce unnecessary costs by avoiding
duplication efforts and errors in their evaluation, by devising a unique ADAS evaluation
scheme.
Standardisation
ADVISORS PROJECT provides type approval and draft standardisation schemes for selected
ADAS, thus promoting their standardisation. Furthermore, by recognising the necessary
legislative, organisational and institutional actions in each country for their implementation,
the proposed implementation schemes will be applicable to every European country. Indeed,
ADVISORS PROJECT results are expected to provide the necessary scientific basis for an
ADAS implementation at European level.
Environmental impact
ADAS improved implementation, through ADVISORS PROJECT results, will promote
environmental protection both through less road accidents and road network efficiency
improvements. The new tools for such impact evaluation will allow amore objective and
reliable environmental impact assessment and thus promotion of future ADAS
implementation schemes.
Working conditions and quality of life

Embattling ADAS implementation barriers and speeding-up ADAS diffusion, the creation of
new jobs and better working conditions in the transportation sector is also supported.
Furthermore, less traffic bottlenecks through ADAS implementation would mean better
quality of life and better working conditions for the Czech population.
RESULTS
In the Czech Republic the data was collected by personal interviews (CDV psychological
laboratory in Prague and S15 section CDV in Brno) with very limited assistance from
personnel. The professional drivers were questioned when they did their routine professional
evaluation for their employers.
Price was expected to be especially important in the Czech republic, as the Czech motor
vehicle fleet is older and cheaper as compared to this study's other countries. In addition, in
SARTRE 2 and 3 a trend of Finnish, Greek and Italian drivers indicating the new technology
as more useful than the Czech, German and Dutch drivers was noticeable. Therefore, one
might presume that the drivers in the first-mentioned countries would be more technology-
oriented, and that price on the other hand might play a bigger role in the Czech, German and
Dutch drivers' acceptance of the systems in this survey.
41
All drivers Car / van drivers Heavy vehicle
drivers
(Truck / bus)
Greece 179 109 70
Czech Republic 195 189 6
Italy 90 86
Germany 145 145
Netherlands 120 87 31
Finland 182 94 88
In the Czech Republic both private and professional car drivers indicated the navigation
function as being the most important function in all three environments. Only the speed
limiting level of the ISA function on motorways was considered more important by
professional car drivers. Price was unexpectedly mostly considered only the third most
important attribute.
3. RESPONDENT CHARACTERISTICS
Table 1. Social characteristics of the Czech respondents.
drivers
(truck / bus)
gender:
male 80.5% 79.9% 100.0%
female 19.5% 20.1% 0%
n 195 189 6
mean age: 32.6 32.3 43.0

(std) (14.0) (13.9) (13.8)
n 193 187 6
Table 2. Driving characteristics of the Czech respondents.

drivers
(truck / bus)
years driving license
mean 13.3 12.9 27.0
(std) (13.4) (13.1) (14.6)
n 195 189 6
annual kilometrage
mean 16119 15255 43167
(std) (22717) (21957) (31352)
n 194 188 6
mean kilometrage on
...
on motorways (std) 25.1% (20.2) 25.5% (20.2) 14.1% (16.8)
on rural roads (std) 43.4% (21.6) 43.8% (21.5) 31.5% (26.2)
on urban roads (std) 31.5% (20.9) 30.8% (20.0) 54.5% (36.7)
42
Table 3. Type of motor vehicle usually driven by the Czech respondents.
private car 94.9%
van 2.1%
bus 1.0%
lorry 1.5%
truck 0.5%
n 195
Table 4. Vehicle characteristics of Czech car or van drivers.

Car / van drivers
ownership:
private <50% for 81.4%
business purposes
private >50% for 9.0%
business purposes
company car 9.6%
n 188
price of new vehicle

EUR
mean 4433
(std) (5552)
n 188
Table 5. Existing equipment in Czech respondents' vehicle. The percentage indicates the
percentage of the vehicles currently equipped with the system.
All drivers Car / van drivers
Speed adapter 5.2% 4.8%
Cruise control 3.7% 3.2%
Navigation 4.7% 4.3%
Back up control 5.3% 4.9%
ABS / traction control 22.8% 22.5%
Table 6. Czech respondents' familiarity with the ADA systems presented in the questionnaire.
The percentage indicates the percentage of the respondents that indicated to be
familiar with the system.
All drivers Car / van drivers
ACC / distance 22.5% 22.7%
keeping
ISA speed limitation 35.7% 35.2%
Navigation 42.4% 43.2%
43
Table 7. The attractiveness preference model for Czech respondents
Motorways Motorways and rural roads All roads

car heav Hea
car car car heavy car car
profe y vy
priv all privat profes- vehicl all priv profes- all
s- vehi vehi
ate e sional e ate sional
sional cle cle
10.4 12.1 13.3
ACC 15.38 8.14 10.67 17.35 7.94 8.93
6 4 7
distance - -
0.29 0.06 -0.14 -0.43 0.22 0.08 0.15
warning 0.02 0.19
vehicle
followin
g 0.23 -0.37 0.12 0.16 0.33 0.20 0.05 -0.25 0.03
assistan
ce
stop&go
- - -
assistan 0.08 -0.18 -0.02 0.10 0.17 -0.18
0.21 0.01 0.27
ce
25.7 27.6 20.5 23.5

ISA 29.37 25.30 30.02 22.96 29.37
3 7 0 1
no - -
0.54 0.06 0.11 0.08 0.09 -0.38 -0.17
support 0.04 0.10
speedin
g 0.55 0.20 0.43 0.37 0.46 0.40 0.43 0.96 0.52
warning
speed
- - -
limitatio -0.74 -0.49 -0.47 -0.54 -0.58 -0.35
0.51 0.49 0.33
ns
Navigati 43.9 50.3 39.7 41.8

28.67 43.20 50.12 47.45 33.33
on 1 2 5 2
no - - -
-0.31 -0.79 -0.84 -1.03 -0.88 -0.85
support 0.95 0.91 0.82
static
route 0.08 -0.47 -0.02 0.27 -0.01 0.20 0.18 0.00 0.17
info
actual
-
route 0.87 0.78 0.81 0.57 1.04 0.64 0.88 0.68
0.71
info
19.9 26.3 25.7

Price 26.57 23.37 9.18 12.24 9.87 29.37
0 8 4
€ 500 0.41 0.69 0.44 0.12 0.28 0.15 0.56 0.88 0.58
-
€ 1500 0.01 -0.22 -0.02 0.02 -0.03 0.02 -0.67 -0.22
0.16
- - -
€ 2500 -0.47 -0.42 -0.14 -0.25 -0.21 -0.36
0.42 0.17 0.40
44
regressi
on
4.40 3.62 4.32 4.83 4.83 4.85 4.31 4.42 4.32
intercep
t
n 48 11 3 62 51 15 - 66 53 8 3 64
4. NEGATIVE SIDE EFFECTS - Assessment of driver behaviour changes
It is predicted that changes in behaviour will occur with the introduction of new systems
(behavioural adaptation, risk compensation etc.). The use of blind spot detection and
navigation system, in place of a map, may lead to reduction in workload, which in turn may
lead to drivers increasing vehicle speed. The introduction of blind spot and navigation
systems may lead to changes in driver behaviour. Reduced workload and stress have often
undesirable effects such as increased speed. It has been suggested that the introduction of
blind spot detection and navigation systems may lead compensatory behaviour that may
reduce the benefits of the measures being implemented.
It has been also suggested that behavioural adaptation might occur in response to ADAS
through imitation and isolation effects. There is a danger of non equipped vehicles imitating
the behaviour of equipped ones.
5. NAVIGATION DESCRIPTION OF THE SYSTEM FUNCTIONALITY
The navigation systems are greatly booming in road communication. The first navigation
system appeared in the 1980s, and nowadays, there are many sophisticated systems in the
markets that exploit the GIS (i.e. Geographic Information Systems), for example the GPS (i.e.
Global Positioning System), RDS-TMC (i.e. Radio Data System-Traffic Message Channel),
the electronic maps and network applications for the static navigation and in future for the
dynamic navigation. In addition to their utilisation in passenger transport, the navigation
systems are also very useful in both bus traffic and goods transport, regardless of their use in
the other transport kinds from air traffic to pedestrians.
The development of the navigation systems is directly tied to a development of map
digitisation, software and network application development, satellite systems (e.g.
GALILEO), and the enhancement of demands for such navigation systems. This ADAS
system will give to the driver intelligent information, advice and warning. Navigation systems
aim to improve driving safety and should be used in passenger and heavy vehicles. Navigation
by providing location and route guidance to the drivers and supports the various collisions
avoidance capabilities with road geometry and location data at every moment of the day and
during all traffic and weather conditions. It will also provide the necessary capability RDS-
TMC Radio Data System/Traffic Message Channel to filter traffic information to select those
messages that are applicable to the vehicle location and route of travel. It will also offer the
capability to recommend optimal routing based on driver preferences. More advanced
versions of this service may integrate real-time traffic conditions into the calculations of
optimal routes. An extra module will enable the receipt of information via GSM. The
navigation display can also be used helping the driver when parking, using a camera viewing
backwards.
Driver’s behaviour is not expected to significantly reduce the system benefits or may even
further enhance them. Some behavioural adaptations could occasionally occur. It is probable
45
that behavioural adaptation will be detected (but depends on the situation). System
customisation may compensate for driver‘s behavioural adaptation.
The techniques are developed, available and already marketed. Price depends on
sophistication, approx. 2000 Euro. It is expected that this system will be installed at the
factory more a more in new cars.
Demand development: Of course, the development of the most advanced and sophisticated
navigation systems will also depend upon the demands for such systems. The great markets
with both high demands and technological pressure provide a perspective of dynamic
development and the utilisation of navigation systems. It is obvious that the new technology
splits up the world. Purchasing power and willingness to pay for such comfort is
incomparably higher in the advanced countries compared to the developing countries.
Moreover, the advanced countries can benefit by the production and selling of the systems,
while the developing countries can only purchase such systems because of their outdated
technology. The cost for the sophisticated car navigation systems in the Czech Republic
ranges from 60 up to 130 thousands CZK, which would purchase few of the drivers. The
standard installation of the navigation systems in new cars will also increase their price, and
hence the existing tendency of importing the used cars from abroad still prevails in the Czech
Republic.
6. MITIGATION STRATEGIES
There is valid risk of exploiting some of the ADA systems by drivers to more risk behavioural
(escalating of speed, belittling of attention due driving).
To prevent doing that would be useful set these problematic ADA systems in order to
be active only when driver respect legal speed. When driver exceeded sufferable speed limit
there would be deactivating ADA systems, thereby would be prevent trade on them risky
behaviour and to undesirable transmittal of responsibility for driving vehicle from driver to
autonomous systems.
Essential condition to in place such as restriction would be prior in place of navigation
systems (for example GPS system of localisation and electronic maps), which would be
eligible assess what road is topically using by vehicle. Navigation systems in this case should
46
prior to control maximum speed limit in actually leg and compare that limit with real speed of
vehicle.
We do not expect that using of electronic systems of navigation should have great
negative impact to safety by means of undesirable behaviour adapting of drivers.
7. BLIND SPOT DETECTION
Driver’s behaviour is not expected to significantly reduce the system benefits or may even
further enhance them. There is a slight probability that some behavioural adaptation will
occur. The behavioural adaptation is detected only in particular cases. System is inflexible to
driver’s behavioural adaptation.
Risk Analysis
Result
Occurence
Failure Detection Severity probability Detectability Recoverability Risk
No satellite
Navigation transmission 2 6 6 3 54
Blind spot No camera
detection transmission 2 5 8 9 85
47
8. MITIGATION STRATEGIES AND POSSIBILITY
To resolve blind spot problem when driving forward would be good use mechanistic
resolving whereby addicting rear-view mirror integrated into doors mirrors of automobile.
To resolve blind spot by means of visual sensors located on stern of vehicle would be
appropriate put to use in the first place when reversing. To realise potential of camera when
reversing enhances broadly safety mainly for heavy vehicles. Stern camera should
compensate also missing rear-view mirror in interior.
We do not expect that using of electronic systems eliminated blind spot should
have great negative impact to safety by means of undesirable behaviour adapting of drivers.
Both of these systems (navigation, blind spot detection) are information only. Such
systems provide information to the driver by audible or visual means. Information only
systems have no connections to any vehicle operational controls.
9. CONCLUSION
From the point of view of long-term perspective, today's condition of road communication is
untenable. For its effective and sustainable development and practice, it is necessary to
strengthen the co-operative traffic components at the expense of individual traffic ones. In the
near future, traffic will be less dependent upon the decision of individuals and will be more
and more controlled. And providing current information on traffic situations in the real time
will more and more support this part that will remain dependent upon the individual decisions
(that is, the drivers). In the world, great attention is devoted to this trend, and new research
and development projects are supported that concentrated on the development of a wide
collection of the systems and the methods supporting different transportation types. In the
USA, the collection of the methods is commonly called the Intelligent Traffic Systems, in
Europe the Traffic Telematics. Both in the USA and also in the European Union, great
attention has been devoted to the problems.
The applications should be divided into two parts. On one hand, the drivers should be
provided with the information as most as effective (and cheap) to be needed for using the road
network effectively and safely, and on the other hand they can be provided with the other
information for which the drivers are willing to pay.
ADAS system capabilities and conditions for driving the cars on roads: The ADAS and TICS
systems are the typical technological products that facilitate human activities. However, this
may be a great source of temptation how to fill the released mental capacity and the time.
Hence without the specification of a strict feedback and knowledge of a real mental capacity,
driver's behaviour, the stipulation of the rules among human being, vehicle, road and
legislation, and the relation of traffic security versus the facilitation of the basic driver's
activities, this perfect idea to replace the sensory and mental human capacity by technology
would be able to be counter-productive or even dangerous.
9.1 TOPICS AND CONDITION STIPULATION

In addition to the technical parameters of the devices and the systems themselves, there is a
number of the aspects that can affect the operational quality of technology used and its full
and effective exploitation.
1. Great attention is devoted to the standardisation process, its technical arrangement,
possible abuse or unauthorised use within the framework of the creation of the
European standards in Telematics. However, the standardisation of "human
parameters" is only marginal, or nearly fully omitted. This problem is solved by
legislation as the driver's legal responsibility, this means that the driver is liable for his
48
activities even though some supporting facility is used. From the commercial point of
view, the elimination of possible customers is not acceptable, however, it is necessary
to emphasise and define the legal responsibility of the producers of such systems, for
example, the responsibility for training courses of such systems, their verification,
proper use, etc.
2. The safe use of technological facility/systems when driving the vehicle must be taken
into account not only for its construction, but also in designing its control elements,
communication modules and all display tools.
3. The specification (i.e. the priority) of information to be transmitted and the right to
react in a critical event. The priority of the driver's decision before the calculated
response, the priority of information related to safe drive before the additional
information (e.g. leisure, music, other news, etc.), the elimination of overloading the
mental human capacity (e.g. unclear information, misinformation, implied sense,
unclear instructions for use, etc.).
4. The compatibility of the system functionality with the basic driver's activities, goals
and tasks and the unacceptability of using the system for the other purposes have to
eliminate the danger of the loss of control over technology or its use for the other
purposes than specified (e.g. calling, sending e-mails, playing games, etc.).
5. Only the trained persons should handle and operate these technical tools, both under
normal operation and in emergency events (i.e. in case of system failure, incorrect
operation, in case of delayed responses, etc.)
6. Any failure of the system must be immediately and clearly indicated to the user. The
user should be ready and able to fully control the vehicle manually.
9.1.1 POSITIVES OF ADAS AND TICS SYSTEMS:

x The enhancement of the driver's sensory and mental capacity, information processing
without the human intervention, possible solutions.
x Recognition of danger in wide relations
x Stable system productivity (i.e. no mental failures, no side-track, no discussion and no
emotion)
x No fatigue (no monotony when driving a highway, reliably repeated tasks and messages)
9.1.2 NEGATIVES OF ADAS AND TICS SYSTEMS:

x Technical solution (without human intervention) need not be the optimised solution for a
specific situation. The absence of human approach, for example, foresight of the other
human aspects, can deteriorate the solution and can select fatal responses (e.g. braking
instead of acceleration or making an effective vehicle manoeuvre).
x Despite all legislative driver's responsibility, it is difficult to eliminate the driver's feeling
of safety, convenience and the tendency to release its mental capacity and to relax.
x Growing lazy and loosing the basic driver's skill that is necessary for safe driving the
vehicle at roads.
x The problem of a mixed car fleet, i.e. the cars provided with ADAS (TICS) and the other
cars. This is the same as for power brake boosters, ABS, and automatic overdrive
transmissions. A massive use of the ADAS and TICS systems is not expected in the near
future, and hence their existing users would accept wrong responses and driving around
unknown city at the drivers that are not provided with the navigation systems.
x The ADAS and/or TICS system installation in your car is not privilege, and it does not
mean higher drive quality and the elimination of accidents and possible injury.
49
9.1.3 LEGAL APPROACH AND LEGISLATION:
Nowadays, our legislation does not consider the navigation systems, and the clause on the
today's responsibilities of the drivers will not be satisfactory in case of their massive
application. The relationships among the producers, user, systems, specific situation, and
responsibility for decisions will be also more complex even for judicial experts.
50
LEVEL AND SEVERITY OF DISTRACTION
The main objective of the cost 352 Action is to create a scientific base for road traffic and
vehicle equipment legislation, safety evaluation methodology and rules for drivers’ education
and training for the appropriate use of In-Vehicle Information Systems (IVIS) in order to
enhance road safety. The study of driver behaviour is essential to the safe implementation of
new traffic control systems. Into this context of increasing demands placed on drivers in a
complex environment, vehicle manufacturers are introducing a broad array of new
technologies. Whilst the motivation is driver comfort, there are plenty of opportunities, and
pitfalls, for safety that this new technology provides.
It is clear that the development and supply of In-Vehicle Information Systems (IVIS) is not
taking place in a context of discovering and providing for the information handling capacities
of drivers. In addition, the increasing use of mobile phones, GPS based navigation systems
and even DVD in cars is almost certainly leading to accidents.
Vehicle manufacture and the development of techniques such as intelligent speed adaptation
take place on a European-wide basis. It is vital for policy makers, both in Government and
Industry, to understand the individual and cumulative effects of this growth in IVIS on the
capabilities of drivers to manage their vehicles in safety. This COST proposal will provide the
evidence to allow policy makers to react appropriately.
This paper presents the findings of TruckSim study that examined the effects of distraction of
drivers due to different in-vehicle tasks. There were four in-vehicle distraction tasks:
unwrapping sweets, reading the text message on the mobile phone, entering destination on the
navigation system, and adjusting the heating controls. The effects of these tasks were
examined by requiring participants to drive in simple and complex road environments.
Overall measures of driving performance were collected, together with reaction time
measures and subjective measures of driver’s perceived workload. The conclusions of the
research are that reading the text message on the mobile phone is the most distractive task and
have the greatest negative impact on performance.
Introduction
The demands related with car driving by professional drivers are noticeably different from the
requirements for non-professional drivers. Among the specificities of the professional truck
driver’s work, there is for instance, the driver’s material responsibility (the high price of the
vehicle and of the load). However, the key factor is the fact that a professional driver almost
spends his whole working time driving a vehicle, which is a high demanding activity both
from the cognitive (attention, information perception and processing, decision making) and
from the emotional and social viewpoints.
Reed and Cronin [12] underline that truck drivers are submitted to a number of physical and
psychological stresses inherent of their occupation.
Concerning the possible usage of in-vehicle systems, there is a significant difference between
the private car drivers and professional drivers groups. In the case of private car users, drivers
can simply decide and choose which system they will buy and use. Professional drivers are, in
general, not involved in the decision-making about the in-vehicle systems. Professional
drivers are also forced to use such systems under various conditions.
Numerous studies examined the problem of multi-tasking while driving and identified risky
factors in connection with the use of telematics: driver distraction, information overload
(particularly the coded information of systems), cognitive capture (tendency to complete the
secondary task – phone call, navigation question)[5].
51
Truck driver distraction due to different in-vehicle tasks
In the present study, the impact of performing four different in-vehicle tasks was measured in
the TruckSim experiment. Sixteen drivers drive two types of road: 8,8 km trunk route and 3,8
km of urban road while carrying out different tasks that varied in their complexity. Each
driver drove the route under four tasks conditions: turning the fan and temperature to the
maximum, navigation to a certain destination, reading the text message on the mobile phone
and unwrapping the sweets.
Drivers` behaviour was recorded together with their reaction times. Reaction times were
measured through the task where drivers had to flash the headlights when the screen turned
white (fog). They had to flash the headlights during all distraction tasks.
Driver distraction has been implicated as a contributing factor to over 20 percent of motor
vehicle crashes in reviews of accident causation [19]. Concerns that new technologies may
contribute to driver distraction are not new. There are many studies investigating the potential
impacts of in-vehicle systems (IVIS) on driver performance, cognitive and visual workload
and distraction.
Nevertheless, the majority of real-traffic or simulator studies on distraction are carried out
with the group of passenger cars participants. There has not been a lot of research related to
drivers of trucks, but this group is in relation to telematics usage very important one. Truck
drivers use the telematics devices to perform their everyday task – they use mobile phones,
navigation systems, route guidance systems etc. The technologies are available in the trucks
primarily to improve the productivity of the transportation company, so there is an issue of the
system` s acceptance.
Driver distraction is an important safety issue. As the use of in-vehicle technologies becomes more
popular especially in the case of professional lorry drivers, there is concern about a potential increase
of driver distraction arising from the usage of telematics in-vehicle technologies. A significant amount
of distraction associated with their use may arise both from the manual manipulation of these devices,
but also from cognitive workload related to their use.
Effects of different in-vehicle tasks
Distraction is a key issue for the researches investigating the impact of ITS on road safety. It
occurs when a triggering event induces an attentional shift away from the task. There are
many potential in-vehicle sources of distraction in the frame of the driving task.
Distraction occurs when a driver is:
x delayed in the recognition of the necessary information to safely maintain the lateral
and longitudinal control of the vehicle (the driving task)
x due to some event, activity, object or person, within or outside the vehicle
x that compels or tends to induce the driver’s shifting attention away from fundamental
driving tasks
x by compromising the driver’s auditory, biomechanical, cognitive or visual faculties, or
combinations thereof.
NHTSA estimates that at least 25% of police reported crashes involve some form of driver
inattention; distraction is one form of such inattention and it plays role in over half of these
crashes [16][19]. Every secondary driving task is a potential distracter; NHTSA recognizes 13
sources of distraction [16]:
1. eating or drinking
2. outside person, object or event
52
3. adjusting radio, cassette, or CD
4. other occupants in vehicle
5. moving object in vehicle
6. smoking related
7. talking or listening on mobile phone
8. dialing mobile phone
9. using device/object brought into vehicle
10. using device/controls integral to vehicle
11. adjusting climate controls
12. other distraction
13. unknown distraction
While the driver is distracted by some event, he/she is not fully concentrated on the primary
driving task, which in conclusion results in increased response time, decrease of awareness
and increased risk of involvement in accident.
As implicitly mentioned in the list of potentional distracters above manipulating and using
various in-vehicle information systems (IVIS) is one part of these distractive activities [15].
Mobile phone use
In a vast body of researches is the impact of mobile phone usage on driving performance
investigated. It indicates a significant connection between mobile phone use while driving and
increased accident involvement risk [10]. It distracts the driver visually (driver is forced to
move his eyes from the road environment to the mobile phone), physically (one handed
driving while answering the phone or holding the phone while talking), aurally (distraction by
the ring tone and the communication with other person itself) and/or cognitively (workload
made by paying attention to the driving task and conversation topic).
According to Reed and Green [13], hand-held mobile phones reduce driving precision. Many
studies also have found that using hands-free phone while driving is no safer than using hand-
held phone. Using mobile phone while driving can increase the risk of being involved in a
collision by up to four times [14].
When dealing with professional drivers, it is required to learn that receiving text messages
through mobile phones is a popular way to maintain the contact with the employer when
driving. Reading and writing text message while driving causes high physical (holding the
mobile phone and pressing the buttons), visual (reading the text on the small screen) and
cognitive distraction (paying attention to the written text).
A research in United Kingdom revealed that drivers consider sending a text message to be the
most distracting activity [3]. 30% of drivers admit to send text message while driving [17],
which is an alarming number considering the workload caused by writing a text message.
In-vehicle navigation systems
Navigation system is also relatively common device used by truck drivers and it is also
another distraction related in-vehicle device. Despite of its positive effects on driving
economics, it can also distract and endanger driver who operates with route guidance systems
while driving. It can distract drivers physically (manual entry of destination), visually
(looking at the visual display while operating with the device or viewing the map) or aurally
(listening to auditory turn-by-turn instructions).
Based on the research findings of Tijerina et al. [18], where 4 in-vehicle navigation systems
where investigated, it was concluded that route guidance systems with voice recognition
53
technology are more viable and safer option than systems that require visual-manual entry.
However the destination entry is very time consuming activity even if voice recognition is
used. Therefore the data entry lock is activated in many systems when the vehicle is moving
[4].
According to Dingus et al. [2] findings result the electronic route map without voice guidance
and the conventional map in the most driving intrusion creating high visual attention demand
and requiring the driver to look longer.
On-board Internet and email access
It is predicted that such systems will become important information sources in vehicles. The
major concern of its manufacturers is to provide an easy operability with such systems
causing as less distraction as possible. Such systems are also research aims in research
projects.
It was found that even listening to speech-based emails degrades driving performance [11];
these results should be interpreted with caution because of the research methodology (speech
based system was not compared with email systems using other mode of input).
In-vehicle radio system and CD player
Surprisingly very little is known about cognitive, physical and visual demands of interacting
and/or listening to the radio while driving.
It is likely to be, that the radio use places different demands on drivers depending on the
nature of specific task they are performing and type of interface used [6].
As radio can be found almost in every vehicle it is frequently used as a reference device in
research than the target of research itself; but researches made on this field are ambiguous.
Tuning a radio while driving appears to have detrimental effect on driving performance,
particularly for inexperienced drivers [20].
It was revealed in simulation study of Horbery, Anderson, Regan, Triggs & Brown [7] that
perceived workload was highest when operating with radio (tuning, changing bass/treble,
speaker balance) in comparison to operating hands-free mobile phone (answering a set of
general questions).
Even though the level of distraction caused by interacting with a radio may be smaller than
that caused by other in-car tasks, it should still not be discounted [16].
CD player is also very common feature in most present-day cars. Operating a CD player while
driving is more distracting than dialing a mobile phone or eating [9].
Eating & drinking, smoking, other persons in the vehicle
The number of non-technology related secondary driving tasks is unlimited. We will discuss
the most common ones.
There is no legislation prohibiting eating or drinking while driving, but these activities can
create physical and visual distraction for drivers. Drivers need to remove their eyes off the
road and one or both hands off the steering wheel for considerable amount of time.
Greater proportion of drivers involved in traffic accidents was distracted by eating or drinking
rather than by talking on a mobile phone [16][9].
Smoking is also very distracting activity for drivers as they need to remove their hands off the
wheel when lighting a cigarette, hold it for a while and put out. Based on results of
questionnaire study, it is concluded that smokers have and increased risk of being involved in
traffic accident [1].
54
Talking with passengers while driving is usually considered to be a low risk activity, but
passengers can be a source of distraction (while arguing with the driver, speaking intensively
with another passenger or driver, when the passenger is a small child etc.).
Presence of passengers for younger drivers increases crash risk, which is a result of
distraction and risk-taking [21].
Other tasks, adjusting the heating controls and unwrapping the sweets, have been chosen
because they also have attention-demanding potential, but are considered as common in the
everyday job of drivers.
Research aims
Distraction is a significant road safety issue. The study aimed to explore the effects of in-
vehicle distraction in two types of road environment by TruckSim experiment, including
objective and subjective measures.
METHOD
The experiment took place at Transport Research Laboratory in Crowthorne, UK.
Equipment
Participants drove a TruckSim owned and maintained by Transport Research Laboratory,
which is capable to record various driving performance parameters at the frequency of 60 Hz.
The TruckSim was equipped with a TomTom navigation system and Nokia mobile phone.
Nokia mobile phone remained in the kit mounted to the left of the steering wheel, for the
duration of the study.
The TomTom system remained to the right of the steering wheel for the duration of the study.
Participants
Sixteen participants (15 male and 1 female) took part in this study; each person was tested
individually. Of these, six were drivers of age from 46-57 years, five were of age from 30-35,
four were of age of 21-28 and one driver was 26 years old; average age was 42 years. All
participants held valid C driving licenses, were currently insured and were experienced
drivers (minimum of 5 years of experience). Participants were recruited via TRL database and
were paid 50 pounds for their participation. Participants were all healthy, of average body
build and fitness.
In-vehicle tasks causing distraction

The study was designed to assess in-vehicle distraction. For each environment (simple and
complex), four distraction tasks were used:
1. Reading the text message on the mobile phone. Participants were asked to read the
first text message in the inbox.
2. Entering destination in the navigation system. Participants were asked to enter the
destination (“Drive to Heathrow Airport”) using the TomTom navigation system.
3. Unwrapping sweets. Participants were asked to unwrap the sweet and leave the
wrapper in the tray.
4. Adjusting the heating controls. Participants were asked to turn the fain and the
temperature in the cabin to the maximum.
55
Conditions
There were two different environment conditions, simple and complex. In simple
environment, drivers drove on the highway. In complex environment, drivers drove in town
(with pedestrians, traffic, lights, roundabouts). The simple environment was about 8,8 km
long, the complex environment was approximately 3,8 km long.
Performance measures
The objective driving performance measures focused on speed-related issues. Additionally,
reaction time was measured (when the fog on the screen occurred, drivers had to flash their
headlights as quick as possible).
Finally, measures of perceived workload were recorded after each drive using a widely used
multiple dimension subjective workload index, the NASA Task Load Index (NASA-TLX).
Reaction time measuring

Drivers were asked to react to the appearance of a fog on the screen by flashing their
headlights. The fog appeared four times in each experimental drive. The reaction time was
measured from the moment of the fog appearance till the drivers pressed the button to flash
the headlights. The faster the driver reacts, the more prepared he/she would be to respond to
sudden events in the road traffic environment.
Experiment design
Subjects were divided into experimental groups as listed in the table below (Table 1).
Table 1 Experimental design

Task With tasks No task
Complex environment 4 4
Simple environment 4 4
Procedure
Participants were introduced to the TruckSim and shown the relevant function of the tool.
After the brief description of the procedures and what to expect, the informed consent form,
sickness questionnaire and pre-test questionnaire were completed. Then they took part in a
familiarization trial for approximately 10 minutes to familiarize them with the simulator and
the tasks. Drivers had to perform all tasks to make the researchers sure they are confident with
them. Afterwards they undertook two experimental drives, after each one they had to fill in
the NASA-TLX questionnaire. After the both drives, they had to fill in post-drive
questionnaire, which explored their subjective feelings on the different experimental tasks.
These questionnaires also included driving history, name, age and attitudes towards different
tasks drivers had to perform.
RESULTS
The experiment involved both objective measures of driving performance and subjective
measures of workload.
Two experimental logfiles from the experimental drives were excluded from the experiment
due the log error (from simple environment). One logfile was excluded due the simulator
sickness issue (from complex environment). Final configuration of subjects in dependency on
environment and distraction tasks can be found below (Table 2).
Table 2 Final experimental configuration

Environment Complex without Complex with Simple without Simple with
distraction tasks distraction tasks distraction tasks distraction tasks
N (subjects) 7 8 8 6
56
Different in-vehicle tasks may influence driver` s behaviour in a variety of ways. In an
attempt to capture the complexity of this impact, various categories of dependent measures
were gathered: speed, reaction times, and drivers` subjective assessments of workload and
distraction.
Objective measures: overall driving performance
Mean speed
The overview of the speed profiles from all experimental drives (in m/s) is listed in the table
below (Table 3).
Table 3 Overview of the speed profiles
Mean speed Mean speed Mean speed Mean speed

Simple environment Simple environment Complex environment Complex environment
with without with without
Mean 12,164 11,971 5,424 6,137
Std.
4,312 1,709 0,190 0,826
Deviation
Analysis of the mean speed in simple environment with and without distraction tasks did not
show any significant difference; F(2,12)=0,271, F-crit(2,10)=4,103 (p<0,05), t(14)=1,151, t-
crit=1,7823 (p<0,05). Driving performance in the simple environment was not significantly
different neither F-test value nor t-test.
Driving performance in the complex environment with and without distraction tasks
concerning the speed was not significantly different with F-test, but speed comparison with t-
test shows very significant difference; F(2,13)=2,449, F-crit(2,10)=4,103 (p<0,05), t-
stat(15)=10,391, t-crit=3,6941 (p<0,0135).
Reaction times
Total number of analyzed reaction times can be found in Table 4. Ideal number of responses
is given in the round brackets in the table. Missing responses were not further analyzed as
there wasn’t found any significant relation between missing response and environment.
Nevertheless, according to Table 4, missing responses were rather surprisingly connected
with simple environment with distraction tasks than with complex environment with
distraction tasks. Missing reaction time values were ignored.
Table 4 Total numbers of analyzed reaction times in both environments

Environment Complex without Complex with Simple without Simple with
distraction tasks distraction tasks distraction tasks distraction tasks
N (reaction 27 (28) 32 (32) 31 (32) 21 (24)
times)
The overview of all reaction times in different environments not considering different in-
vehicle distraction tasks (in s) can be found in the table below (Table 5).
Table 5 Overview of the reaction times in both environments

RT Simple RT Complex RT Simple RT Complex
without without with with
N Valid 31 27 21 32
57
Mean 1,0298 0,9206 1,1290 1,1957
Median 1,0000 0,9200 1,0500 1,1850
Std. Deviation 0,19066 0,23867 0,29144 0,27165
Variance 0,036 0,057 0,085 0,074
Range 0,88 1,17 1,20 1,33
Minimum 0,57 0,48 0,83 0,70
Maximum 1,45 1,65 2,03 2,03
The analysis of the reaction times in the complex environment with and without distraction
tasks showed significant difference; F(2,57)=1,30, F-crit=3,1826 (p<0,05), t(59)=4,09, t-
crit=3,1422 (p<0,00135).
The analysis of the reaction times in the simple environment with and without distraction
tasks did not show any significant difference; F(2,50)=2,34, F-crit=3,1826 (p<0,05),
t(52)=1,37, t-crit=1,6759 (p<0,05).
The t-test analysis of the reaction times in the simple and complex environment did not show
any significant difference; F(2,53)=1,15, F-crit=3,1826, (p<0,05), t(55)=0,85, t-crit=1,6759
(p<0,05). This result is rather surprising. However, when comparing median values of
reaction times in the simple and complex environment with and without distraction tasks, the
median value of reaction time in the complex environment is by 0,135s higher than in the
simple environment. In spite of the fact that t-test did no show any significant difference, such
increase in reaction time needs to be taken into account confirming the assumption of higher
demandingness of the complex environment.
Median values of the reaction time in simple and complex environment without distraction
tasks are also lower than median values of reaction times in both environments with
distraction tasks.
The total number of reaction times in relation to environment and distraction tasks can be
found in the table below (Table 6).
Table 6 Total number of analyzed reaction times in relation to tasks and environments
Distraction task HEATING TOMTOM SWEETS MOBILE

Comple Simpl Comple Comple
Environment Complex Simple Simple Simple
x e x x
N (react.
8 5 8 5 8 5 8 6
times)
The analysis of differences between reaction times in the simple and complex environment in
relation to distraction tasks showed no significant differences in performing following tasks.
(1) Heating distraction – F(2,11)=4,64, F-crit=4,1028 (p<0,05), t(13)=0,83, t-crit=2,0150
(p<0,05), (2) TomTom distraction – F(2,11)=2,08, F-crit=4,1028 (p<0,05), t(13)=0,76, t-
crit=1,7959 (p<0,05), (3) Unwrapping sweets distraction – F(2,11)=6,96, F-crit=4,1028
(p<0,05), t(13)=0,13, t-crit=1,8125 (p<0,05).
Significant difference in the reaction time between simple and complex environment was
identified in the Mobile distraction task – F(2,12)=7,06, F-crit=4,1028 (p<0,05), t(14)=3,31, t-
crit=3,2498 (p<0,005).
Following graph (Figure 1) shows minimum, maximum and median values of reaction times
in the simple environment with in-vehicle distraction tasks and in the complex environment
with in-vehicle distraction tasks.
58
Figure 1 Reaction times in dependency on environment and tasks
Subjective measures: drivers` subjective assessments of workload and distraction
NASA-TLX
Drivers` subjective workload was measured by NASA-TLX questionnaire. Correlations
between reaction times and results from NASA-TLX questionnaire from complex
environment without distraction task (r=0,47, p=0,01), complex environment with distraction
task (r=0,133, p=0,467), simple environment without distraction task (r=0,226, p=0,222) and
simple environment with distraction task (r=0,370, p=0,099) show, that the subjective
workload increases with the reaction time.
The t-test did not reveal any significant difference between the subjective workload neither in
different environments nor under presence of the distraction task. However, perceived
subjective workload in complex environment was higher than in simple environment, the
highest workload was perceived in complex environment with distraction tasks (Table 7).
Table 7 Results of NASA-TLX

NASA-TLX NASA-TLX NASA-TLX NASA-TLX
Complex Simple Complex Simple
with with without without
Mean 64,9584 54,9444 57,8572 55,5833
Median 67,1669 52,6667 58,3333 54,3332
Std. Deviation 10,71787 16,14987 11,34776 25,95786
Range 30,67 49,67 34,33 65,67
Minimum 46,67 33,33 46,33 28,33
Maximum 77,33 83,00 80,67 94,00
59
Post-drive questionnaire
Results of attitudes of drivers to different in-vehicle tasks are summarized in graph (Figure 2),
where mean values of all responses can be found. As the graph shows, drivers felt most
uncomfortable when performing the operation with Tomtom navigation system or reading
text message on the mobile phone in the complex and simple environment. On the other hand,
they felt most comfortable when operating the heating system in the simple environment.
1 = very uncomfortable, 10 - very comfortable
7
6,7
7
6,4
subjective evaluation
6
6
4,6
4,3
5
4
3,8 3,6
3
SMS SMS heating heating tomtom tomtom sweet sweet

simple complex simple complex simple complex simple complex
tasks/environment
Figure 2 Results of the attitudes of the subjects in relation to tasks and environment
Some examples of the answers in the opened question in the questionnaire are listed below:
“The task completed with the sat-nav system was quite easy to perform as I only had to press
a few buttons. I imagine it would be more difficult if I had to enter a road name or postcode
etc. Personally I never use phone whilst driving so found this a little more difficult.”
“I would not operate a sat-nav while driving. It’s really difficult. “
“Operating a mobile phone requires too much time with your eyes off the road. Adjustment of
heating and operation of TomTom is easier when you are familiar with the location and
operation of the equipment. Unwrapping sweets is not a problem as this is a well practiced
activity, which does not require you to take your eyes off the road.”
“Opening sweet wrapped in town environment caused distraction enough to miss a red traffic
light. Reading text message in town feels very dangerous as too much time is spend with eyes
on inside of the cab rather than road. Plus the necessary re-focus time when looking from the
cab to road.”
DISCUSSION AND CONCLUSION

Generally in this experiment we found that performing an additional in-vehicle task (such as
adjusting the heating controls, unwrapping sweets, reading the text on mobile phone and
entering destination on the navigation system) while driving can result in exacerbation of
driving performance in some driving situations. From the view of speed regulation -
comparing situations with distraction tasks and without distraction tasks - we found that
60
participants drove more slowly when they have been busy by distraction, particularly in the
complex environment, where speed comparison showed very significant difference. That just
corresponds with the fact of more demanding city traffic conditions.
Other part of the experiment was the evaluation of the reaction time to the appearance of a fog
on the screen by flashing the headlights. The in-vehicle distraction tasks impair overall
driving performance. The negative effects were observed in both the simple and complex
environment. Under simple environment (motorway) conditions we found the higher mean
reaction time while performing the distraction tasks in the comparison to the mean reaction
time without distraction tasks. The same result was found under complex (city) conditions.
Furthermore t-test indicated that the complex environment with in-vehicle distraction tasks is
significantly different from the complex environment without in-vehicle distraction tasks.
Then we see that distraction of drivers, who are not fully concentrated on the primary driving
task can lead to increase response time, decrease of their free mental capacity for appropriate
reactions and thereby increase the risk of involvement in accident.
For further information we evaluated mean reaction times in the simple environment with in-
vehicle distraction tasks versus complex environment with in-vehicle distraction tasks. In all
distraction tasks except heating control appeared to be worse responses in terms of city
conditions. The most considerable and statistically significant difference we found at reading
the text message on the mobile phone, which is obvious also on medians (Figure 1).
Unfortunately in contrast to our result, for professional drivers is a receiving text messages
just popular way to establish the communication with the employer while driving. Reading
and writing text messages while driving causes high physical, visual and cognitive distraction.
Drivers also felt uncomfortable when performing this activity considering results from the
post-driving questionnaire.
When we compare the medians describing mean reaction times (Figure 1), it seems to be
rather surprising that on the highest levels are values of unwrapping sweets in the both
complex and simple environments, which supports assumption, that for some drivers are such
distracters very demanding. However, greater proportion of drivers involved in traffic
accidents was distracted by eating or drinking rather then by using a mobile phone [14][8]. It
is therefore rather surprising, that drivers felt comfortable when unwrapping sweets in both
environments.
When considering drivers’ subjective workload, highest perceived workload is connected
with complex environment supporting the assumption, that driving in the city is more
attention demanding than driving on the highway. Secondary driving tasks performed under
such condition may therefore result in more hazardous scenarios. This experiment touched
some serious issues of truck drivers’ distraction. The findings suggest haulier companies need
to evaluate truck safety equipment and provide adequate training that involves not only
learning the basics of operating a vehicle and memorizing the rules of the road, but also good
judgment and reflexes, experience, patience, and common sense while driving in different
environments and performing various secondary driving tasks.
Nevertheless, conclusions made for the real traffic environment could be affected by
simulator environment. It is possible that tasks found to be relatively more distracting in the
laboratory conditions may not influence safe driving in the real traffic if they are performed
infrequently, or in low demand situations, where drivers can choose where and how to
perform desired action. On the other side, such actions can be connected with higher
workload and stress in the real environment as they can result in an accident; one’s health
cannot be endangered within the laboratory conditions.
The role of exposure to distraction in defining overall crash risk is an important area for
future. It is necessary to understand the preceding factors associated with crashes, near
61
crashes, critical events and develop relationship between task completion time, eyes-off-road
time and critical accident likelihood.
The objective of the present report was to review the existing knowledge on the impact of
IVIS on road safety. It is presented below according to the four basic functions identified
during the discussions in work package I. As a next step, the focus was shifted towards three
driver populations, the novice drivers, the elderly drivers and the professional drivers, who
present a specific challenge for IVIS use. It was the overall goal of this literature review to
highlight the missing knowledge and to identify the main questions for further researches, in
relation with work package III of this COST Action.
The impacts of phoning on the different aspects of driving behaviour are well documented by
a sound body of knowledge whereas the impacts of other information technologies and the
functions they provide seem to be largely unexplored. Taking into account the rapid
technological development in this field, not only more research but also a different view on
the systems are required. Before proceeding to study the impacts of single new devices or
their combinations (e.g. SMS and e-Mail) it would be desirable to develop a generic
taxonomy of the performed tasks with these systems while driving in order to produce the
results which can be generalised and allow for predictions of the impacts of future
developments.
For the systems which provide the driver with driving-related information a shift in the
perspective has to be stated. First, it turned out that from a safety-related viewpoint the
phenomenon of “Behavioural Adaptation” needs to be considered. Although it has to be
acknowledged that the positive impacts of these systems might be diminished or even
overcompensated by the various behavioural mechanisms subsumed under this concept (e.g.
delegation of responsibility) there seems to be remarkably few empirical evidence on this
issue. Second, only few of the studies presented and discussed in chapter 3 operationalized the
impact by means of indicators of driver behaviour. The exceptions are the studies on the
effects of navigation systems and of the different aspects of the HMI design (e.g. voice vs.
visual messages) which can be related to the issue of driver distraction through the interaction
with the system while driving. For other services (e.g. traffic information) a “user needs”
perspective seems to be more prevalent in present research, i.e. there are surveys which try to
identify e.g. the different kinds of information, which drivers would like to get before or
during a given trip by means of interviews. But none of the studies reviewed in the present
report provided data on how this information influences actual driving behaviour on tactical
or operational level or if correlations with indicators like workload, stress, comfort etc. exist.
As regards the interactions with IVIS according to drivers’ characteristics, a large body of
research showed that young drivers are a very specific group of road users which is most
liable to dangerous driving behaviour due to a lack of experience. Thus, there are at least two
questions to be answered by research. First, if there are IVIS functions which might be of help
for them to cope with their frequently documented limitations due to inexperience. Second, if
the interaction of this specific group with IVIS while driving might create new, additional
risks. Whereas the findings concerning the first question are not conclusive there seems to be
at least some evidence with regard to the second question: driving a vehicle as well as
interacting with an IVIS device requires the acquisition of complex skills. A research work by
Lansdown (2002) reviewed in the present document indicates that young novice drivers might
be at a special risk when learning to perform a secondary task (e.g. operating the IVIS) while
driving because they are still in the process of acquiring the complex skill of driving the
vehicle. Moreover, a research work by Hosking et al. (in press) suggests that younger drivers
are prone to make use of technologies (writing SMS) which are especially popular in this age
groups, leading to dangerous behaviours (e.g. in terms of lane-keeping) which are not
compensated by more cautious behaviours (e.g. increasing distance to lead vehicle, reducing
62
speed) which were frequently observed in studies on the effects of phone use while driving.
On the other hand there are also results showing that teenage drivers are able to prevent their
driving performance from becoming impaired by a secondary task even if subjective
experienced workload increases (Slick and Tran, 2005). This can be interpreted as evidence
for compensation by increased effort. However, as a whole our knowledge on the issue of
“Impacts of IVIS on younger drivers” is far from complete thereby indicating a clear need for
more systematic research to further explore this field.
At least for the elderly drivers and the impacts of IVIS and their driving behaviour results are
somewhat more conclusive. The research reviewed in this report stresses the importance of
Human Factors and highlights the relationships between the design of the Human-Machine
Interaction and safety. This resulted in numerous recommendations on system design and on
the functions, providing special benefits for the elderly, given the documented age-correlated
changes in visual, cognitive and motor functioning. Nevertheless, it needs to be ensured that
those technologies are properly implemented and well accepted by this driver group in order
to realize their benefits.
With regard to professional drivers the situation takes a new dimension of complexity due to
the context of the use of IVIS. Whereas car driving in a private context implies that systems
are implemented and used voluntarily this situation changes in the context of professional use.
Drivers are in most cases not the owners of the vehicles and the decision to equip the car with
one or more IVIS is not taken by them. It became obvious that IVIS use has to be considered
as a part of their work activity which implies that there are less degrees of freedom to decide
if a system is used or not or to make choices according to personal preferences. Consequently
the research reviewed in this report had a clear focus on the work of a professional driver in
its organisational context and on how this is influenced by modern information technology in
the vehicle. However, none of the research explicitly addressed the question of the impact of
these technologies on actual driving behaviour from a safety perspective. This seems to be a
significant issue for future research in particular because professional drivers, on the one
hand, seem to be restricted in their choices to use or not use the systems. On the other hand
professional drivers can be expected to be highly experienced drivers, a factor which might
diminish the risks arising from “forced” system use. By the end these considerations have the
status of speculations or in the best case hypotheses which should be validated by future
research efforts.
63
Intelligent cars of the future
Traffic on roads thickens, pressure on drivers’ increases, and accidents remain a burning
issue. Will state-of-the-art technology, the so-called ‘intelligent transport systems’, enhance
road safety?
Intelligent cars of the future, the development of which is supported by the European
Commission, look quite normal at first sight. However, under their hood equipment is hidden,
capable of many things: Preventing impacts, keeping the car within the lane, controlling the
car distance in a queue, or preparing for an impact, and then calling help. If they became a
regular part of car equipment the number of road accidents casualties could drop to one half
according to the Commission. Traffic congestions would be limited, which would also result
in reducing the quantity of combustion products in the air, and the fuel consumption would go
down; total savings have been calculated at up to 22 billion EUR a year.
Example of intelligent transport systems in vehicles

Even today can we see sophisticated driver assistance systems ADAS (Advanced Driver
Assistance Systems), which form a technological part of vehicles, as well as additional
information systems IVIS (In-vehicle Information Systems). The use of mobile computer and
communication devices in vehicles, such as mobile telephones and portable digital assistance
devices, rapidly increases.
The Volvo Company, for example, have introduced an active safety system in the model S80;
it is capable of taking over control over the brake system if the driver does not start to brake
already in the initial phase of the danger of a collision. Systems have been developed which
64
draw drivers’ attention to the danger of micro-sleep, fatigue, or stress, which could result in
the car’s leaving the lane; if the driver does not respond immediately, the system will be able
to direct the vehicle back.
GM is developing a cruise control responding already from the zero speed; it means that the
car will be able to stop and move again along with a queue.
Mercedes of S and CL classes for example offer a hard-disk navigation system or intelligent
system of light control with automatic evaluation and switching in five programs. There is a
new product by the Japanese Company Sharp - the LCD display in the dashboard, the
construction of which enables sending different images, the visibility of which depends on the
visual angle; while the driver is watching the navigation system, the passenger may watch a
film from the DVD player. New vehicles are produced with the ESP stabilization system the
light or acoustic warning signal of which draws the driver’s attention to the fact that the
vehicle is just balancing the skid, which would have occurred without the ESP engagement.
Systems are produced that provide warning in foggy conditions or before an obstacle; in the
last few years the dynamic navigation receiving signals on traffic congestions has resolved the
problem of lost signal for example when driving through tunnels.
The system supplied to Citroën C6 also considers enhanced safety of pedestrians involved in a
collision with a car. Acceleration sensors and an optical fibre sensor are built in the bumpers,
which - together with an acceleration meter - supplies data to a control unit that evaluates the
current collision. If it comes in contact with a pedestrian, the sensor bends and interrupts the
light flow, and within a few milliseconds the control unit gives out an instruction for lifting
the rear part of the hood above the motor, which reduces the risk of a contact with hard parts
of the motor space.
It means that some systems of active safety do exist, but they are separate. The future lies in
full integration of these vehicle intelligent systems.
Only positive aspects?

Do the new systems comply with varied needs of drivers - whether they are professional,
elderly, beginners, or handicapped ones? In Europe there are still relatively few scientifically
acquired findings available that would capture this issue in all its aspects, including the need
of education and training in using intelligent transport systems (ITS), their influence on
mental burden and attention, or acceptance of these systems in relation to different socio-
culture characteristics in general.
Some systems should facilitate drivers’ tasks and enhance travelling safety for example by a
better access to navigation information, which enables the reduction of the level of attention
which has to be given to orientation when driving. The dissemination of traffic or
meteorological information in real time makes it possible to predict certain critical situations
and avoid them. Adaptive drive controls (for example cruise control) reduce drivers’ stress
and mental burden, while maintaining a safe distance from the vehicle ahead. Special active
support systems balancing some delayed reactions and non-clarities in decision-making in
unforeseen situations are suitable for example for senior drivers.
The majority of road accidents, around 90 - 95%, are caused by human failure. The data
acquired indicate that the primary causes of at least one quarter of all accidents are
inattention: distraction, “looking, but not seeing”, and falling asleep behind the wheel. Traffic
and safety measures, which are already commonplace today, such as safety belts or air-bags,
contributed to the reduction of accidents in the last decades, but have reached their limits.
How big a potential for further enhancement of road safety will be brought about by new,
advanced assistance systems? No matter how perfect they all look from the technical point of
view, humanities specialists ask up to what extent they are acceptable for the drivers and how
they could change their behaviour and attitude when driving.
65
A broad range of advanced assistance systems are supposed to enhance the driver’s perception
of danger and partly automate the driver’s tasks. This includes warning with regard to the
speed, keeping the vehicle safely within a lane, detection of a blind stop, automated
monitoring of the vehicle surroundings, pedestrian detection, vision improvement, and
monitoring the driver’s conditions and functions. In essence they improve or enhance
perception and driver’s cognitive functions. The practical impact on road traffic safety,
however, will depend on their interaction with the driver. For example for effective support of
the driver and avoiding a frontal collision it is most important that the warning signal or
feedback intuitively require a correct and timely reaction - collision-avoiding manoeuvre.
New technologies assume a new concept of driver-vehicle interaction in more sensory
modalities - visual, tactile, and auditory. The introduction of new safety systems can bring
about enormous changes in drivers’ behaviour. Behavioural adaptation may significantly
influence (as compared to the expectations) a topical safety benefit of the measures introduced
both in positive and in negative sense.
Predicting risks
The ADAS safety benefits may be significantly reduced or completely eliminated by an
unexpected behavioural response of a driver with regard to technology, for example by
excessive reliance on modern vehicle systems and shifting the safety limits. Safety potential
of the appliances may remain unused - if, for example, their warning is perceived by the
drivers as unpleasant or bothering; in this case they can simply give them up. Therefore an
important objective of the Human Machine Interface research is also to discover possible
unpleasant behaviour of the system.
The IVIS and mobile devices can induce the danger of working overload, particularly with
regard to information, lack of attention, and diverted attention from the actual driving. If we
take into consideration critical safety impacts of mobile telephones, the safety-related
questions are also raised by the introduction of supplementing information functions, such as
e-mail, access to the Internet, navigational assistance, or road and traffic information.
NAVIGATION
Contradicting information from different systems or conflicts between these independent

systems themselves can distract attention, cause overloading, or drivers’ confusion or
irritation; it means that they can cause problems, which do not pose a threat in case of an
66
isolated system. It is therefore necessary to introduce a complex of information functions in
the vehicles. For the future a uniform adaptive integrated interface is necessary connecting
different systems in one functional whole, which solves conflicts between individual
functions and takes advantage of their aggregated effect.
The goal of transport experts focusing on humanities is to collect knowledge and get involved
in the development of methods and technologies for safe and effective integration of the fixed
ADAS and IVIS systems as well as portable devices and systems in the context of the vehicle
control. On the basis of the findings acquired a general adaptive integrated driver-vehicle
interface will be developed, which will be characterized by:
x Multi-modal devices divided into various systems, for example displaying the
information in the driver’s field of vision, voice inputs and outputs, seat vibrations,
equipment for touch inputs, or directional acoustic outputs.
x Centralized intelligence for solving conflicts between the systems, for example by
means of sorting the information on the basis of priorities and scheduling.
x Smooth integration of mobile equipment in a uniform HMI.
x Adaptability of the integrated HMI to the topical condition of the driver or driving
context.
In this way it will be possible to take advantage of new technology to the maximum benefit in
the sphere of safety and at the same time to minimise information over-burden and
inattentiveness caused by vehicle’s information systems and mobile equipment. The goal is to
improve mobility and comfort, but without any concessions in the area of safety.
Before the mass introduction of modern assistance systems, however, it will be necessary to
solve a number of technical, psychological, legal, and organizational issues. Example of
some: Who will bear a responsibility in case of an accident? Will it be the driver, as it is
today, or the manufacturer of the systems, or the manufacturer of the car?
67
NEW IDEAS AND APPROACHES IN EU FUNDED RESEARCH
There are 8-9 new projects that emerge from HUMANIST. The more you know about
something, the more you find out that you don’t know so much and what you would need to
find out. For example, ITS for specific groups of population. For example elderly pensioners
have problems related to the decline of visual and hearing abilities, or different countries have
different needs related to different cultural background.
Being involved in eu projects means a rich network

Getting new partners means getting new information, access to databases and technological
equipment and most of all to people who you can address.
Knowledge transfer between organisation and companies in the region

HUMANIST has been more academically oriented in the beginning, however it is getting
more and more into the practice.
TYPE OF EFFECTIVENESS
ENVIRONMENT DATA PRACTICAL ISSUES
METRIC TECHNIQUE
TOOL
A technique is A tool is the An Examples of The Practical

the object used to environment is the type of effectiveness issues will
component of obtain one or the physical data of the metric include
the more metrics. surroundings obtained should be time, cost
experimental in which the are: expressed in and
methodology Examples are: evaluation objective, terms of the training
which is used video camera, data is subjective, validity, required
to directly eye tracker, captured. observation reliability and
gather data on accelerometer, al and sensitivity
a particular questionnaire, Examples expert
aspect of the checklist include: static opinion
driving task simulator,
dynamic
Examples are: simulator, real
eye movement road, test
analysis, track, usability
subjective laboratory
assessment,
critical incident
analysis
68
GLOSSARY
This manual has been built in order to provide easy to understand definitions and descriptions
of different functions and systems. In the manual, only functions strictly related to driving
have been considered. Terms are presented in alphabetical order and they are related to
functions or systems. Moreover, for each term synonyms and related terms are indicated.
ACC (Adaptive Cruise Control): cruise control system that is able not only to keep a speed
selected by drivers, but also to automatically maintain a safe distance from the vehicle ahead,
using dedicated sensors (such as long-range Radar, Lidar, etc.) and adapting to speed changes
of the obstacles ahead. [see also Stop-and-Go]
ADAS (Advanced Driver Assistance Systems): generic term describing in-vehicle

technologies designed to improve vehicle safety by aiding the driver, such as collision
avoidance, curve warning, lane departure warning, etc. (synonyms: ADA)
Advanced Traveller Information Systems (ATIS): include technology that provides a

variety of information that assists travellers in reaching a desired destination via private
vehicle, public transportation, or a combination of the two. It may include information
provided before a trip (pre-trip), such as through a Web page or kiosks, or during travel (en-
route), such as through variable message signs and highway advisory radio.
Blind Spot Monitor: vehicle-based system that uses sensors to detect the presence of
vehicles located in a zone to the side and rear of the host vehicle (corresponding to the
driver’s mirror “blind spot”); a warning indicator can be presented to the driver when vehicles
are detected in the zone and a higher-level warning presented if the driver initiates a
potentially hazardous lane change.
Collision Avoidance: system providing information to the driver regarding the level of
danger of other objects (mostly other vehicles close to the host-vehicle) and the avoidance
tactics to employ. (synonyms: obstacle avoidance) [see also: Collision Warning, Pre-crash
systems]
Collision Warning: a function that detects the presence and motion of vehicles and provides
warnings to driver in the event that a collision may occur. (synonyms: Global collision
warning) [see also: Pre-crash]
Cruise Control: a system that keeps the vehicle speed set by the driver independently on the
road profile. [see also: ACC]
Decision aid at junction: a system which will help the drivers to accept or reject a gap when
they are doing a left turn at a T junction or a turn across traffic.
Driver monitoring: any system which detects driver’s physiological status, for instance:
drowsiness, lacks of attention, eye-movements, heart rate variability.
Emergency-related services: any system that can perform the emergency call to the rescue
services, for example after an accident or in case of a driver’s sudden collapsing (and in this
case, possibly after that the vehicle pulls up alongside the emergency lane automatically). [see
also Driver’s Monitoring]
69
Front-end Collision Warning: A collision warning system applied to the front of a vehicle to
help accident prevention, in particular, rear-end collisions with preceding vehicles.
(synonyms: Front Collision Warning; Forward Collision Warning);[see also: Collision
Warning; Longitudinal Warning]
Global Positioning System (GPS): US satellite positioning system used to pinpoint

geographic locations world-wide. A system consisting of 24 satellites and controlling ground
stations, operated by the US Department of Defence, that provides highly synchronised
signals to allow receivers (usually but not always ground-based) to pinpoint their location
anywhere on the earth to a high degree of accuracy; this, along with map databases and map-
matching software, is the key enabling technology for in-vehicle route guidance, automatic
collision notification, and other intelligent vehicle applications.
GSM (Global System for Mobile Communications): digital cellular telephony system used
in ITS services such as traffic information, emergency call and fleet management
Headway: the time (gap expressed in time-terms) between a leading vehicle and the velocity
of the host vehicle
HMI (Human-Machine Interface): previously know as man-machine interface (MMI); means

by which a user interacts with a machine and includes simple and advanced functions such as
voice recognition, speech synthesis and touch screens
ISA (Intelligent Speed Adaptation): systems designed to alert drivers when they exceed the
speed limit or are travelling dangerously slow, with some systems also offering dynamic
correction capabilities.
ITS (Intelligent Transport Systems and Services): any system or service that makes the
movement of people or goods more efficient and economical, thus more "intelligent".
IVICS (In-Vehicle Information and Communication Systems): information and

communication systems intended for use by the driver while driving. They provide drivers
with different information (traffic information, route information). They are not intended to
apply to vehicle control systems (such as Collision avoidance and Cruise control systems).
Junction management: any system able to warn the drivers (i.e.: in terms of speed
recommendations) when they approach a junction, depending on the intended colour of the
traffic light when crossing the intersection or turning in intersection, so that there is no risk of
collision.
Intersection infrastructure (i.e.: traffic light ) is able to communicate bi-directionally with all
vehicles, passing the junction. (synonyms: Intelligent junction)
Lane Departure Warning System: any system that detects the host vehicle’s position inside
the lane (namely, measuring the distance from the lane boundaries) and warns the driver when
the vehicle trajectory indicates potential hazard of exiting the lane itself. (synonyms: Lane
warning systems; Road departure warning systems).
Lane keeping system: any system that maintains the vehicle inside its own lane
automatically.
70
Lateral collision avoidance: any system able to warn the driver in case that a risk of lateral
collision occurs. It can work with radars or with cameras.
Navigation Functions: provide drivers with information about how to get from one place to
another.
Parking support system: any system that supports and helps the driver in the parking
manoeuvre. It can be completed automatic (the vehicle acts the manoeuvre without any
driver’s action), semi-automatic (the driver acts only on lateral commands or, alternatively, on
longitudinal ones), or it can provide only indications on the parking manoeuvrer (i.e.: optimal
trajectory, parking room)
PDA (Personal Digital Assistant): small, hand-held devices offering functions similar to a
personal computer (though limited); also now offering access to some ITS services
Pre-Crash systems: any system that can detect when an accident is unavoidable. This
information can be used for a “pre-activation” of the on-board vehicle restrain system (i.e.:
seat-belts, airbags).
Route Guidance System: a system which enables a driver to select a precise destination, the
system then computes the best route to follow based on specific criteria and gives the driver
specific instructions in the course of the journey.
Route Navigation System: a system which provides support to a driver through a map
indicating position and destination, but the driver is expected to actively make navigation
decisions to arrive at that destination.
Smart cards: contactless systems wich permit to have easy access to particular place, to
memorise specific data concerning the driver (seat and command adjustement, controls,
medical information ..).
Stop-and-Go: a variant of Adaptive Cruise Control for the low speed scenarios (queue in
motorways, urban environment, etc.); the system is capable of operating continuously at low
speed, including the opportunity to stop completely the vehicle behind a leading vehicle and
then restarting (automatically or manually) when the lead vehicle moves again. As before
mentioned, it is very useful in cases of severe traffic congestion.
Telematics: a term used commonly throughout the world to refer to the integration of
computer and communications systems into transportation systems; similar to the US term
Intelligent Transportation Systems.
Traffic Management in Transport and Logistics: Any system with the aim to improve
transport efficiency in delivery of goods. The idea is to optimise dynamically the utilization of
transport routes, delivery vehicles, as well as delivery period, mobile communication and
computing resources. In addition, the customer will benefit from new opportunities for
monitoring and controlling the transport of his goods. (see also Traffic Network Equalisation)
Traffic Network Equalization: a network system for traffic management, with the objective
of improving the performance of the roadway network. The idea is to utilize existing traffic
71
infrastructure more efficiently by combining strategic management of traffic streams with
individualized driver information and route guidance.
Time to collision: the time (gap expressed in time-terms) between a leading vehicle and the
relative velocity of the host vehicle.
TMC (Traffic Message Channel): digital channel used to provide silent, coded messages to
in-vehicle applications in order to display route and traffic information in a user's native
language
Travel and Traffic Information: system providing information to the driver regarding the
features of the road network, particularly any potential hazards and congestion information.
Could also give public transport information and more particularly the existence of accessible
subway or railway station.
Vehicle-vehicle communication: any system able to perform the communication between

vehicles, in order to get and transmit information (i.e. : fog presence, ice on the roads, etc.).
Vehicles acts as “probes” on the road network [see also vehicle-infrastructure
communication]
Vehicle-infrastructure communication: the same type of system, but in this case the
communication is between vehicles and infrastructure. The information exchange can concern
weather conditions, traffic jam situation, availability of the parking spaces dedicated to the
drivers with disability and so on. In this case the communication can be towards a traffic
central server (which will then provide to spread the information to all other interested
vehicles) or towards a more traditional type of infrastructure (traffic lights in a junction,
which get the information about the vehicles flow passing the intersection). [see also: vehicle-
vehicle communication; junction management]
Vision Enhancement: a function that aims to improve a driver’s perception of the forward
driving conditions using specific devices (such as an infra-red camera); in sub-normal
visibility conditions (at night or in bad weather) it improves visibility by providing enhanced
visual information directly to the driver.
WAP (Wireless Application Protocol): standard which brings Internet content to mobile
phones.
72
ETHICAL CODE IN BEHAVIOURAL RESEARCH - HUMANIST
All basic ethical principles for research have to be preserved in each study with human
subjects. These three basic principles are:
x Respect for persons (individuals should be treated as autonomous agents, and

second, that persons with diminished autonomy are entitled to protection)
x Beneficence (individuals must not be harmed, possible benefits for individuals should
be maximized and possible harms should be minimized)
x Justice (a fair distribution of the burdens and benefits resulting from the research
should be found)
Informed consent
An opportunity to decide what shall and what shall not happen within the research has to be
given to all subjects - participants of the research up to the way they are capable. The subject
should sign the informed consent when he/she is provided with all relevant information about
the research, when there is a valid conviction, that the subject correctly comprehends all these
information and when the participation of the subject on the research is on a voluntary base.
As mentioned implicitly in the text above, the informed consent should contain three
following elements: information, comprehension and voluntariness.
Information – a subject should be provided with sufficient information about the research; this
information include research procedure, their purposes, risks, anticipated benefits and a
statement offering the subject the opportunity to ask questions and to withdraw at any time
from the research.
Nevertheless, providing all information to the subject may sometime jeopardize the intent of
the research or influence the research outcome (results validity); e.g. this may happen when
the research includes some form of surprise.
In all cases of research involving incomplete disclosure, such research is justified only if it is
clear that (1) incomplete disclosure is truly necessary to accomplish the goals of the research,
(2) there are no undisclosed risks to subjects that are more than minimal, and (3) there is an
adequate plan for debriefing subjects, when appropriate, and for dissemination of research
results to them. Information about risks should never be withheld for the purpose of eliciting
the cooperation of subjects, and truthful answers should always be given to direct questions
about the research. Care should be taken to distinguish cases in which disclosure would
destroy or invalidate the research from cases in which disclosure would simply inconvenience
the investigator.
It is therefore possible to inform the subject about the real purpose immediately after
completing the research procedure. Other way how to preserve the ethical principles is to let
the subjects to decide, if they want to continue in the research in spite of lacking knowledge
about some issues of the research.
Comprehension – The researchers should be assured that the information provided to the
subject is well comprehended and the subject understands it. Hence, the manner and context
in which information is conveyed is as important as the information itself. It is necessary to
adapt the information provision to the subjects’ intelligence, rationality, mature and language.
Any information even the most complicated one can be provided in a way, which is
comprehensible for any subject. The comprehension therefore highly depends on the
researcher’s ability to present the information in a suitable way.
If necessary (for subjects who are incompetent to decide for themselves), a third party
involvement is possible. The third parties chosen should be those who are most likely to
73
understand the incompetent subject's situation and to act in that person's best interest. The
person authorized to act on behalf of the subject should be given an opportunity to observe the
research as it proceeds in order to be able to withdraw the subject from the research, if such
action appears in the subject's best interest.
Voluntariness – The participation of the subject on a research must be on a voluntary base.

This element of informed consent requires conditions free of coercion and undue influence.
Coercion occurs when one person to another intentionally presents an overt threat of harm in
order to obtain compliance. Undue influence, by contrast, occurs through an offer of an
excessive, unwarranted, inappropriate or improper reward or other overture in order to obtain
compliance. Also, inducements that would ordinarily be acceptable may become undue
influences if the subject is especially vulnerable.
Unjustifiable pressures usually occur when persons in positions of authority or commanding
influence, especially where possible sanctions are involved, urge a course of action for a
subject. A continuum of such influencing factors exists, however, and it is impossible to state
precisely where justifiable persuasion ends and undue influence begins. But undue influence
would include actions such as manipulating a person's choice through the controlling
influence of a close relative and threatening to withdraw health services to which an
individual would otherwise be entitle.
Assessment of risks and benefits

The assessment of risks and benefits presents both an opportunity and a responsibility to
gather systematic and comprehensive information about proposed research. For the
investigator, it is a way to examine whether the proposed research is properly designed. For a
review committee, it is a method for determining whether the risks that will be presented to
subjects are justified. For prospective subjects, the assessment will assist the determination
whether or not to participate.
The Nature and Scope of Risks and Benefits – The assessment of risks/benefits is in a very
close relation to the principle of beneficence, just as the moral requirement that informed
consent be obtained is derived primarily from the principle of respect for persons.
The term – risk – refers to a possible harm occurrence. However, when expressions such as
"small risk" or "high risk" are used, they usually refer (often ambiguously) both to the chance
(probability) of experiencing a harm and the severity (magnitude) of the envisioned harm.
The other term – benefit – is used in a reference to the positive value related to the research
and its possible positive impact on health or welfare.
The risk/benefit assessments are concerned with the probabilities and magnitudes of possible
harm and anticipated benefits.
Many kinds of possible harms and benefits need to be taken into account. There are, for
example, risks of psychological harm, physical harm, legal harm, social harm and economic
harm and the corresponding benefits. While the most likely types of harms to research
subjects are those of psychological or physical pain or injury, other possible kinds should not
be overlooked.
The Systematic Assessment of Risks and Benefits – It includes systematic, no arbitrary
analysis of risks and benefits, which means assessment of information about all aspects of
research, and to consider alternatives systematically; the justifiability of the research has to be
taken in to account on the first place.
The method of ascertaining risks should be explicit, especially where there is no alternative to
the use of such vague categories as small or slight risk. It should also be determined whether
an investigator's estimates of the probability of harm or benefits are reasonable, as judged by
known facts or other available studies.
74
Assessment of the justifiability of research should reflect at least the following considerations:
(1) Brutal or inhumane treatment of human subjects is never morally justified. (2) Risks
should be reduced to those necessary to achieve the research objective; consider if the use of
human subjects is really essential. (3) When research involves significant risk of serious
impairment, review committees should be extraordinarily insistent on the justification of the
risk. (4) When vulnerable populations are involved in research, the appropriateness of
involving them should itself be demonstrated. (5) Relevant risks and benefits must be
thoroughly arrayed in documents and procedures used in the informed consent process.
Selection of Subjects
Within this component of ethical code the justice ethical principle is relevant. Justice is
relevant to the selection of subjects of research at two levels: the social and the individual.
The individual justice means, that the selection, recruitment and treatment of all participants
in a research is identical. Social justice means that a distinction is made between various
social groups, as there is a difference between their ability to bear burdens of research and
appropriateness of placing further burdens on already burdened persons; research should
therefore consider the relevance of involvement of some specific groups (use adults before
children, health before ill, etc.)
Application of the three principles on the simulation based behavioural research

Due to the technology progress, especially in the informatics domain, it is possible to
substitute potentially dangerous studies in the real environment with the safe studies in the
virtual environment on simulators. Such methods are commonly used in many researches, as
they do not constitute danger of being injured for tested subjects. The main reason for using
simulators in behavioural research is to study issues, which cannot be studied in the real
environment or if such research in real environment would have taken too much effort.
Substitution of instrumented vehicle studies with simulator studies can be performed up to
certain level and such substitution is never perfect or applicable for all researches.
The potential risks of simulation-based environment should be taken into account when
performing research on a simulator.
Always use simulator sickness questionnaire in order to prevent the simulator sickness of the
subject
When it is necessary to perform the experiment in spite of the person potentially experiencing
simulation sickness, such person should be informed about the issue thoroughly and the
experimental situation should be stopped immediately when the person is not feeling well
(symptoms of simulation sickness are being apparent)
Subjects must not be exposed to ethically problematic situations
Application of the three principles on the instrumented vehicle based behavioural

research
Studies with the instrumented vehicle are being used to study behaviour of subjects in the real
environment. The danger constituted by driving in the real environment is understandable.
Today’s road environment is not safe any more and each error might be penalized by an
injury or death. Hence, the basic problem of all instrumented vehicle studies is to balance the
benefits of the study and the potential risk exposure of the tested subjects.
Always try to minimize the danger of subjects; consider the possibility of substitution of some
driving tasks with similar/same tasks in the virtual environment on the simulator
Subjects must be kept informed about all tasks they will perform during the experimental
drive
75
Always gather additional driving history data from the subjects, as it is possible that they are
scared of some situations, they do not feel well being observed while driving etc.; this can
cause a lot of problems/risks during the experimental drive
Subjects must be always informed that their attention should be concentrated on the safe
performance within the primary driving tasks on the first place and that any other secondary
tasks are additional and must not be performed under unsafe conditions
Secondary driving control over the vehicle is highly advised
If possible, following measures for the vehicle instrumentation reflecting principles for
in-vehicle systems design should be met:
The vehicle instrumentation should not interfere with the primary driving tasks and should not
affect the safe driving
The system should be located and fitted in accordance with relevant regulations, standards,
and the vehicle and component manufacturers’ instructions for installing the systems in
vehicles
No part of the system should obstruct the driver’s field of view as defined by applicable
regulations
No part of the physical system should obstruct any vehicle controls or displays required for
the driving task
Visual displays that carry information relevant to the driving task and visually intensive
information should be positioned as close as practicable to the driver’s forward line of sight
Visual displays should be designed and installed to reduce minimize glare and reflections
Systems with visual displays should be designed such that the driver can complete desired
task with sequential glances that are brief enough no to adversely affect driving
Where appropriate, internationally agreed upon standards or recognized industry practice
relating to legibility, icons, symbols, words, acronyms, or abbreviations should be used.
Where no standards exist, relevant design guidelines or empirical data should be used
Available information relevant to the driving task should be timely and accurate under routine
driving conditions
The system should not produce uncontrollable sound levels liable to mask warnings from
within the vehicle or outside or to cause distraction or irritation
The system should allow the driver to leave at least one hand on the steering control
The system should not require uninterruptible sequences of manual/visual interactions
Driver should be able to control the pace of interactions with the system (with specific
exceptions)
The system’s response following driver input should be timely and clearly perceptible (if not
interfering with the study design)
76
THE COST 352 CODE OF ETHICS
The COST 352 Code of Ethics formulates the basic principles of ethical behaviour of research
workers and their acting within research, based on generally accepted ethical standards
common in this field. The Code of Ethics of COST Research Associates shall be binding for
research workers involved in common projects. The Ethical Committee consisting of
experienced staff shall supervise observance of the Code of Ethics. This Committee shall deal
with particular cases of improper behaviour and breach of the research work ethics.
General principles of research work

A research worker shall exercise his or her profession to the benefit of individuals and the
society, respecting people’s personality, life and health. A research worker shall be impartial,
respecting the clients and observing ethical principles within his or her field of activity.
A research worker shall ensure protection of information achieved in relation to the research
activity. He or she shall not disclose the facts learned during the performance of his or her
job.
A research worker shall not introduce any cultural, racial, social, class or ethnic prejudices
into the research.
A research worker shall not use his or her professional relationship for any personal, religious,
political, ideological or other interests.
A research worker, as a member of expert panels (scientific boards, professional advisory
bodies, etc.), shall adhere exclusively to the expert point of view in his or her decision-making
and voting in specialized issues.
A research worker shall refuse any managerial or advisory function in research management,
administration or funding, if there is justified concern that personal, scientific, professional,
financial or other activities would pose a risk of conflict of interest, thus influencing his or her
objectivity, competency or decision-making capacity while holding given office.
A research worker shall co-operate with the Ethical Committee of -WCE within performance
of its tasks.
Research methods
A research worker shall be responsible for the selection of research topics and methods used
within the research, analysis and processing of results.
A research worker shall be responsible for accuracy and objectiveness of the research carried
out and shall be aware of limits of the research methods used.
A research worker shall be obliged to ensure tests, diagnostic aids and records of examination
against access of unauthorised persons without appropriate education and to prevent their
misuse.
While using diagnostic techniques, a research worker shall respect the client’s right to have
the nature and purpose of such techniques explained using reasonable language, unless a prior
exception have been agreed upon from this rule. If explanation is given by other workers, the
research worker shall specify the procedure to ensure correctness of such explanations.
A research worker is aware that the results of tests may loose their value in the course of time
and that they do not provide a full picture of the person examined.
While publishing the findings and results of a certain issue, a research worker shall be fully
responsible for their completeness and possibility to verify them and shall not be biased in
their interpretation.
77
Publishing of findings and results
A research worker may be stated as an author or co-author of a publication if he or she:
1. wrote a part of the manuscript
2. designed the research strategy
3. acquired and determined the data on which the research is substantially based
4. connected various theoretical bases into a superior unit, thus substantially influencing
the quality of the published research findings or processed a conceptual model
5. proposed assessment, participated in data analysis or interpretation of results, which
substantially contributed to the scientific value of the publication
6. by mental activity contributed to the creative process leading to the resulting work.
A research worker shall abstain from plagiarism; whenever quoting other authors, he or she
shall refer to the information source. While summarising the findings of another author, he or
she shall express the original thoughts bona fide and without deliberate misrepresentation.
In a publication, a research worker shall acknowledge the scientific contribution of his or her
predecessors and colleagues to the examined issue, to which he or she directly relates.
A research worker shall also quote significant works, which are not in line with his own
findings and conclusions.
Shall a research worker discover a significant error in the published data, he or she shall
undertake appropriate measures, e.g. print errata or other correction.
After publishing the findings, a research worker shall store all primary data and
documentation of substantial results, for a period usual in given discipline, unless other
obligations or regulations prevent him or her therefrom.
A research worker shall not divide the results and findings unnecessarily into several
publications, to artificially increase the number of works.
A research worker shall not acquire quotations of his or her own work by an agreement of
several authors on mutual purposeful quotations of their works.
A research worker shall share the research results with other members of the research team.
A research worker shall not use scientific and scientific-pedagogic titles, which he or she
acquired by submitting or using materials demonstrably acquired in breach of the ethic
principles.
Assessment, review, evaluation and critic activities
A research worker shall review or undertake other assessment activities delegated to him
personally. He or she shall approach assessment with reasonable trust in the data submitted.
A research worker shall not delay assessment unnecessarily.
A research worker shall not prepare an opinion, if the conclusions could be influenced by
personal interest.
A research worker shall approach preparation of expert opinion only from the field of his
specialization.
A research worker shall not use the data stated in the publication draft for other purpose than
preparation of the review. He shall avoid wilful conflicts of interest.
A research worker shall state a clear expert opinion.
78
In respect to oneself
A research worker shall ensure, keep and develop his or her professional competency, be
aware of and keep within the limits of his or her own competency.
A research worker shall support education and professional development of his or her
subordinates, in particular PhD students.
A research worker shall keep critical attitude to his or her own knowledge and results as well
the results of his colleagues and shall be open for discussion and relevant arguments.
In respect to colleagues
A research worker shall assess his or her colleagues based on the results achieved and treat
them fairly; he or she shall not require activities from them that belong to his or her own
duties and shall not require anything inadequate in relation to their abilities and possibilities.
A research worker shall convey verbally and by his or her own example his or her knowledge,
skills and principles of good behaviour in science.
A research worker shall support growing qualification of students and subordinate research
workers as well as their research and publication activities and international contacts and shall
include them among authors of a publication, if they creatively contributed thereto.
A research worker shall not defend and cover behaviour which is in breach of ethical
principles. He or she shall act against unethical and unsuitable use of scientific findings. He or
she shall not find excuses to cover his or her own mistakes against the principles of research
ethics.
A superior worker shall not tolerate subordinates who cover, overlook or enable unethical
behaviour.
79
In respect to research participants
A research worker shall make a clear and honest agreement with research participants, which
shall precede their participation, and clarify the obligations and responsibilities of everybody.
Such an agreement should usually be in writing. Participants shall be informed of the research
purpose, its anticipated duration and progress, risks, annoyances and negative impacts related
to the research, benefits related to participation in the research, remuneration for participation
in the research and an option to terminate their participation in the research at any time. A
research worker shall be obliged to keep all promises and liabilities resulting therefrom.
A researcher shall inform all participants on all points of the research which might influence
their willingness to participate and explain all other points about which the participants may
ask.
The methodological requirements of the study may suggest the necessity of non-disclosure or
falsehood. Before performing such a study, the researcher shall have special responsibility: to
determine whether the use of such methods is justifiable by the assumed scientific,
educational or otherwise resulting values; to determine whether other procedures are at hand
which would avoid the use of non-disclosure or falsehood; to ensure that the participants are
provided with sufficient explanation as soon as possible.
A research worker shall respect the freedom of an individual to refuse participation at any
time or to withdraw from the research. The commitment to protect such freedom requires to
think thoroughly and to consider the moment when the researcher is in the position of an
authority or influences the participant. Such a position of authority includes particularly the
situations where participation in the research is requested as a part of employment or where
the participant is a student, client or staff of the researcher. The rights of the individual shall
be superior to the researcher’s need of finishing the research.
A research worker shall protect the participant from physical and psychical discomfort, harm
or danger, which might occur due to resulting procedures. Shall an endangerment by such
results exist, the researcher shall inform the participant of such facts. Agreement reached with
participants shall not limit their lawful rights and shall not reduce the researcher’s legal
liability.
After the data has been collected, a research worker shall provide the participants with
information on the essence of the study and try to defeat erroneous assumptions which might
occur. When scientific or human values justify withholding or non-disclosure of such
information, the researcher shall take special responsibility for research monitoring and
making sure that no harmful results threat the participants.
Where the research procedure shall result in undesirable consequences for an individual
participant, the researcher shall be responsible for discovery and removal or correction of
such consequences, including any long-term effects.
Information about the research participant acquired during the research shall be confidential,
unless agreed otherwise in advance. If there is a chance that other people might gain access to
such information, this possibility, including the method of confidentiality protections, shall be
explained to the participant as a part of the process leading to the acquisition of an informed
consent with his or her participation.
If the research participant is a minor, it is necessary to ask for his or her consent as well as a
written consent of the next friend. Special attention shall be paid to the minors.
80
Anotace v þeštinČ
Vozidlová telematika
Souþasná motorová vozidla jsou stále þastČji a více vybavována novými technickými
zaĜízeními, u kterých není možné pĜesnČ pĜedpovídat jejich vliv na chování Ĝidiþe.
Skuteþností ovšem zĤstává že zavádČní rĤzných zaĜízení vozidlové telematiky (in-vehicle
safety devices - SD) þasto velmi významnČ ovlivĖuje výkon Ĝidiþe.
ěidiþova úloha sestává z Ĝešení úkolĤ na tĜech hierarchických úrovních: strategické, taktické
a Ĝídicí. ěada technických novinek podporuje vývoj nejrĤznČjších podpĤrných zaĜízení
zasahujících do Ĝidiþovy þinnosti, mnohé z nich mohou být, pĜi správném používání být
pĜínosem pro bezpeþnost silniþního provozu. PĜi používání nesprávném naopak mohou
paradoxnČ vést k až k opaku.
Požadavky kladené na Ĝidiþe jsou ale konfrontovány na tĜech úrovních (chování): báze
znalostí, báze pravidel a báze dovedností. Tyto významným zpĤsobem ovlivĖují formování
obsahu a rozsahu dovedností Ĝidiþe. ěidiþské dovednosti musí být prĤbČžnČ konfrontovány
a pĜizpĤsobovány aktuálním možnostem zavádČných SD. Z publikovaných výsledkĤ studia
velkého souboru literatury vyplývá, že dosud neexistuje dostateþná empirická báze pro
hodnocení vlivĤ, které by SD mohly mít na bezpeþnost silniþního provozu všeobecnČ, resp. na
chování Ĝidiþe v jednotlivostech.
DĤležitým krokem pro pĜekonání znaþných deficitĤ hodnotících studií je konstrukce peþlivČ
propracovaného systému hodnocení, který výzkumníkĤm i tvĤrcĤm koncepcí umožní
kvalifikovanČ shromažćovat empirické poznatky ohlednČ dopravnČ-bezpeþnostních vlivĤ SD.
V dalším bude nezbytné vhodným zpĤsobem využít a pĜispČt k dalšímu rozvoji systému
hodnocení, který byl navržen Ĝešiteli projektu GADGED. Uvedený systém vhodnČ využívá
obecných psychologických teoriích a zejména znalostí dopravní psychologie, které shrnuje do
systému pČti kategorií pĜedstav vlivu:
x citovČ-poznávací pĜedpoklady,
x pĜedstavy dĤležité v aktuálním procesu (napĜ. pozornost),
x poznávací a citové zkušenosti,
x vlivy na chování ve stĜedním až dlouhém þasovém období (napĜ. kompenzace rizika) a
x systémové a následné aspekty (napĜ. bezpeþnost v celém systému).
AutoĜi uvedeného projektu soustĜećují pozornost na poznávání a studium potenciálních
dopravnČ-bezpeþnostních problémĤ spojených s rĤznými formami uživatelského rozhraní.
Popisují problémy, které vyvolávají funkþní požadavky na definování rozhraní þlovČk-stroj.
RovnČž upozorĖují na nutnost aplikování nebo vývoje vhodných metod, které zajistí, aby
výsledky byly dostupné vždy, když vznikne jejich aktuální potĜeba. Cílem jejich výzkumu
v oblasti SD bylo zobecnit znalosti na úrovni, která pĜesáhne rámec jednoduchých
technických Ĝešení. Znalosti formulují tak, aby mohly být transformovatelné také do dalšího
technologického rozvoje.
Teoretický základ
Jízda s motorovým vozidlem je komplexní a dynamickou Ĝídicí úlohou, která se odehrává
v rámci „systému“, tj. silniþního provozu. Tento systém silniþního provozu není osamocenou
strukturou, nýbrž jen prvkem systému rozsáhlejšího, v nČmž je zasazen. Silniþní provoz je
tedy proto ovlivĖován systémem vyšší úrovnČ, tj. systémem spoleþenským, ale i systémy
nižších úrovní, které se skládají napĜ. z projektantĤ silnic, dopravních inženýrĤ, poskytovatelĤ
služeb a výrobcĤ vozidel.
V silniþním provozu pĤsobí na Ĝidiþe znaþné množství nejrĤznČjších informací. Ovšem, pĜi
uskuteþĖování urþité cesty (resp. jízdy) s urþitým úþelem je k dosažení cíle cesty obvykle
81
potĜebná a pro Ĝidiþe dĤležitá jen jejich malá þást. VČtšinu zbylých informací je tak možno
chápat jako „šum“, který v žádném pĜípadČ nesmí být pĜíþinou odvádČní Ĝidiþovy pozornosti
od jeho hlavní þinnosti – Ĝízení vozidla. Proto tedy musí být Ĝidiþ schopen rozlišovat nezbytné
a dĤležité informace a odfiltrovat je od informací nerelevantních. ěízení vozidla tedy zahrnuje
soustavný výbČr relevantních informací, které ústí do urþitého jednání a provádČní jízdních
manévrĤ. ěidiþ musí být schopen vþas rozpoznat, které informace jsou v rĤzných dopravních
situacích relevantní, což se dosahuje tréninkem smyslĤ. ZjednodušenČ je možno Ĝíci, že
rozhodující þást umČní Ĝídit vozidlo lze ztotožnit s umČním se dívat a vidČt dĤležité informace
z dopravního svČta.
Na následujícím pĜíkladu je možno vysledovat mnohá úskalí, která na Ĝidiþe na silnicích þekají v každém
okamžiku.
1.1.1.0.59.6 Foto Pavel Skládaný
ZasnČžená vozovka Železniþní pĜejezd PĜijíždČjící vlak
Schopnost vnímání zárodkĤ nebezpeþí a pohotovosti Ĝešení kritických dopravních situací je

základem s pĜedstihem reagovat na hrozící nebezpeþí. ěidiþ musí bČhem Ĝízení prĤbČžnČ
82
korigovat své pĜedpoklady a oþekávání vývoje dopravní situace a být stále pĜipraven na
možný výskyt nutnosti operativní zmČny jednání.
Za zohledĖování požadavku interakce s jinými systémovými komponenty má být považována
napĜ. adaptace (pĜizpĤsobení) se prĤbČžnČ se mČnícímu, zþásti stochastickému okolí
nabízejícímu urþité množství relevatních informací skrytých v „informaþním šumu“.. Vazba
mezi Ĝidiþem a vozidlem mĤže obecnému požadavku zvyšovat bezpeþnost silniþního provozu
odpovídat jen tehdy, není-li systém vnímání a pozornosti Ĝidiþe odvádČn od sledování
okolního provozu na pozemní komunikaci a jejím bezprostĜedním okolí není-li Ĝidiþ
signifikantnČ zatížen nadmČrným sledováním doplĖkových technických prostĜedkĤ a tím je
eliminován vznik jeho zbyteþných stresových reakcí. Stres sám o sobČ signalizuje stav, kdy si
dotyþná osoba (v našem pĜípadČ Ĝidiþ) uvČdomuje že jeho možnosti a schopnosti se již
nedokáží plnČ vyrovnat s požadavky vzniklé situace. Pozornost, vnímání, postĜeh,
rozhodování a reagování jsou rozhodujícími pojmy zpracovávání informací a stĜídavČ mají
kauzální vztah k fyziologii, poznávání, vlivĤm motivace, ustáleným charakteristikám
osobnosti, jakož i prvkĤm urþité situace.
Vnímání je chápáno jako proces chápání informací. V každém z uvedených pČti stupĖĤ tohoto
procesu se mĤže vyskytnout chyba a omezení jejich kapacity. Je ménČ obvyklé explicitnČ
uvažovat proplétání citových procesĤ zpracování informací pĜi formování modelu, není to
však ménČ dĤležité pĜi rozhodování o zpĤsobu jednání. V relevantních modelech dopravní
psychologie hraje subjektivní riziko v Ĝídicím jednání klíþovou roli. Jestliže zaĜízení SD
objektivnČ zlepší bezpeþnost silniþního provozu, potom tato skuteþnost mĤže být rovnČž
reflektována formou zvýšení subjektivní bezpeþnosti. Podle Wildeho modelu homeostáze
rizika mĤže dojít i k procesu vzdalování se bezpeþnosti, jestliže má úþastník silniþního
provozu sklon akceptovat vČtší míru rizika, než si sám v daném okamžiku uvČdomuje. Princip
homeostáze se uplatní tehdy, jestliže Ĝidiþ chybČjící vnímání rizika kompenzuje tím, že volí
riskantnČjší zpĤsob jízdy. ZaĜízení SD, u nichž vozidlo reaguje automaticky bez zásahu Ĝidiþe,
preventivnČ pĤsobí proti objektivnímu zvČtšování nebezpeþí jeho kompenzaþním chováním
(resp. volbou riskantnČjšího zpĤsobu jízdy). Podle teorie homeostáze rizika toto nezmenšuje
faktickou nerovnováhu mezi rizikem vnímaným a rizikem akceptovaným. Stále se setkáváme
s uživateli silnic, kteĜí jsou ochotni pĜijímat vČtší míru rizika, než by v daném okamžiku mČli.
Toto je výchozím bodem agrese, odporu k systému a jeho odmítání.(1)
PĜi kategorizaci telematických systémĤ je vhodné rozlišovat následující tĜi druhy interakce:
x interakci mezi Ĝidiþem a vozidlem,
x interakci mezi Ĝidiþem a prostĜedím a
x interakci mezi vozidlem a prostĜedím.
Ovládání chování Ĝidiþe pĜi Ĝízení vozidla zasahuje do tĜí rĤzných úrovní:
x báze znalostí,
x báze pravidel a
x báze dovedností.
Chování na bázi znalostí zahrnuje Ĝešení problému. Nezbytným se stává tehdy, když není
k dispozici vhodné pravidlo, jak jednat v urþité specifické situaci nebo jestliže Ĝidiþ nechce
použít existující pravidlo nebo nemá takové pravidlo rozvinuto. Chování na bázi znalosti
vyžaduje uvažování a potĜebuje ke své konstrukci delší þas.
Chování na bázi pravidel (pĜedpisĤ) se vyskytuje tehdy, když není k dispozici automatická
odezva na vzniklou situaci. Chování je Ĝízeno více nebo ménČ vČdomČ a spotĜebovává urþitou
kapacitu pozornosti. Proto je tento druh chování nároþnČjší na þas a ménČ „efektivní“ než
chování na bázi dovedností. ěidiþ musí v mysli vČdomČ vybírat z pravidel chování, která má
v sobČ již vyvinuta a zvolit v dané situaci to nejvhodnČjší.
Chování na bázi dovedností lze charakterizovat jako Ĝízení datové. Získávané informace jsou
pĜímo pĜevádČny do konkrétního jednání nebo vzorĤ jednání. ýinnosti jsou vykonávány bez
83
vČdomé kontroly a bez potĜeby þerpání kapacity vČdomé pozornosti. Chování na bázi
dovedností je bezprostĜední a efektivní.
Aby byl Ĝidiþ schopen formou adekvátního chování zvládnout konkrétní vzniklou dopravní
situaci, musí disponovat urþitými smyslovými, poznávacími a motorickými schopnostmi.
Vnímání lidskými smysly, zejména zrakem, ale i sluchem a hmatem, jsou pro Ĝízení vozidla
podmínkou nutnou, nikoli však postaþující. Vnímaná informace musí být také zpracována
a transformována do rozhodnutí, jak v urþité situaci jednat a udržovat interakci s ostatními
úþastníky silniþního provozu. Pro uskuteþĖování rozhodnutí o jízdních manévrech a jednáních
musí Ĝidiþ rovnČž disponovat významnými motorickými schopnostmi. KromČ toho provedení
pĜíslušných jízdních manévrĤ závisí na motivaci Ĝidiþe a jeho ochotČ jednat. Faktory jako
nezralé dovednosti, málo zkušeností s Ĝízením, neodpovídající oþekávání a pravidla, stres,
pĜetížení, únava, alkohol þi drogy mohou schopnosti Ĝidiþe ovlivnit velmi negativnČ.
Požadované schopnosti pro bezpeþnČjší Ĝízení lze shrnout následovnČ:
i smyslové schopnosti (zrakové, sluchové, hmatové)
i schopnost pozorovat prostĜedí a vybírat z nČj informace v dané chvíli významné
i schopnost zachycovat relevantní informace v rámci þasu, který je v dané situaci
k dispozici
i schopnost si relevantních informací všímat
i schopnost informace správnČ interpretovat
i schopnost ze získaných informací odhadovat další vývoj dopravní situace a s
pĜedstihem na nČj reagovat
i schopnost správnČ posuzovat hranice vlastních schopností
i schopnost správnČ posuzovat možnosti svého vozidla
i motivace a ochota k bezpeþné jízdČ.
SpoleþnČ se zpĤsobilostí þlovČka a jeho praxí v Ĝízení vozidla hrají ve výkonu a kvalitČ
provádČní úkolĤ velkou roli i oþekávání Ĝidiþe. Adekvátní oþekávání podporují správné
pĜedvídání a hodnocení budoucího vývoje dopravní situace, což Ĝidiþe umožĖuje reagovat
vþas, efektivnČ a správnČ. Je možné rozlišovat dva druhy oþekávání, oþekávání dlouhodobá
(a priori) a oþekávání krátkodobá (ad hoc). Oþekávání a priori se tvoĜí v prĤbČhu mČsícĤ a let
Ĝidiþské zkušenosti. NapĜíklad „þervená“ znamená nebezpeþí a nabádá k zastavení, zatímco
„zelená“ signalizuje bezpeþí a potvrzení možnosti pokraþovat v jízdČ. Základ oþekávání ad
hoc tvoĜí události, které se pĜihodily v posledních hodinách a minutách, napĜ. série ostrých
zatáþek dává tušit, že i v dalším úseku této silnice se takové zatáþky mohou vyskytnout.
V dĤsledku toho oþekávání a tím i schopnosti vytváĜení správných pĜedpokladĤ vývoje ve
specifických dopravních situacích jsou u každého Ĝidiþe jiné a liší se podle zkušeností, ale
i podle toho, zda Ĝidiþ dané prostĜedí zná nebo nezná. Z výše uvedené diskuse popisující
promČnné faktory ovlivĖující chování Ĝidiþe je zĜejmé, že reálné vlivy zaĜízení SD na Ĝízení
vozidla a zlepšení bezpeþnosti silniþního provozu jsou urþovány celou škálou faktorĤ. K nim
patĜí pĜedevším porozumČní Ĝidiþe podstatČ fungování SD, výhody, které Ĝidiþi zaĜízení SD
podle jeho zkušeností pĜináší a Ĝidiþova motivace zaĜízení SD používat nebo nepoužívat.
Systém pro hodnocení vlivu zaĜízení vozidlové telematiky
Složky našeho taxonomického systému jsou odvozovány z poznatkĤ dopravní psychologie na
stranČ jedné a z potenciálních oblastí používání zaĜízení vozidlové telematiky na stranČ druhé.
V seznamu charakteristik pro klasifikaci systémĤ musí být ve vztahu k psychologii
zohledĖovány i vČkové faktory. Hodnocení každého prvku systému se zamČĜuje na oþekávaný
zisk nebo ztrátu bezpeþnosti. Základem hodnocení je stanovení hypotéz o pĜíþinné vazbČ mezi
tČmito prvky a objektivní bezpeþností. Pokles objektivní bezpeþnosti se pĜedpokládá
napĜíklad tehdy, jestliže jsou smysly Ĝidiþe pĜetíženy.
84
PĜed zaþátkem hodnocení bezpeþnostních zaĜízení musí být bezpodmíneþnČ zaznamenáno,
zda je toto hodnocení omezeno na urþité vybrané skupiny osob (napĜ. mladé Ĝidiþe, ženy,
agresivní Ĝidiþe, všechny Ĝidiþe) nebo urþité dopravní situace (specifické uspoĜádání
charakteristik okolí). Dále je potĜebné zaznamenat, zda hodnocené bezpeþnostní zaĜízení
spolupracuje s dalšími bezpeþnostními zaĜízení þi nikoli. Ve výzkumné praxi bohužel þasto
dochází k tomu, že vlivy jednotlivých SD jsou hodnoceny izolovanČ bez ohledu na existující
vazby k jiným bezpeþnostním zaĜízením.
NejþastČji používané systémy vozidlové dynamiky:

i zaĜízení proti blokování kol pĜi brzdČní (ABS),
i zaĜízení protiskluzové ochrany (ASR),
i program elektronicky zajišĢované stability (ESP) a sledování adheze, a
i systémy Ĝízení jízdního kursu (HCS).
i udržujících vzdálenost je regulace bezpeþného odstupu od vozidla jedoucího vpĜedu.
Toto zaĜízení je charakteristické a rozšíĜené u vČtšiny systémĤ automatického Ĝízení jízdy. Je
známé pod názvem ACC (Adaptive Cruise Control), AICC (Autonomous Intelligent Cruise
Control) nebo ADR (Automatic Distance Regulation). Hlavním rozdílem mezi udržováním
odstupu a preventivním pĤsobením proti vzniku kolize je chybČjící schopnost systémĤ ACC
adekvátnČ reagovat na pevné pĜekážky. Tento rozdíl systémĤ je obvykle akceptován.
i Systémy varující a pĜedcházející kolizi detekují pĜekážky (vozidla nebo
statické pĜekážky)
Uvedené systémy obvykle využívají digitálních CCD kamer, mikrovlnných radarĤ,
laserových radarĤ nebo piezokeramických zaĜízení (Polaroid), nebo detekují vzdálenost na
všechny strany (Delco). PĜípadnČ též automaticky vozidlo zabrzdí. Japonští výrobci vyvíjejí
a testují tyto druhy systémĤ ve zkušebních vozidlech. NČmeþtí výrobci vozidel a dodavatelé
komponentĤ pro automobily jsou zdrženlivČjší, což má þásteþnČ svĤj základ v projektu
PROMETHEUS. K tomu, aby systémy adekvátnČ reagovaly ve všech možných situacích jsou
nezbytná velká þasová zpoždČní spojená s pravdČpodobností planého alarmu. Nový pĜístup,
který využívá vícenásobné senzory vþetnČ poþítaþového vidČní, mechanicky snímaného
mikrovlnného radaru a fúze senzorĤ pro dosažení jejich integrity a od té doby se po zahájení
projektu AC-ASSIST zmenšuje poþet planých alarmĤ. V EvropČ i Americe byly publikovány
pokusy se zkušebními vozidly. Zatímco nČmeþtí a ameriþtí výrobci preferují výstražné
systémy, japonští výrobci sázejí na systémy automatického brzdČní, jestliže Ĝidiþ nereaguje na
optické nebo akustické varování pĜed pĜekážkou. Systémy preventivnČ pĤsobící proti vzniku
kolize mohou být teoreticky nazírány jako nejvyšší stupeĖ systémĤ ACC, v kombinaci
s prvky parkovacího asistenta. Ovšem podle principu þinnosti systémy CA (s jednou
výjimkou) detekují pouze pĜekážky pĜed vozidlem bez ohledu na úmysly Ĝidiþe nebo jiných
úþastníkĤ silniþního provozu. Tento izolovaný „pohled na svČt“ je jednou ze slabostí tČchto
systémĤ.
i Pomocné systémy pro parkování (PTS).
Systémy PTS jsou zaĜízení pĜíbuzná varování pĜed kolizí, ovšem technicky ménČ
propracovaná. Jsou konstruovaná pro detekci statických pĜekážek pĜi nízkých rychlostech.
Mají pomáhat Ĝidiþi pĜi zajíždČní do úzkých parkovacích míst. Pomocné systémy pro
parkování využívají rĤzné snímaþe pro mČĜení vzdáleností objektĤ, které vozidlu stojí v cestČ.
VČtšina vývojáĜĤ se soustĜećuje na detekci pĜekážek za vozidlem, pouze jediný systém
sleduje i pĜekážky pĜed vozidlem. Systémy se odlišují ve zpĤsobu, jakým podávají informaci
Ĝidiþi. Lepší systémy informaci zobrazují v prostoru zadního skla automobilu pĜi couvání. Jiné
systémy poskytují velmi detailní zobrazení formou videa a/nebo grafickou prezentací okolí.
i Systémy, které preventivnČ pomáhají zabránit Ĝízení pod vlivem alkoholu, se
nazývají systémy kontroly alkoholu (ACS).
85
Po nastoupení do vozidla je Ĝidiþ vyzván, aby fouknul do kontrolního zaĜízení. Zjistí-li se ve
vydechovaném vzduchu Ĝidiþe urþitá hladina alkoholu, resp. je-li pĜekroþen nastavený limit,
zablokuje zaĜízení zapalování vozidla a znemožní start. Je-li vozidlo již uvedeno do provozu
(nástupní zkouška na alkohol byla negativní) zaĜízení v náhodných intervalech požaduje po
Ĝidiþi další zkoušky vydechovaného vzduchu, zda se nenapil bČhem jízdy. ěidiþĤm, kterým
byl ve Spojených státech amerických odebrán Ĝidiþský prĤkaz za Ĝízení pod vlivem alkoholu,
je Ĝidiþský prĤkaz vrácen jen tehdy, jestliže souhlasí s vybavením svého vozidla kontrolní
jednotkou, resp. systémem kontroly alkoholu. Tato kontrolní jednotka je též doporuþena
zaþínajícím ĜidiþĤm.
i Systémy monitorování ospalosti Ĝidiþe (DAMS),
Zde je možno definovat dvČ skupiny metod, které lze pro tento úþel používat. Jednou
metodou je analyzování stability ovládání volantu (opatĜení ve vztahu k udržování vozidla
v jízdním pruhu). Druhá metoda ke zjišĢování kondice Ĝidiþe používá fyziologické parametry.
Vždycky, když výkon Ĝidiþe mČĜený jednou þi druhou metodou pĜekroþí urþitý práh, je Ĝidiþ
považován za ospalého resp. usínajícího a je aktivována Ĝada protiopatĜení.
i Systémy zlepšujících vidČní (VES),
Existují dva hlavní smČry ohlednČ systémĤ zlepšujících vidČní (VES), které mají rozšiĜovat
funkci zraku v noci nebo za nepĜíznivých povČtrnostních podmínek. První z nich, aktivní
VES, užívají pĜídavné senzory, informaþní zdroje jako digitální mapy a speciální zaĜízení,
která smČrují svČtlomety vozidla na tu þást dopravního prostoru pĜed vozidlem, která je
momentálnČ pĜedmČtem oprávnČného zájmu Ĝidiþe. Inteligentní vozidlové systémy navíc
dokáží rozdČlení svČtla pĜizpĤsobovat i v závislosti na rychlosti a úhlu pohledu. Druhé z nich
(pasivní VES) užívají neviditelné zdroje osvČtlení komunikace, které svítí na vČtší vzdálenost
nebo do vČtší šíĜky ve srovnání se základními svČtlomety. Odražené záĜení zachycují
speciální senzory, které ho transformují do viditelného svČtla. ěidiþi je pak reprodukován
dodateþný obraz dopravního prostoru pĜed vozidlem.
i Systémy sloužící k ochranČ chodcĤ,
Systémy sledující chodce jsou konstruovány pro detekování chodcĤ (nebo ojedinČlých
pĜekážek) v blízkosti vozidla nebo v jeho jízdní dráze. RĤzná vývojová pracovištČ užívají
rĤzné senzorové techniky a rĤzné rozsahy prostorĤ, v nichž systém hledá pĜekážky nebo
chodce. ObzvláštČ japonští výrobci sledují myšlenku detekování chodcĤ v noci a Ĝešení
problému mrtvého úhlu. Výzkum je provádČn na úrovni ryze technologické a nejsou
k dispozici žádné informace ohlednČ prezentace informací uživateli.
Samostatnou oblast telematické podpory Ĝidiþe tvoĜí
i NavádČcí informaþní systémy
NavádČcí informaþní systémy poskytují Ĝidiþi informaci týkající se volby trasy jízdy. Tato
informace je pĜímo pĜenášena do vozidla z centrálního nebo distribuþního informaþního
centra. Typickými pĜíklady jsou: informace o provozní situaci, informace týkající se
podmínek na urþité trase nebo silnici, informace o volných parkovacích místech þi servisních
stanicích. Hlavní otázkou týkající se tohoto druhu poskytování informací je, jak je informace
Ĝidiþem požadována a Ĝidiþi reprodukována. Není-li takový proces získávání informací pĜíliš
þastým a probíhá uživatelsky vhodnou formou, která nepĜetČžuje smyslové orgány
zamČstnané sledováním a Ĝešením dopravních situací, potom taková dodateþná informace
mĤže pomoci zlepšit bezpeþnost silniþního provozu. Na bezpeþnost silniþního provozu je
možné vhodnČ pĤsobit i tak, že systém motivuje ke zmČnČ zpĤsobu dopravy a tuto pomáhá
realizovat (informace o zaĜízeních Park and Ride). Pod klíþovým slovem „intermodalita“ jsou
diskutovány mnohé pokusy, které mají usnadnit zmČnu z jednoho zpĤsobu dopravy (osobní
automobil) na jiný (veĜejná doprava), což je pĜíkladem snahy o zmenšování intenzity
individuální dopravy. Zmenšení rozsahu individuální dopravy pak logicky redukuje
pravdČpodobnost vzniku nehody.
86
Cíle ovlivĖování konstrukce nových zaĜízení
PĜi každém výzkumu a vývoji nových zaĜízení do vozidel je nutné si uvČdomit, že þlovČk se
souþástí informaþnho procesu, informace uchovává, zpracovává a jedná v souladu
s posledním pĜírĤstkem informací. Pro hodnocení bezpeþnostních zaĜízení je podstatné vČdČt,
jaké vlivy ve vztahu k þlovČku i situaci jsou zodpovČdné za rušení procesu hladkého
zpracování informací. Pokud budeme vycházet z teoretického pozadí chování Ĝidiþe musíme
mít vždy na pamČti subjektivní riziko, duševní kapacitu ĜidiþeĤ u nichž se pĜedpokládají
pĜíþinné vazby ve vztahu ke speciálním bezpeþnostním zaĜízením.
Vždy je nutno sledovat systém, který obsahuje pČt základních kategorií pĜedstav vlivu:
x smyslovČ-citová oþekávání (tj. pasivní odpor, subjektivnČ pociĢovaná užiteþnost),
x pĜedstavy dĤležité v aktuálním procesu (tj. vnímání, pozornost),
x smyslová a citová zkušenost (tj. pasivní odpor, subjektivnČ pociĢovaná užiteþnost),
x dĤsledky resp. vlivy na chování ve stĜednČdobém nebo dlouhodobém chápání (tj.
akceptované riziko, zvyky pĜi Ĝízení vozidla) a
x systémové a další aspekty (tj. plynulost dopravy, hustota dopravy, bezpeþnost
silniþního provozu).
Základní funkce telematiky

Rozlišujeme dvČ základní funkce telematických zaĜízení:
(1) rozšiĜování schopností a
(2) ulehþení stávajících þinností.
RozšiĜování schopností je zamýšleno jako podávání informací orientaþního nebo
výstražného charakteru. Tyto funkce obsahují navigaþní systémy a rĤzné techniky
zprostĜedkování varovných signálĤ. Ulehþení stávajících þinností je ovšem dosahováno
pomocí zaĜízení, která vyvolávají automatické reakce a nejsou Ĝidiþem ovlivnitelné (pracují
pĜípadnČ i proti jeho vĤli). Takovým telematickým systémem je napĜíklad automatická
regulace vzdálenosti od vozidla jedoucího vpĜedu. Zatímco systémy (1) zaruþují pĜi Ĝízení
vozidla svobodu rozhodování, systémy (2) svobodu omezují.
Efekty bezpeþnostních zaĜízení vozidlové telematiky na rĤzné mechanismy ovlivĖování,
regulace a zmČn chování Ĝidiþe
Následné shrnutí je þlenČno v souladu se sedmi pĜedpokládanými mechanismy vlivu na
chování Ĝidiþe.
Pro každý z tČchto mechanismĤ byly uvažovány a popisovány:
i oþekávané kladné vlivy
i možné vedlejší úþinky
i empirické dĤkazy
Psychofyziologická kondice Ĝidiþe

Vlivy zaĜízení vozidlové telematiky (SD) na rĤzné psychofyzické stavy závisí na uspoĜádání a
funkcích tČchto SD. VšeobecnČ se oþekává, že zmenší stres a uþiní tak Ĝízení vozidla snazším
a pĜíjemnČjším. Na druhé stranČ je nutné poþítat i s možností výskytu neoþekávaných
záporných vlivĤ, napĜ. není-li design urþitého zaĜízení uživatelsky pĜíjemný, zaĜízení pĜíliš
odvádí pozornost nebo je jeho používání pĜíliš obtížné a složité. Nutno pĜiznat, že
empirických dĤkazĤ ohlednČ kladných i záporných vlivĤ SD máme dosud nedostatek. Taktéž
je jen málo zaĜízení, která jsou zamČĜena na preventivní zabránČní v Ĝízení vozidla tČm
osobám, jejichž schopnost k Ĝízení je snížena (alkoholem nebo únavou).
87
Poskytování vhodných informací Ĝidiþi
ZaĜízení vozidlové telematiky jsou zamýšlena jako podpora procesu komplexního zpracování
informací Ĝidiþem formou poskytování relevantních informací nebo tak, že Ĝidiþi ulehþujeme
od urþitých þinností resp. nutnosti provádČt nČkteré úkony. Systém se stará o interpretaci a
výbČr informací, þímž ovlivĖuje informaþní vstupy Ĝidiþe.
Správné hodnocení významu vstupních informací Ĝidiþem

Interpretace a výbČr informací je Ĝidiþem þasto provádČno chybnČ a neadekvátnČ. Rozsah, ve
kterém zaĜízení SD podporuje proces výbČru vhodných informací opČt závisí na
strukturálních a funkþních vlastnostech systému. PĜedpokládá se, že takový systém pracuje
spolehlivČ. NicménČ, pĜed uvedením sytému na trh je nutné provést rozsáhlý výzkum jeho
použitelnosti.
ěidiþovy myšlenky / domnČnky ohlednČ svých schopností Ĝídit vozidlo

Je-li SD používáno dobrovolnČ a úspČšnČ, lze oþekávat vznik pocitu zlepšení vlastních
Ĝidiþských schopností. Získáním kladných zkušeností se dostaví dĤvČra ve spolehlivost
systému, což ale na druhé stranČ znamená nevítané zvýšení subjektivní bezpeþnosti.
Pozorování chování jiných úþastníkĤ silniþního provozu a jeho srovnávání s vlastním
chováním ovlivĖuje pĜedstavy o vlastních schopností i jinak. U telematických zaĜízení, která
podporují napĜ. správný bezpeþnostní odstup, dodržování stanovených rychlostních limitĤ atd.
lze oþekávat vliv na Ĝidiþovo chápání pravidel silniþního provozu. Pokud užívání takových
zaĜízení není v praxi rozšíĜeno, mohou být jejich kladné vlivy znehodnocovány negativními
vlivy vyplývajícími z nárĤstu heterogenity chování v silniþním provozu.
ěidiþova automatizovaná zpČtná vazba

PĜírĤstek Ĝidiþských dovedností závisí na zpČtné vazbČ. Tento proces se mĤže zavedením
telematického zaĜízení znaþnČ mČnit, neboĢ zpČtná vazba je provádČna v jiné kvalitČ nebo
v souvislosti s jinými vstupy.
IntenzivnČjším používáním SD by se v Ĝidiþi mČla rozvinout schopnost pĜesnČji odhadovat
hranice možností systému. Do jaké míry mĤže být tento proces úspČšný závisí na chybové
toleranci SD a na zpĤsobu a rozsahu, v jakém je Ĝidiþi zpČtná vazba poskytována. Empirický
dĤkaz tohoto efektu dosud chybí.
Na druhé stranČ nemĤžeme vylouþit možnost, že Ĝidiþ ztratí schopnost Ĝízení vozidla
nevybaveného SD poté, co si bČhem urþitého þasového období zvykl používat vozidlo takto
vybavené. Pro tento jev však není k dispozici žádný empirický dĤkaz.
ěidiþovo poznávací hodnocení zpČtné vazby

Bylo by možné pĜepokládat, že pĜi užívání perfektnČ fungujícího a akceptovaného SD vzniká
v Ĝidiþi pocit vyšší bezpeþnosti ve srovnání s jízdou bez užití tohoto systému. Zdali tomu tak
skuteþnČ je, závisí na pociĢovaných schopnostech Ĝízení vozidla. Jestliže Ĝidiþ pociĢuje
zlepšení schopností, potom je následkem zvýšení subjektivní bezpeþnosti. V opaþném pĜípadČ
mĤže u Ĝidiþe vznikat stav nejistoty. Míra pocitu ztráty schopností pravdČpodobnČ závisí i na
vČku Ĝidiþe. KromČ toho pĜetrvává obava, že Ĝidiþi budou mít tendenci pĜisuzovat vznik
eventuální dopravní nehody používání nové technologie. Takové delegování odpovČdnosti
z Ĝidiþe na vozidlo je možné považovat za prostĜedek vlastní ochrany a obhajoby.
ZávČr
ěízení vozidla zahrnuje nepĜetržitý výbČr informací, které ovlivĖují jednání a chování Ĝidiþe
jehož þinnosti mohou kladnČ ale i zápornČ ovlivnit bezpeþnost provozu na pozemních
88
komunikacích. Do vozidel by mČly být montovány jen takové telematické systémy, které
mohou pĜispČt ke zlepšení bezpeþnosti na silnicích. PĜi kategorizaci popisovaných systémĤ je
vhodné rozlišovat následující tĜi skupiny zaĜízení, které budou kladnČ ovlivĖovat: interakci
mezi Ĝidiþem a vozidlem, interakci mezi Ĝidiþem a prostĜedím a interakci mezi vozidlem
a prostĜedím bez zásahu Ĝidiþe. Dalším Ĝešením je nutno pĜispČt k postupnému popisu
a naplĖování všech tĜí rĤzných úrovní znalosti, pravidla, dovednosti a tím se podíleli na
formování chování ĜidiþĤ. Rozvojem a rozšiĜováním navádČcích informaþních systémĤ budou
ĜidiþĤm poskytnuty informace o volbČ optimální jízdní trasy a tím snížili nejen riziko jejich
stresu ale bude to také pĜíspČvek ke zlepšení životního prostĜedí.
89
Spolupráce þlovČk – stroj v oblasti silniþní dopravy a mobility
Studie vytvoĜená ve þlenských státech Evropské unie udává efektivitu rĤznými pĜístupy
možné redukce úrazĤ v individuální automobilové dopravČ. Podle této studie nejvČtšího
pĜínosu bylo dosaženo zlepšením ochrany samotných automobilĤ pĜi srážkách, což umožĖuje
15ti procentní snížení úrazovosti. 11ti procentního snížení lze dosáhnout opatĜeními,
vedoucími k eliminaci pití alkoholu pĜed jízdou. Inženýrská opatĜení na komunikacích mohou
snížit nehodovost o 6,5 procent. PomČrnČ menší dopad zmČn silniþní infrastruktury na snížení
nehod a jejich následkĤ pravdČpodobnČ souvisí také s vysokými náklady tČchto opatĜení.
Proto i když studie Ĝeckého dopravního institutu identifikovala stovky þerných míst na
hlavních evropských komunikacích, národní úĜady zlepšily situaci pouze na velmi malé þásti
z nich.
Proto nejsou zmČny a zlepšení infrastruktury souþástí zamýšleného snížení smrtelných nehod
o 50 procent, jak vyplývá z programu Evropské unie pro rok 2010. PrávČ využití nejnovČjší
technologie mĤže se stát katalyzátorem pĜi dosahování tohoto smČlého cíle, zvláštČ pĜi
výhodné kombinaci nové technologie s existující infrastrukturou þi její vylepšenou verzí.
MĤže to vést k velmi výhodným ekonomickým Ĝešením.
Tato Ĝešení budou pravdČpodobnČ založená na následujících inovativních principech:
Inteligentní komunikace – Ĝidiþi ve vyspČlých zemích jsou konfrontováni se stále
komplexnČjším dopravním prostĜedím, které zahrnuje vertikální a horizontální znaþení, které
mnohdy bývá telematické. Následující pĜíklady ukazují, kdy jsou Ĝidiþi pod kritickou
psychickou zátČží zpĤsobenou dopravním okolím:
9usilování o pĜeþtení a porozumČní VMS zpráv pĜi hledání cesty v neznámém prostĜedí
(þasto v cizím jazyce a za užití cizích symbolĤ),
9pokus detekovat nezbytnou þást informace v prostĜedí s nadbyteþným množstvím
informaþních zdrojĤ (pĜi využití navigaþního systému v automobilu, zprávách RDS-
TMC atd.).
Proto je potĜeba samovysvČtlujícího a personifikovaného systému. Tento systém by nabízel
intuitivní Ĝízení a informace nezbytné cestČ k cíli. Reagoval by na potĜeby Ĝidiþe (trasa,
omezení, preference) a byl by v mateĜském jazyce Ĝidiþe.
Ohleduplná komunikace – v okamžiku, kdy nČkdo udČlá chybu se þasto stává, že z rĤzných
dĤvodĤ pokraþuje ve vykonávání chybných manévrĤ. PĜes 80 procent nehod se nČjakým
zpĤsobem vztahuje k omylu Ĝidiþe. Lidé oþekávají, že jim bude odpuštČno, když udČlají
chybu v reálném životČ, stejný zpĤsob by mohl být uplatnČn i v oblasti dopravy. Ohleduplná
komunikace by mohla využívat pokroþilých telematických systémĤ ve spojení se
sofistikovanými systémy v automobilech. Tímto by mohla podporovat Ĝidiþe pĜi Ĝízení
v pĜípadČ omylu. Tyto systémy, v protikladu k tradiþním ADAS – Advanced Driver´s
Assitance Systems neposkytují pouze adekvátní varování, ale nahrazují silniþní infrastrukturu.
Mohou napĜíklad simulovat zvuk pásĤ pĜi okraji komunikace a tak varovat pĜi opouštČní
jízdního pruhu.
Ekonomické silnice – je výsledkem nČkolika studií, které se zamČĜily na ekonomii a zvýšení
kapacity komunikace pomocí informaþních technologií jako alternativy vybudování nových
silnic. Je pravda, že existuje velice málo studií týkajících se návratnosti instalace nových
technologií na existující komunikace, zvláštČ ve srovnání s tradiþními postupy zvyšování
bezpeþnosti (jako je napĜíklad budování separaþních bariér). Tato data je možné v souþasnosti
získat pomocí simulaþního modelování na mikro a makro úrovni s využitím parametrĤ
vozidel vybavených ADAS systémy a tak predikovat dopad na bezpeþnost.
90
Všechny tyto systémy budou používat inteligentní intuitivní a pĜitom relativnČ levné nové
technologie v kombinaci s tradiþní silniþní infrastrukturou tak, aby se:
9vytvoĜil konsensus o prioritách regulaþního a standardizaþního procesu se zámČrem
integrovat rozmístČní ADAS a IVIS (In Vehicle Information Systems) na existující
silniþní infrastrukturu,
9posoudil potenciál ekonomické výhodnosti tČchto nových technologií (ADAS a IVIS) a
dalších inovativních konceptĤ (HMI), aby se zvýšil bezpeþnostní, inteligentní a
ohleduplný charakter komunikací zvláštČ u dálnic a silniþních tunelĤ.
9vytvoĜily a testovaly nové modely na mikro a makro úrovni se zámČrem stanovit a ocenit
bezpeþnost a funkþnost prostĜedí komunikace,
9harmonizovaly a personifikovaly prostĜedky vertikálního a horizontálního dopravního
znaþení pro specifické potĜeby uživatele,
9vytvoĜila priorita implementaþních scénáĜĤ a doporuþení pro postup rozvoje prostĜedí
komunikace s malými náklady a za využití nových technologických elementĤ. Sem patĜí i
kontroly, audit a inspekce.
Human - Machine Interface a inteligentní auta budoucnosti

Doprava na silnicích houstne, nároky za Ĝidiþe se zvyšují a nehody zĤstávají stále palþivým
problémem. Inteligentní auta budoucnosti, jejichž vývoj nyní podporuje Evropská komise,
pod kapotou ukrývají technologie, které umČjí zabránit nárazĤm, dovedou udržet auto
v jízdním pruhu, uhlídat odstup v kolonČ nebo se pĜipraví na náraz a pak si samy zavolají
pomoc. Pokud by se staly bČžnou souþástí výbavy, mohl by podle komise klesnout poþet obČtí
dopravních nehod na polovinu. Omezily by se dopravní zácpy, tedy i škodlivé zplodiny ve
vzduchu, klesla by spotĜeba paliv, celková úspora je vyþíslena až na 22 miliard eur roþnČ.
Nové technické prostĜedky mají za úkol signalizovat, upozorĖovat, navigovat a podporovat
rĤzné þinnosti pĜi Ĝízení. PĜi jejich výzkumu se spojují technické disciplíny, ergonomie i
humanitní vČdy – psychologie, sociologie. Jsou dopady tČchto technologií vždy jenom
pozitivní? Odpovídají rĤznorodým potĜebám ĜidiþĤ, aĢ už profesionálních, starších, nováþkĤ,
ĜidiþĤ s postižením? V EvropČ je stále pomČrnČ málo vČdecky získaných poznatkĤ, které by
tento problém postihovaly ve všech aspektech, vþetnČ nutnosti vzdČlávání a výuky pro
užívání inteligentních dopravních systémĤ (ITS), vlivu na mentální zátČž a pozornost þi vĤbec
na akceptaci tČchto systémĤ v souvislosti s rĤznými sociálnČ-kulturními charakteristikami.
Interface þlovČk Lidské

- stroj
þlovČk schopnosti
vozidlo komunikac
ITS
Fyzické faktory
FIG 1.: Interface þlovČk – stroj podle VOLPRACHTA, H.

91
Už dnes se objevují sofistikované pomocné systémy pro Ĝidiþe ADAS (Advanced Driver
Assistance Systems), informaþní systémy IVIS (In-vehicle Information Systems), rapidnČ
vzrĤstá i užití mobilních poþítaþových a komunikaþních pĜístrojĤ ve vozidle, napĜíklad
mobilních telefonĤ a pĜenosných digitálních asistenþních zaĜízení. NČkteré systémy mají
ĜidiþĤm usnadnit úkoly a zvýšit bezpeþnosti cestování tĜeba lepším pĜístupem k navigaþním
informacím, což dovoluje snížit úroveĖ pozornosti, kterou je tĜeba pĜi Ĝízení vČnovat
orientaci. ŠíĜení dopravních nebo meteorologických informací v reálném þase umožĖuje
pĜedvídat urþité kritické situace a vyvarovat se jich. Adaptivní kontrola jízdy (napĜ. cruise
control, tedy nastavení stálé rychlosti jízdy – tempomat), snižuje ĜidiþĤv stres a mentální
zátČž, zatímco udržuje bezpeþnou vzdálenost od pĜedchozího vozidla. Jiné speciální aktivní
systémy podpory mohou vyrovnávat nČkteré opoždČné reakce a nejasnosti rozhodování
v nepĜedvídatelných situacích. Hodí se tedy napĜíklad pro Ĝidiþe seniory.
BČhem posledních nČkolika desetiletí se postupnČ zaþaly (nejen) v silniþní dopravČ používat
tzv. Inteligentní dopravní systémy (ITS – Inteligent Transport Systems). Jedná se tedy o
relativnČ nové odvČtví vČdy, které se velmi rychle rozvíjí (Pierce, Lappin, 2003). Zpoþátku se
tyto systémy vyrábČly pĜedevším z dĤvodu samotného rozvoje informaþních technologií a
technologického pokroku než kvĤli požadavkĤm trhu. V souþasné dobČ si však Ĝada ĜidiþĤ
není schopna Ĝízení bez tČchto technologií pĜedstavit, protože jim nabízejí rozsáhlou nabídku
funkcí a služeb. Obvykle se tyto systémy rozdČlují do dvou hlavních kategorií podle jejich
dopadu na úkony pĜi Ĝízení.
Problematika informaþních systémĤ ve vozidle (IVIS)
Jak již název napovídá, jedná se o zaĜízení, která Ĝidiþi zprostĜedkovávají rĤzné informace; do
této kategorie Ĝadíme i rĤzná komunikaþní zaĜízení jako je napĜ. mobilní telefon. Jde tedy o
neinvazivní asistenci Ĝidiþi, kdy je rozhodnutí o pĜijmutí nebo odmítnutí informace (asistence)
pouze na nČm. Tyto informace samy o sobČ mohou zvýši jízdní komfort, navigaþní systémy
mohou Ĝidiþi pomoci nalézt nejvhodnČjší trasu podle zadaných parametrĤ a navigovat jej krok
za krokem, rádio vybavené systémem RDS-TMS zprostĜedkuje Ĝidiþi informace o aktuální
dopravní situaci, handsfree sada ve vozidle umožní Ĝidiþi vést telefonní hovor za jízdy atd.
Tyto systémy s sebou na jedné stranČ pĜináší nesporné výhody, na stranČ druhé však existuje
reálné nebezpeþí výskytu dopravní nehody právČ v dĤsledku používání tČchto systémĤ. Každá
další informace, která se bezprostĜednČ nevztahuje k aktuální dopravní situaci a primární
úloze pĜi Ĝízení127 je potencionálním distraktorem, tedy nČþím, co je schopno upoutat
pozornost Ĝidiþe a tím ji odklonit od Ĝízení automobilu. Pokud se Ĝidiþ bČhem Ĝízení vČnuje
jiné aktivitČ – distraktoru, jedná se o sekundární þinnost128 pĜi Ĝízení.
Problém vykonávání více þinností souþasnČ pĜi Ĝízení vozidla se zkoumal v rĤzných studiích a
na základČ výzkumĤ lze za nejrizikovČjší faktory spojené s používáním zaĜízení IVIS
považovat tyto: distrakce Ĝidiþe, pĜetížení informacemi (zvláštČ pak jsou-li informace
kódovány), kognitivní upoutání þinností (tendence dokonþit sekundární úlohu – telefonní
hovor, práci s navigaþním systémem)(Green, 2004).
PĜedpokládá se, že nepozornost pĜi Ĝízení se podílí na více než 20% nehod (Wang, Knipling,
& Goodman, 1996). Názory, že nové technologie pĜispívají k distrakci Ĝidiþe nejsou nové, v
mnoha studiích se zkoumá dopad informaþních systémĤ ve vozidlech (IVIS) na výkon pĜi
Ĝízení, kognitivní a vizuální zátČž a distrakci.
127
Primární úlohy spojené s Ĝízením jsou všechny þinnosti, které se pojí pĜímo s Ĝízením vozidla tzn. technické
zvládnutí Ĝízení vozidla, sledování situace vnČ i uvnitĜ vozu a reakce na mČnící se podmínky
128
Sekundární þinnosti spojené s Ĝízením jsou všechny þinnosti, které Ĝidiþ pĜi Ĝízení vykonává, ale s Ĝízením
vozidla nesouvisí.
92
NHTSA (National Highway Traffic Safety Administration) odhaduje, že nejménČ na 25%
nehod ohlášených policii, se urþitým zpĤsobem podílí i nepozornost; distrakce je jednou
z forem nepozornosti a hraje roli ve více než 50% tČchto nehod (Stutts et al., 2001)(Wang,
Knipling & Goodman, 1996). Dále v textu se podrobnČji zamČĜíme na nejrozšíĜenČjší typy
informaþních a komunikaþních systémĤ ve vozidle.
Telefonování za volantem
Ve velkém poþtu studií se zkoumal dopad používání mobilního telefonu pĜi Ĝízení na výkon
jedince. ZávČry studií naznaþují, že mezi používáním mobilního telefonu a rizikem vzniku
dopravní nehody existuje významná souvislost (Lam, 2002). Mobilní telefon pĜispívá jak
k vizuální distrakci (Ĝidiþ je nucen fixovat pohled na mobilní telefon a pĜestává sledovat
vozovku), k fyzické distrakci (Ĝidiþ drží volant pouze jednou rukou zatímco pomocí druhé
ruky telefonuje), k sluchové distrakci (distrakce prostĜednictvím vyzvánČní telefonu a
distrakce zpĤsobená komunikací s druhou osobou) a ke kognitivní distrakci (zátČž spojená s
tím, že Ĝidiþ vČnuje pozornost jak Ĝízení tak konverzaci).
Reed and Green (1999) tvrdí, že telefon držený v ruce snižuje pĜesnost Ĝízení. V mnoha
studiích se také zjistilo, že používání mobilního telefonu s hands-free není bezpeþnČjší než
používání telefonu drženého v ruce. Používání mobilního telefonu bČhem Ĝízení mĤže zvýšit
riziko vzniku dopravní nehody až þtyĜikrát (Redelmeier, Tibshirani, 1997).
Jisté je, že telefonování bČhem jízdy zvyšuje reakþní þas, zvyšuje mentální zátČž, mČní
zpĤsob, jakým Ĝidiþ zpracovává vizuální informace a vnímá dopravní situaci. Studie, které
byly v této oblasti provedeny, však nedovolují uþinit jednoznaþné závČry; napĜ. v tom, zda
jsou Ĝidiþi schopni kompenzovat zhoršení výkonu pĜi Ĝízení bČhem telefonního hovoru
zvýšením bezpeþného chování. ObecnČ lze konstatovat, že lidé, kteĜí telefonují bČhem Ĝízení,
jsou rizikovČjší Ĝidiþi, protože telefonování za jízdy odráží zpĤsob života, postoje a
osobnostní faktory (Wilson et al., 2003).
Systémy IVIS zcela jistČ ovlivĖují chování Ĝidiþe a strategické rozhodování pĜi jízdČ.
ZpĤsobují delegování zodpovČdnosti za rĤzná rozhodnutí, mČní komunikaþní vzorce ĜidiþĤ
pĜi jízdČ, zvyšují zátČž kvĤli dvojznaþným signálĤm atp.
Navigaþní systémy
Navigaþní systém je relativnČ bČžné zaĜízení, které Ĝidiþi v ýeské republice pĜi jízdČ
používají. Navzdory pozitivním pĜínosĤm navigaþních systémĤ na hospodárnost jízdy (Ĝidiþ
nebloudí), mĤže toto zaĜízení také zpĤsobovat distrakci a ohrožovat Ĝidiþe, který s takovým
zaĜízením bČhem jízdy zachází. U Ĝidiþe mĤže dojít k distrakci fyzické (manuální vkládání
cíle cesty), vizuální (sledování obrazovky bČhem vkládání dat nebo sledování mapy) nebo
zvukové (poslouchání zvukových instrukcí).
Ve výzkumu Tijerina et al. (1998), ve kterém se zkoumaly 4 navigaþní systémy ve vozidle, se
zjistilo, že navigaþní systémy, které používají technologie rozpoznávání hlasových instrukcí
jsou pĜijatelnČjší a bezpeþnČjší než systémy, které vyžadují vizuálnČ-manuální vkládání dat.
Vkládání informací o cíli cesty je však þasovČ velmi nároþná aktivita i pĜi použití hlasového
rozpoznávání. Z tohoto dĤvodu se v pĜípadČ, že je vozidlo v pohybu, v nČkterých pĜístrojích
aktivuje zámek, který blokuje zadávání údajĤ bČhem jízdy (Farber, Foley, & Scott, 2000).
Výsledky výzkumu Dingus et al. (1995), který se zamČĜil na elektronickou verzi mapy bez
zvukové navigace a tradiþní mapy naznaþují, že právČ tyto dva zpĤsoby navigace kladou na
Ĝidiþe nejvyšší vizuální zátČž a vyžadují, aby je Ĝidiþ sledoval déle.
93
Problematika asistenþních systémĤ pro Ĝidiþe (ADAS)
Asistenþní systémy používané pĜi Ĝízení mohou pozitivnČ pĤsobit na výkon pĜi Ĝízení tím, že
snižují požadavky kladené na Ĝidiþe, zvyšují poþet a kvalitu informací pro Ĝidiþe, umožĖují
lepší ovládání vozu a snižují poþet chyb, kterých se Ĝidiþ pĜi Ĝízení mĤže dopustit. Asistenþní
systémy pro Ĝidiþe na rozdíl od informaþních systémĤ mají ovšem invazivní povahu, neboĢ
mají na Ĝízení vozidla pĜímý dopad. Tyto systémy mají usnadnit jedinci Ĝízení vozidla, zvýšit
jízdní komfort a snížit riziko vzniku dopravní nehody. TČchto systémĤ existuje na trhu celá
Ĝada, liší se funkcemi i cenou. Mezi nejrozšíĜenČjší systémy bezpochyby patĜí ABS, ESP,
posilovaþe Ĝízení atd. StejnČ jako v tČchto pĜípadech pouze budoucnost ukáže, která ze
zaĜízení budou z hlediska akceptace Ĝidiþi, požadavkĤ trhu nebo bezpeþnostní politiky
životaschopné a dojde k jejich masivnímu rozšíĜení.
Asistenþní systémy tedy na jedné stranČ zvyšují jízdní komfort, avšak nesou s sebou také
urþitá rizika. Zejména pĜi delším používání tČchto systémĤ se mohou zhoršovat nČkteré
Ĝidiþské schopnosti; napĜ. Ĝidiþ nemusí být pĜipraven reagovat na mČnící se situaci, mĤže se
na systém pĜíliš spoléhat129 apod. Dlouhé Ĝízení, které nevyžaduje tolik aktivity ze strany
Ĝidiþe, mĤže zpĤsobovat snížení bdČlosti a pozornosti. Dalším problémem mĤže být fakt, že
Ĝidiþi, kteĜí své vozy nebudou mít vybaveni tČmito moderními systémy budou imitovat
chování ĜidiþĤ s nimi. V takovém pĜípadČ to mĤže znamenat, že Ĝidiþi s tČmito systémy budou
sice jezdit bezpeþnČji, ale v pĜípadČ, že vČtšina ĜidiþĤ tyto systémy mít nebude, celková
dopravní bezpeþnost se sníží (Aparicio, 2002).
Nyní se zamČĜíme na jednotlivé relativnČ rozšíĜené asistenþní systémy.
129
Simulátorová studie protikolizního systému ukázala, že Ĝidiþi si na tento systém velmi rychle zvykli, ale
v pĜípadČ, že systém pĜestal fungovat, nebyla více než polovina ĜidiþĤ schopna se kolizi vyhnout.
94
Inteligentní adaptace rychlosti (ISA – Inteligent Speed adaptation)
Jedná se o skupinu algoritmĤ, které kontrolují rychlost vozidla a to tak, že buć pĜímo
pĜekraþování rychlosti zamezují nebo pouze podávají Ĝidiþi informaci o pĜekroþení rychlosti.
Informace o aktuální povolené nebo doporuþené rychlosti se získávají ze senzorĤ v okolním
prostĜedí nebo z navigaþního systému uvnitĜ vozidla. ěidiþ je ve vČtšinČ pĜípadĤ schopen
rychlostní omezení pĜekroþit tím, že více sešlápne plynulý pedál, který mu ovšem v opaþném
smČru klade jistý odpor. Z mnoha studií vyplývá, že se jedná o relativnČ úþinný nástroj jak
snížit rychlost, v nČkterých je vysoká ochota ĜidiþĤ akceptovat tento restriktivní systém ve
vozidle (Vlassenroot, De Mol, 2004)(Boroch, 2002)(Biding, Lind, 2002).
Na druhé stranČ existuje Ĝada studií, které úþinek tohoto systému na rychlost popírají. Nejvíce
ochotni „vyhovČt“ systému mají Ĝidiþi s vysokou mírou kompliance k pĜedpisĤm i bez
aktivace tohoto systému. Rizikoví Ĝidiþi, kteĜí jsou zvyklí povolenou rychlost pĜekraþovat, se
nauþí rychlost pĜekraþovat i s aktivovanou ISA (Várhelyi, 2002).
Adaptivní kontrola jízdy (ACC – Adaptive Cruise Control)
ACC je dynamická kontrola rychlosti, pomocí které je systematicky udržována urþitá

vzdálenost od vozidla vpĜedu. Výsledky studií ukazují, že Ĝidiþi se na tento systém mohou
adaptovat zpĤsobem, který je z hlediska bezpeþnosti dopravy rizikový. ěidiþi, kteĜí Ĝídili
automobil vybavený ACC v simulovaném prostĜedí, byli schopni velmi dobĜe vykonávat
sekundární úlohy. Snížila se však pozornost Ĝidiþe, vigilita, snížil se výkon pĜi Ĝízení; Ĝidiþ
v jednom jízdním pruhu více manévroval. Reakþní þas na rizikovou událost se ovšem
významnČ prodloužil. ěidiþi navíc systému pĜíliš dĤvČĜovali, pĜestože bČhem jízdy byli
vystaveni jeho simulovanému selhání. V souvislosti s tímto systémem se doporuþuje trénovat
ostražitost Ĝidiþe, aby se minimalizoval dopad behaviorální adaptace. ěidiþi však na druhou
stranu také mají tendenci jezdit obecnČ nižší rychlostí, ménČ brzdit i zrychlovat, z þehož
vyplývají i urþité pĜínosy pro bezpeþnost (Bjorekli, Jenssen, Moen & Vaa, 2003)(Brook-
Carter, Parkes, Burns & Kersloot, 2002).
Dynamické kontrolní systémy (ABS, ESP aj.)
ZávČry rĤzných studií, které se týkají systému ESP (Elektronický Stabilizaþní Program) jsou
vesmČs pozitivní. Tento relativnČ nový systém, kterým jsou dnes þasto vybavena moderní
auta, snižuje riziko nehod, pĜi nichž havaruje jediné vozidlo; zvláštČ pak pĜi zhoršených
podmínkách poþasí, jako je napĜ. náledí. ESP snižuje riziko, že se vozidlo dostane mimo
vozovku (Tingvall et al., 2003).
Na druhou stranu je tĜeba vyþkat, jakým zpĤsobem se situace bude dále vyvíjet, protože
významné snížení nehodovosti se oþekávalo i od rozšíĜeného systému ABS. Systém ABS
pĜináší nesporné výhody, které ulehþují ovládání vozu pĜi brzdícím manévru. Pokud se ale
zamČĜíme na chování ĜidiþĤ, zjistíme, že Ĝidiþi, jejichž vozidla jsou vybavena ABS jezdí
rychleji, udržují menší vzdálenosti mezi vozidly a zaþínají brzdit pozdČji (Sagberg,
1997)(www.wikipedia.org).
Teorie vysvČtlující rizikové chování
Ukázali jsme, že každý moderní systém s sebou sice pĜináší Ĝadu výhod, které by samy o sobČ
mohly pĜinést zvýšení bezpeþnosti. PlnČ automatické vozidlo, které by þlovČka pĜivezlo na
zvolené místo zcela samo, je hudbou vzdálené budoucnosti a je také otázkou, zda þlovČk o
takové vozidlo vĤbec stojí. Zatím je však bezpeþnost na silnicích vždy výsledkem interakce
95
vozidla, Ĝidiþe a okolního prostĜedí. Jak však mĤžeme vysvČtlit, že pĜes všechny moderní
technologie se na silnicích po celém svČtČ stále dochází k nehodám pĜi kterých umírají lidé?
Existují teorie, které se snaží právČ tyto mechanismy ve spoleþnosti vysvČtlit. My si je velmi
krátce nyní pĜiblížíme.
Teorie homeostázy rizika
Homeostáza rizika je psychologická teorie navržená Geraldem Wildem, který tvrdí, že každý
jedinec má vrozenou urþitou hladinu pĜijatelného rizika, která se nemČní. Hladina pĜijatelného
rizika je však u rĤzných jedincĤ rĤzná. Pokud se míra pĜijatelného rizika v jedné þásti života
jedince zmČní, zmČní se hladina pĜijatelného rizika v jiné oblasti tak, aby se celková hladina
pĜijatelného rizika opČt vyrovnala. Tuto teorii Wilde použil i na velké lidské systémy jako je
napĜ. populace ĜidiþĤ.
Této teorii nahrává fakt, že napĜ. Ĝidiþi, jejichž auto je vybaveno ABS Ĝídí nebezpeþnČji,
udržují menší odstupy mezi auty, jezdí v zatáþkách rychleji. Tato teorie znamená, že jakékoliv
bezpeþnostní opatĜení vyvolá zvýšení rizika v jiné oblasti. Pro zvýšení bezpeþnosti na
silnicích je tĜeba podle Wilda uþinit dvČ vČci. Zaprvé je tĜeba zvýšit u lidí oþekávání
budoucnosti, protože zvýšenČ rizikové chování je patrné zejména u lidí, kteĜí nepovažují svou
budoucnost za hodnotu. Za druhé je tĜeba lidi pĜímým zpĤsobem pĜimČt, aby se chovali
bezpeþnČ; napĜ. v nČkterých firmách odmČĖovali dČlníky za to, že nemČli žádný úraz, þímž se
jim povedlo znaþnČ snížit nehodovost na pracovišti. Na druhé stranČ je patrné, že motivace
snížením ceny pojistného za jízdu bez nehod se míjí úþinkem a je proto tĜeba navrhnout nové
motivaþní postupy. Wildova teorie je nicménČ terþem kritiky a není rozšíĜenČ pĜijímána.
Teorie kompenzace rizika
Teorie kompenzace rizika tvrdí, že jedinci pĜizpĤsobují své chování jakožto reakci na
vnímané zmČny rizika. ZvíĜata v pĜírodČ se chovají opatrnČji v pĜípadČ, že vnímají nebezpeþí
a naopak se chovají ménČ opatrnČ, pokud se cítí bezpeþnČ.
Tuto teorii lze s úspČchem aplikovat i na oblast dopravy, zejména v souvislosti s používáním
ochranných prvkĤ jako jsou helmy, zádržné systémy nebo ABS. Teorie vznikla z velké þásti
na základČ prĤzkumu v oblasti zásahĤ v rámci dopravní bezpeþnosti. PravdČpodobnost úrazu
v dĤsledku dopravní nehody se snížila, pravdČpodobnost zranČní jako takového se nezmČnila.
To znamená, že došlo k nČjaké zmČnČ v pravdČpodobnosti vzniku nehody.
Studie dokazují, že napĜ. povinnost poutat se bČhem Ĝízení nevede ke snížení zranČní nebo
úmrtí na silnicích. Styl Ĝízení u ĜidiþĤ, kteĜí jsou zvyklí se nepoutat a jsou donuceni se pĜi
jízdČ pĜipoutat je agresivnČjší; Ĝidiþi jezdí rychleji a ménČ bezpeþnČ (www.wikipedia.org).
Ve studii z roku 1994 se ukázalo, že aþkoliv zavedení vyšší povolené rychlosti a snížení
pokutování ĜidiþĤ za rychlost vedlo ke zvýšení rychlostí, nemČlo toto opatĜení žádný vliv na
dopravní nehodovost (Jackson & Blackman, 1994). Také se ukázalo, že zvýšené ekonomické
ztráty pĜi nehodách vedly k významnému snížení þetnosti dopravních nehod, ale nikoliv ke
snížení rychlosti. Ukazuje se, že snaha o regulaci urþitého rizikového chování jako je rychlost
má malý vliv na dopravní nehodovost. DĤležitČjším parametrem z hlediska bezpeþnosti než je
absolutní poþet dopravních nehod je poþet zranČných a usmrcených, jejichž poþet se dá
rapidnČ snížit zavádČním rychlostních omezení a dĤsledným dohledem nad jejich
dodržováním (www.wikipedia.org).
96
ZÁVċRY
Aþkoliv již nyní existuje nebo se vyvíjí celá Ĝada systémĤ, které pomáhají Ĝidiþi pĜi Ĝízení a
snaží se uþinit Ĝízení vozidla bezpeþnČjším a pohodlnČjším, nesou s sebou tyto systémy i
urþitá rizika. Tato rizika jsou spojena zejména se zmČnami v chování ĜidiþĤ, pĜetížením
informacemi, nesou s sebou problémy s kódováním informací, mohou zpĤsobovat snížení
ostražitosti a bdČlosti atd. Vnímání možných rizik u ĜidiþĤ rozhodnČ není ideální a je tĜeba se
mu uþit (Vaa, 2005).
Fakt, že se Ĝidiþi cítí v moderním automobilu bezpeþnČjší, mĤže vyústit v rizikovČjší chování,
které bude snižovat pozitivní pĜínos tČchto systémĤ.
Z výše popsaných dĤvodĤ je tĜeba na tomto poli pracovat jen velmi obezĜetnČ, je tĜeba provést
Ĝadu výzkumĤ, snažit se harmonizovat a regulovat požívání moderních systémĤ ve vozidlech
na mezinárodní úrovni.
ITS mĤže pomoci zlepšit výkon ĜidiþĤ v následujících oblastech: (1) PĜekraþování rychlosti
v urþitých situacích, zvláštČ u mladých nezkušených ĜidiþĤ, kteĜí podceĖují rychlosti
v zatáþkách, (2) Monitorování únavy a spánku, (3) Schopnost detekovat zmČny rychlosti u
auta vepĜedu, (4) PĜi pĜedjíždČní varovat Ĝidiþe, že se v dráze nachází nČjaký pohybující se
objekt nebo objekt ve slepém úhlu, (5) Varování, že se blíží cyklista nebo motocyklista
(nČkteĜí Ĝidiþi nejsou schopni detekovat jednostopá vozidla zvláštČ v levotoþivých zatáþkách),
(6) Varování o vozidlech na kĜižovatkách, kde mívají mnoho nehod zejména staĜí Ĝidiþi nebo
(7) Varování o pĜítomnosti chodcĤ (Vaa, 2005).
Vývoj v oblasti ITS z hlediska HMI v silniþní dopravČ

Inteligentní technické systémy v dopravČ prodČlávají v souþasné dobČ bouĜlivý rozvoj. Je to
proto, že mají obrovský potenciál Ĝešit dlouhotrvající problémy v dopravČ jako je zátČž
životního prostĜedí, bezpeþnost na komunikacích þi kongesce atd. Výrobci jsou pod tlakem
trhu, mnohé systémy vznikají nekoordinovanČ, bez respektování pĜání a psychických
možností uživatelĤ. PĜipravovaná evropská direktiva a provádČcí plán, které byly pĜipraveny
ještČ za þeského pĜedsednictví EU, mají pĜinést koordinaci a rozvoj ITS na vČdeckých
základech.
Direktorát EU pro energii a transport odsouhlasil 16. prosince 2008 pĜípravu nové direktivy
týkající se podmínek implementace Inteligentních dopravních systémĤ – ITS v dopravČ a
akþní plán pro utilizaci ITS v EvropČ. Týká se využití informaþních a komunikaþních
technologií v dopravČ – výpoþetní techniky jako poþítaþĤ, senzorĤ, satelitĤ i mobilních
telefonĤ atd. Direktiva má být pĜijata EU a zamČĜuje se pĜedevším na silniþní dopravu i
s interface a dopadem na ostatní módy dopravy. Má pomoci pĜi koordinaci využití
sofistikovaných ITS a zrychlení využívání inteligentních systémĤ v dopravČ vzhledem ke
stále rostoucím negativním trendĤm. Hlavním rysem je ekologický aspekt a vytvoĜení trvale
udržitelné dopravy na bázi ITS.
V souþasné dobČ je direktiva a akþní plán diskutována v Evropském parlamentu, s platností
direktivy se poþítá pro léta do roku 2014 s tím, že aktivity a kooperace budou pokraþovat i po
tomto datu.
Cíle direktivy a akþního plánu EU

Souþasný stav v oblast ITS charakterizuje jejich rychlý technický vývoj, znaþná þást systémĤ
je technicky vyspČlá a vhodná pro nasazení v praxi. Jejich skuteþné nasazení je však pomalé a
fragmentární, což snižuje výhody proti celoplošnému nasazení. Existují znaþné rozdíly ve
využití ITS mezi jednotlivými zemČmi, nízký stupeĖ intermodality. Efektivitu snižuje také
skládanka regionálních a národních Ĝešení, nedostatek interoperability, efektivní kooperace.
97
Cílem direktivy a akþního plánu je ekonomická, bezpeþná a ekologická doprava. Dosažení
cílĤ je podmínČno zrychleným a koordinovaným využitím služeb ITS, zvýšením
interoperability jednotlivých systémĤ, jejich efektivní kooperací. Vedle toho je tĜeba také
vyĜešit problematiku soukromých dat a dĤvČryhodnosti systémĤ.
Spoleþný evropský program mĤže stanovit agendu spoleþných priorit týkající se spolupráce
(interoperability) systémĤ, kontinuity služeb i za hranicemi jednotlivých zemí, generování
množstevních efektĤ vedoucí ke snížení nákladĤ a podpory evropského prĤmyslu otĜeseného
krizí.
Výzvy k intenzivnímu nasazení ITS v evropském prostoru
Redukce CO2 a dalších škodlivin

Doprava v EvropČ je jediný sektor, kde negativní dopady z provozu stále rostou. Platí to
pĜedevším pro silniþní dopravu, která produkuje 72% emisí CO2 z celkového objemu
emitovaného dopravou. Je experty odhadováno, že i v letech 2010 až 2020 emise CO2 ještČ
porostou a zvČtší se o 15%. Doprava produkuje celou paletu dalších chemických škodlivin a
je také velkým polutantem co se týþe zneþistČní vod a pĤd. Sofistikované systémy mohou
snížit emise CO2 o 10-20% zpoplatnČním nČkterých komunikací, managementem pĜístupu a
mobility, podporou tzv. eco-driving a podporou multimodality.
O 10% ménČ kongescí

Obrovské jsou zábČry pĤdy dopravou a dopravní infrastrukturou. ýást ploch je neefektivnČ
zabírána stále þastČjšími dopravními zácpami. Experti spoþítali, že kongesce vedou roþnČ
k ekonomickým ztrátám ve výši 1% hrubého národního produktu, což v pĜípadČ sjednocené
Evropy pĜedstavuje pĜibližnČ 115 bilionĤ Euro. NovČ zavádČné inteligentní systémy mohou
redukovat zácpy o 5-15% pĜedevším v oblasti využití dynamického dopravního
managementu, dynamické navigace, elektronického vybírání mýta z nákladní dopravy atd.
O 5 000 ménČ mrtvých na evropských silnicích

Nehodovost je další velký evropský problém. Vysoká intenzita dopravy na pozemních
komunikacích v souþasné dobČ klade velké nároky na Ĝidiþe motorových vozidel. Dokazuje to
úroveĖ nehodovosti v ýeské republice, která je navzdory rĤzným opatĜením na její redukci
v porovnání s dalšími evropskými zemČmi velmi vysoká. I když se poþet smrtelných úrazĤ
díky bezpeþnČjším automobilĤm a pokroku v medicínČ snižuje, stále ještČ je poþet lidských
ztrát v silniþní dopravČ obrovský. Za rok zahyne v EvropČ na silnicích pĜes 40 000 obþanĤ,
pro ýeskou republiku toto þíslo kolísá mezi 1000 a 1300 za rok. Uvážené nasazení ADAS –
Advanced Driver Assistance Systems a IVIS – In Vehicle Information Systems (napĜ. ESC –
elektronická kontrola stability, varování pĜi pĜejezdu z jízdního pruhu, omezovaþe a hlídaþe
rychlosti, tísĖová volání – emergency call, e-call atd.) mĤže zmenšit poþet zranČných o 5-10%
a poþet zabitých pĜi nehodách až o 5-15%.
Zvýší nejmodernČjší pĜístroje, takzvané inteligentní dopravní systémy,

bezpeþnost?
Velká vČtšina silniþních nehod, kolem 90–95 %, je zpĤsobena lidským selháním. Získaná
data hovoĜí o nepozornosti (rozptylování, „dívání se, ale nevidČní“ a usnutí za volantem) jako
o primární pĜíþinČ minimálnČ þtvrtiny všech nehod. Dnes už bČžná dopravnČ-bezpeþnostní
opatĜení, napĜíklad bezpeþnostní pásy a airbagy, v minulých dekádách významnČ pĜispČly ke
snížení poþtu nehod, dosáhly však už svých limitĤ. Velký potenciál pro další zvyšování
98
bezpeþnosti silniþního provozu nabízí vývoj nových vyspČlých asistenþních systémĤ pro
Ĝidiþe, jejich široké penetraci zatím brání skuteþnosti, že se nepodaĜilo dosáhnout pĜijatelné
poĜizovací ceny tČchto moderních systémĤ.
Jakkoli vše vypadá techniky dokonalé, odborníci z humanitních vČd se ptají, nakolik jsou
moderní systémy pro Ĝidiþe pĜijatelné a jak mohou zmČnit jejich chování a postoje pĜi Ĝízení.
ÚspČch praktického využití tČchto produktĤ pĜedpokládá i významné trvalé kroky v oblasti
lidských faktorĤ.
Využití inteligentních dopravních systémĤ ve vozidlech
Široká škála vyspČlých asistenþních systémĤ má posílit Ĝidiþovo vnímání nebezpeþí a

þásteþnČ automatizovat Ĝidiþské úlohy. Zahrnuje výstrahu týkající se rychlosti (pĜekroþení
nejvyšší dovolené rychlosti), podporu bezpeþné jízdy v jízdním pruhu, resp. jeho dodržování
(signalizace pĜed vyjetím vozidla z pruhu), detekci slepého bodu, automatizované sledování
okolí vozidla, detekci chodcĤ, zlepšení vidČní a monitorování stavu a funkcí Ĝidiþe. Potenciál
tČchto systémĤ spoþívá v tom, že v podstatČ zdokonalují nebo zkvalitĖují vnímání a
kognitivní funkce Ĝidiþe. Praktický dopad na bezpeþnosti provozu ale bude záviset na jejich
interakci s Ĝidiþem. NapĜíklad k úspČšné podpoĜe Ĝidiþe a vyhnutí se þelní srážce je
nejdĤležitČjší, aby varování þi zpČtná vazba intuitivnČ vyžádala správnou a vþasnou reakci –
vyhýbací manévr.
Nové technologie pĜedpokládají nové pojetí interakce Ĝidiþ – dopravní prostĜedek ve více
senzorických modalitách – vizuální, taktilní a auditivní. Praxe ukazuje, že je nezbytný
výzkum, jak nejlépe využít potenciál ADAS k maximální bezpeþnosti, a jeho úzké propojení
s vývojem pĜíslušných technologií. Zavedení nových bezpeþnostních systémĤ mĤže zpĤsobit
dalekosáhlé zmČny v chování ĜidiþĤ. Behaviorální adaptace mĤže signifikantnČ ovlivnit (ve
srovnání s oþekáváním) aktuální bezpeþnostní pĜínos zavádČných opatĜení jak v pozitivním,
tak v negativním smyslu.
PĜedpovídat rizika
Bezpeþnostní pĜínos ADAS mĤže být výraznČ redukován nebo zcela eliminován
neoþekávanou behaviorální odpovČdí Ĝidiþe, jež se vztahuje k technologiím. NapĜíklad
nadmČrným spolehnutím se na moderní systémy ve vozidle a posunutím hranic bezpeþí.
Bezpeþnostní potencitál pĜístrojĤ však mĤže zĤstat nevyužit – je-li napĜíklad jejich varování
ĜidiþĤm nepĜíjemné nebo je dokonce vnímají jako obtČžující, mohou se jich jednoduše vzdát .
Proto je dĤležitým cílem výzkumu HMI (human machine interface, rozhraní Ĝidiþ – vozidlo) i
odhalování možného nepĜíjemného chování systému.
IVIS a mobilní zaĜízení mohou indukovat nebezpeþí pracovního pĜetížení, zejména
informaþního, nesoustĜedČnosti a odklon pozornosti od samotného Ĝízení. Vezmeme-li v potaz
kritické bezpeþnostní dopady mobilních telefonĤ, vyvolává otázky týkající se bezpeþnosti i
zavedení doplĖkových informaþních funkcí, jako jsou e-mail, pĜístup k internetu, pomoc pĜi
navigaci, silniþní a dopravní informace.
Možné jsou konflikty mezi rĤznými nezávislými systémy komunikujícími s Ĝidiþem, jež
zvyšují riziko duševního pĜetížení a neoþekávaných projevĤ chování. K dalším výzvám tedy
patĜí zavádČní komplexu informaþních funkcí ve vozidlech – instalovat nezávisle na sobČ
rĤzné systémy komunikující s Ĝidiþem není možné nejen proto, že tak velký poþet
samostatných zaĜízení by se nevešel do kabiny vozu. ProtichĤdné informace z rĤzných
systémĤ mohou rušit pozornost, pĜetČžovat, mást a rozþilovat Ĝidiþe, tedy pĤsobit problémy,
které v pĜípadČ izolovaného systému nehrozí. Behaviorální zmČny v reakcích a kombinace
99
systémĤ mohou být velmi odlišné od reakcí v pĜípadČ izolovaného systému. Proto je do
budoucna nutné jednotné adaptivní integrované rozhraní spojující rĤzné systémy do
funkþního celku, Ĝešící konflikty mezi jednotlivými funkcemi a využívající jejich
agregovaného efektu.
Cílem odborníkĤ humanitních vČd v oblasti dopravy je shromáždit znalosti a podílet se na

vývoji metod a technologií pro bezpeþnou a efektivní integraci pevnČ zabudovaných ADAS,
IVIS i pĜenosných zaĜízení a systémĤ do kontextu Ĝízení vozidla. Na základČ získaných
poznatkĤ bude vytvoĜeno obecné adaptivní integrované rozhraní Ĝidiþ – vozidlo, které bude
charakterizovat:
x Multimodální zaĜízení rozdČlené do rĤzných systémĤ, napĜíklad zobrazení informací
do zorného pole Ĝidiþe, hlasové vstupy a výstupy, sedadlové vibrace, zaĜízení pro
dotykové vstupy, smČrové zvukové výstupy.
x Centralizovaná inteligenci pro Ĝešení konfliktĤ mezi systémy,
napĜíklad prostĜednictvím tĜídČní informací na základČ priorit a rozvrhování.
x Hladká integrace mobilních zaĜízení do jednotného HMI
x PĜizpĤsobivost integrovaného HMI aktuálnímu stavu Ĝidiþe þi kontextu Ĝízení.
Tak bude možné využívat nových konceptĤ a technologií k maximálnímu pĜínosu v oblasti
bezpeþnosti za pomoci vyspČlých asistenþních systémĤ pro Ĝidiþe a zároveĖ minimalizovat
informaþní pĜetížení a nepozornost zpĤsobené informaþními systémy vozidla a mobilními
zaĜízeními. Nové technologie umožní zlepšení mobility a pohodlí, ovšem bez ústupkĤ v
oblasti bezpeþnosti.
Moderní asistenþní systémy ve vozidlech mají budoucnost. PĜed jejich masovým zavedením
je však nutno vyĜešit velké množství technických, psychologických, právních a organizaþních
otázek.
ZmČny v dopravním systému

Inteligentní dopravní systémy ITS mají velký potenciál na zmČny v dopravním systému.
Mohou ho uþinit bezpeþnČjším, ekonomiþtČjším a ekologickým. ITS akþní plán a direktiva
mají za cíl akcelerovat a koordinovat užívání ITS na komunikacích s cílem vytvoĜit interface
mezi silniþní dopravou a ostatními módy. Proto byly vytvoĜeny tyto prioritní oblasti:
1. Optimální užití dat z oblasti silniþní dopravy a transportu
2. Management dopravy a pohybu zboží
3. Silniþní bezpeþnost
4. Integrace vybavení vozidla a dopravní infrastruktury
5. Ochrana a držení dat
6. Evropská koordinace dat
V oblasti 3, tj. bezpeþnosti na silnicích jde zejména o rychlé zavádČní bezpeþnostních

systémĤ, zavedení po havarijního upozornČní, vytvoĜení rámce pro bezpeþnou komunikaci
þlovČk stroj vþetnČ nomádických pĜístrojĤ, zjištČní dopadĤ ITS na tzv. zranitelné úþastníky
silniþního provozu a vytvoĜení kódu nejlepších praktik napĜ. v nákladní dopravČ þi parkování.
V oblasti 4, tj. evropských rámcových podmínkách jde o:
1. zásady a spoleþný pĜístup
2. národní a regionální pĜístup k ITS architektuĜe a jejich využití
3. snížení nákladĤ
4. interoperabilitu
5. multimodalitu
100
Evropská direktiva a akþní plán vytváĜejí právní rámec pro evropskou kooperaci, nástroj pro
rozhodování o budoucím vývoji ITS a návod pro nasmČrování výzkumu ITS i platformu pro
intermodální unifikaci.
ZmČny ve výzkumu HMI – spolupráce þlovČk stroj

ZavádČní nových technických prostĜedkĤ do aut má vhodnou intervencí a podporou rĤzných
þinností Ĝidiþe zvýšit bezpeþnost na silnicích a snížit negativní environmentální dopad
dopravy. Otázkou však zĤstává, zda jsou dopady tČchto technologií, takzvaných inteligentních
dopravních systémĤ (ITS) vždy jenom pozitivní. V ýeské republice, ale i v celé EvropČ, je
stále pomČrnČ málo vČdecky získaných poznatkĤ, které by tento problém ze všech jeho
aspektĤ postihovaly, jako jsou potĜeby rĤzných skupin ĜidiþĤ (profesionálové, starší Ĝidiþi,
noví Ĝidiþi, postižení Ĝidiþi – Ĝidiþi se zvláštními potĜebami), vzdČlávání a výuka pro systémy
ITS, vliv na mentální zátČž a pozornost, akceptace tČchto systémĤ v souvislosti s rĤznými
sociálnČ-kulturními charakteristikami a podobnČ. Výzkum inteligentních dopravních systémĤ
integruje humanitní vČdy (psychologie, sociologie), ergonomii (vČda o porozumČní interakcí
mezi þlovČkem a systémem, snažící se o spokojenost þlovČka a výkonnost systému), ale také
inženýrské disciplíny (kybernetika, prĤmyslový design, umČlá inteligence).
Pro naší dobu je charakteristický vývoj nových informaþních a komunikaþních technologií

v mnoha oborech, které výraznČ mČní charakter a postupy tČchto oborĤ. Je evidentní, že
nástup IT a jejich rozšiĜování bude v následujících letech pokraþovat díky novým možnostem
techniky, aby výraznČ zmČnil zvyky a obvyklé metody i tĜeba v dopravČ. Ale i když souþasný
rozvoj v oboru dopravní telematiky a systémech podpory Ĝidiþe (driver assistance systems)
mĤže vytvoĜit opravdovou pĜíležitost podpory mobility a skuteþné zlepšení bezpeþnosti
silniþního provozu, pĜesto pro psychology, ergonomy a inženýry navrhující tyto systémy
vzrĤstá poþet otázek týkající se jejich pĜijatelnosti pro Ĝidiþe a možných zmČn chování nebo
postojĤ.
Tyto výzkumy HMI v EvropČ existují, ale jsou rozptýlené. Abychom obdrželi efektivní
výsledky, je tĜeba integrovat výzkumné schopnosti v EvropČ. ZámČrem „Network of
101
Excellence HUMANIST130“ je spojit výzkumy do oblasti interakce uživatel/systém a jejich
aplikace v dopravní telematice a systémech podpory Ĝidiþe (driver assistance systems) a
vytvoĜit evropské virtuální centrum špiþkových pracovišĢ (European Virtual Centre of
Excellence) zamČĜené na design soustĜedČný se na þlovČka pro Information Society
Technologies vČnující se silniþní dopravČ.
Prosazuje se nová forma výzkumných organizací v dopravČ

Cílem projektu HUMANIST a jeho pokraþovatele VCE HUMANIST 2009 je vybudování
špiþkového evropského pracovištČ (Network of Excellence), které shromažćuje a integruje
výsledky výzkumu pĜedních evropských dopravních institucí. Idea projektu je vzájemné
pĜedávání informací a zmenšování tzv. vČdomostních propastí (knowledge gaps) mezi
jednotlivými zemČmi. KromČ pracovní skupiny 2, v rámci které vznikají spoleþné projekty
partnerĤ HUMANISTu, ve nichž dochází ke sdílení infrastruktury a vzájemných zkušeností a
poznatkĤ, je cílem projektu pĜedevším efektivní generování a shromažćování informací.
KromČ možnosti využívat zaĜízení (napĜíklad dopravních simulátorĤ) rĤzných institucí ve
spoleþných projektech, dále vzdČlávat nejenom výzkumníky (výmČnné pobyty, výukové
programy, podpora zaþínajících výzkumníkĤ formou workshopĤ a skupinových semináĜĤ),
ale i zástupce prĤmyslu a veĜejných autorit (tzv. letní školy pro profesionály) je pĜínosem
projektu samozĜejmČ pĜístup k informacím (znalostní databáze, organizování semináĜĤ,
workshopĤ a konferencí, vydávání spoleþných publikací). ObecnČ je tedy cílem projektu
HUMANIST integrace poznatkĤ z oblasti HMI (Human-Machine-Interface), lidského faktoru
v dopravČ a ITS zlepšení silniþní bezpeþnosti podporou na þlovČka zamČĜeného designu
inteligentních dopravních systémĤ, pĜedevším IVIS a ADAS. Jedná se o výzkum interakce
uživatele (Ĝidiþe) a tČchto technologií (pĜedevším komunikaþních a asistenþních systémĤ).
PĜíþiny vzniku projektu HUMANIST VCE a COST 352131

Vývoj nových informaþních a komunikaþních technologií bude v následujících letech
pokraþovat, aby výraznČ zmČnil postupy, zvyky a obvyklé metody v dopravČ. Jestliže se
rychle vyvíjel pracovní úkol Ĝidiþe od doby stvoĜení motorového vozidla, tato situace se dnes
prudce mČní. Je to pĜedevším díky kombinaci vlivĤ rozšíĜení informaþních a komunikaþních
systémĤ Ĝidiþe zavedených ve vozidle a objevení se pokroþilých systémĤ podpory Ĝidiþe –
ADAS a IVIS.
NČkteré systémy jsou navrženy pro Ĝidiþe s cílem usnadnit lidem jejich úkol a zvýšit
bezpeþnost jejich cesty. NapĜíklad pĜístup k navigaþním informacím dovoluje snížení úrovnČ
pozornosti, jež se podílí v procesu orientace v situaci Ĝízení. ŠíĜení dopravních nebo
meteorologických informací v reálném þase dovoluje aktivací anticipaþního procesu
vyvarovat se kritickým situacím. Adaptivní kontrola jízdy (napĜ. cruise control, nastavení
stálé rychlosti jízdy, tempomat), snižuje ĜidiþĤv stres a mentální zátČž, zatímco udržuje
130
Popis konsorcia: HUMANIST Network of Excellence, sponzorovaná a podporovaná ECTRI a FERSI
networks dává dohromady 22 partnerĤ, vþetnČ EC-JRC z 14 evropských zemí. Všichni partneĜi patĜí do
Evropské Unie, jedni mimoĜádní úþastníci (Norsko) a jedna pĜistupující zemČ patĜící k východnímu bloku,
Centrum dopravního výzkumu v BrnČ, ýR. Konsorcium HUMANIST sdružuje výzkumníky lidských faktorĤ,
ergonomie, kognitivních vČd, strojírenství, sociologie, kteĜí pracují v oblastech bezpeþnosti silniþního provozu,
návrhĤ a hodnocení systémĤ, analýzy dopravních nehod a výuky ĜidiþĤ. Celkový poþet výzkumníkĤ zahrnutých
do iniciativy HUMANIST dosahuje 108 výzkumných pracovníkĤ a 27 doktorandĤ.
131
Projekt COST 352 – Vliv moderních informaþních systémĤ v automobilu na bezpeþnost silniþního provozu 2004– 2008
Vedení: Michael Bernhard (Švýcarsko)
Hlavním cílem projektu je vytvoĜení vČdecké základny pro legislativu týkající se silniþního provozu a vybavení vozidel,
metodologie hodnocení bezpeþnosti a pravidel pro výcvik a vzdČlávání ĜidiþĤ s ohledem na správné používání vozidlových
informaþních systémĤ (IVIS) za úþelem zvýšení bezpeþnosti silniþního provozu.
102
bezpeþnou vzdálenost k autu pĜed námi. V poslední ĜadČ aktivní, speciálnČ vymyšlené
systémy podpory mohou vyrovnávat nČkteré opoždČné reakce a nejasnosti rozhodování ĜidiþĤ
v nepĜedvídatelných situacích.
Jestliže souþasný rozvoj v oboru dopravní telematiky a systémech podpory Ĝidiþe
(driver assistance systems) mĤže vytvoĜit opravdovou pĜíležitost podpory mobility a skuteþné
zlepšení bezpeþnosti silniþního provozu, pĜesto pro odborníky humanitních vČd a ergonomy
vzrĤstá poþet otázek týkající se jejich pĜijatelnosti pro Ĝidiþe a možných zmČn chování nebo
postojĤ i z hlediska Ĝízení. Vznik automatických technologií, kdy systémy kontroly budou
schopny peþovat o nČkteré kontrolní úkoly, tradiþnČ pĜipisované Ĝidiþi, pĜináší otázku
rozdČlování úkolĤ mezi þlovČkem a strojem stejnČ dobĜe jako výbČr logiky použité pro
management této sdílené kontroly.
Hlavní cíle projektu Humanist

Efektivní realizace oþekávaných výhod bude záviset na podmínkách implementace systémĤ:
pĜedevším v jaké míĜe systém odpovídá potĜebám ĜidiþĤ, zda se sluþuje s jejich funkþními
schopnostmi a uspokojuje kritéria dĤležitosti, použitelnosti a pĜijatelnosti. Toto mluví pro vČtší aktivní
zapojení vČd o þlovČku do rĤzných stupĖĤ koncepce systémĤ a také pro koncept technologického
rozvoje rozhodnČ zamČĜeného na lidi, ve kterém je podpora navržena v souladu s lidskými potĜebami a
není Ĝízena technologickou nabídkou a ziskem podnikĤ.
Kvalifikace lidských faktorĤ v EvropČ existují, ale jsou rozptýlené v rĤzných zemích a
v rĤzných výzkumných institutech nebo na univerzitách. Abychom obdrželi efektivní
výsledky, je tĜeba integrovat výzkumný potenciál v EvropČ KvĤli tomu se spojilo dohromady
22 špiþkových evropských výzkumných institutĤ, aby ustanovily Network of Excellence
HUMANIST usilující o spojení výzkumu v oblasti interakce uživatel/systém a jejich aplikace
na informaþní systémy uvnitĜ vozidla a na pokroþilé systémy podpory Ĝidiþe a o vytvoĜení
v termínu European Virtual Centra kvĤli tČmto tématĤm. Projekt je podporován Directorate
General of Information Society of the European Commission.
Oþekávané úþinky
Oblast dopravní telematiky a systémĤ podpory Ĝízení je charakterizována rychlým
technologickým rozvojem a silnou soutČží v prĤmyslovém svČtČ mezi Evropou, Japonskem a
USA. ÚspČch praktického využití tČchto nových produktĤ, pĜes snahy technologického
výzkumu, potĜebuje silné a nepĜetržité kroky v oblasti lidských faktorĤ.
Zapojení pĜedních evropských vČdeckých výzkumných kapacit do interakcí
uživatel/systém týkající se silniþní dopravy prostĜednictvím HUMANIST NoE umožní:
x RĤst spoleþenských výhod zavedením ITS, ohledem na rĤznorodost populace
uživatelĤ (vČk, gender, profesionálové atd.)
x Sladit a zvýšit bezpeþnost silniþního provozu a pĜiblížení ITS mezi obþany rĤzných
státĤ
x Otoþit se þelem k výzvČ doby a pĜipravit mezinárodní užívání vyspČlých technických
prostĜedkĤ v automobilech a telematice
x PĜispČt k standardĤm výroby a rozvoji taktiky zavedení
x PodpoĜit možné vstupní informace pro výzkum a vývoj evropských odvČtví prĤmyslu
x Rychle reagovat na jakýkoliv technologický rozvoj vytváĜením databází spoleþných
znalostí, identifikováním mezer ve znalostech, pĜedcházením redundance a duplikace
výzkumných aktivit
Znalosti shromáždČné a produkované konsorciem HUMANIST budou pĜispívají
k iniciativČ eSafety, což je spoleþná iniciativa prĤmyslového-veĜejného sektoru pro zlepšení
bezpeþnosti silniþního provozu díky používání nových informací a komunikaþních
technologií. Interakce þlovČk-stroj byla urþena jako prioritní oblast pro realizaci doporuþení
103
eSafety, aby podporovala vývoj, rozmístČní a využití inteligentních integrovaných systémĤ
bezpeþnosti silniþního provozu.
HUMANIST již pĜinesl vstupní informace HMI (Human – Machine Interface) pracovní
skupinČ za úþelem vývoje a dalších doporuþení pro praxi.
Spoleþný program aktivit HUMANIST

Konsorcium HUMANIST ustanovilo a realizovalo promyšlený spoleþný program aktivit, aby
se postupovalo smČrem k vzniku elitního Evropského Virtual Centra. Ten koordinuje
výzkum, integruje, rozšiĜuje a Ĝídí výzkumné aktivity. Všechny výzkumné oblasti jsou
komplementární a dovolují zabývat se zeširoka znalostmi potĜebnými k prozkoumání všech
rĤzných aspektĤ designu ITS - zamČĜených na þlovČka. PatĜí sem zejména:
x Identifikace Ĝidiþských potĜeb ve vztahu k ITS
x Zhodnocení možných výhod ITS
x Spoleþné kognitivní modely Ĝidiþ-vozidlo-prostĜedí pro design zamČĜený na uživatele
x Analýzy vlivu ITS na chování Ĝidiþe
x Vývoj nových metodologií pro zhodnocení bezpeþnosti a použitelnosti ITS
x Výchova Ĝidiþe a trénink používání ITS
x Využití ITS pro výcvik a výuku ĜidiþĤ
BČhem prvních fází projektu byly vytvoĜené spoleþnČ výzkumné aktivity zamČĜeny na
vytváĜení pĜehledových studií, aby byly objeveny základní nedostatky ve vČdeckých
znalostech a aby se definovaly nové relevantní výzkumné otázky. Dále roþní programy
výmČnných pobytĤ výzkumníkĤ a vzájemné sdílení infrastruktury byly využity jako
podnČcující prostĜedky k smČrování k vyváženému výzkumnému programu
s komplementárními pĜístupy.
ěada rozšiĜujících aktivit byla vytvoĜena, aby široce rozšiĜovala znalosti z NoE smČrem k
dĤležitým kapitálovým úþastníkĤm:
x Organizováním debat a pĜenos znalostí díky zjištČným aktivitám s ostatními projekty na
eSafety a dĤležité kapitálové úþastníky a podporováním souladu s ostatními sítČmi jako
standardizace a normativní a pre-normativní orgány.
x ZĜízením tréninkových programĤ pro evropské studenty a mladé výzkumníky v oblasti a
navíc odborníkĤm v prĤmyslu, vládním orgánĤm a jiným organizacím v automobilové
oblasti.
x Prosazováním a rozšiĜováním pojmĤ, aktivit a výsledkĤ NoE širokému publiku
ěada integrujících aktivit byla vytvoĜena za úþelem Ĝídit a upevĖovat výzkumnou strukturu
NoE HUMANIST:
1. Podporováním mobility výzkumníkĤ uvnitĜ sítČ a spoluĜízení (co-directions) PhD.
2. Maximálním využitím fondu existujících experimentálních infrastruktur bČhem sdílení
3. ZĜízením elektronické vnitĜní sítČ aby se snadno a rychle sdílely znalosti uvnitĜ sítČ
(fórum, webové konference, spoleþná databáze) a kvĤli zĜízení e-learning iniciativ
Konsorcium HUMANIST organizuje a provádí periodické interní pĜezkoumání (posudky)
prĤbČhu, aby posoudilo kvalitu a udržitelnost integrace sítČ. Externí posudky se uskuteþnily
na konci projektu.¨Pracovní plán byl pĜipraven aby zajistil dlouhodobou udržitelnost sítČ v
období 4 let financování. Podpora sítČ HUMANIST každým partnerem pĜedstavenstva
(directorate general board) zaruþuje životnost a samoudržitelnost NoE v budoucnu.
ZávČr:
Moderní asistenþní systémy ve vozidlech mají budoucnost. PĜed jejich masovým zavedením
je však nutno vyĜešit velké množství technických, psychologických, právních a organizaþních
otázek. Je evidentní, že nástup informaþních technologií (dále jen IT) a jejich rozšiĜování
104
bude v následujících letech pokraþovat díky novým možnostem techniky, aby výraznČ zmČnil
zvyky a obvyklé metody v oblasti dopravy. VČdecký výzkum - Human Machine Interface
(dále jen HMI) vznikl pro maximální zvýšení bezpeþnostního pĜínosu nových vyspČlých
asistenþních systémĤ pro Ĝidiþe. Ale i když souþasný rozvoj v oboru dopravní telematiky a v
systémech podpory Ĝidiþe (driver assistance systems) mĤže vytvoĜit opravdovou pĜíležitost
podpory mobility a skuteþnČ pĜispČt k zlepšení bezpeþnosti silniþního provozu, pĜesto pro
psychology, ergonomy a inženýry navrhující tyto systémy vzrĤstá poþet otázek týkající se
jejich pĜijatelnosti pro Ĝidiþe a možných zmČn jejich chování nebo postojĤ k této technice.
Další výzkum, napĜ. v rámci Viruálního Centra Exclelence HUMANIST pomĤže návrháĜĤm
aut a technického vybavení v nich tyto vČci Ĝešit ve spolupráci s odborníky humanitních
oborĤ.
105
Literature:
1. Aparicio, F., Adaptations to in-vehicle assistance systems for driving, IX. World congress,
PRI, The human behavior and its interaction with the social environment, the vehicle and
the doad. Adaptations and safety strategies, Madrid, 2002.
2. Begg, D.J., & Langley, J.D. (2004). Identifying predictors of persistent non-alcohol or
drug-related risky driving behaviours among a cohort of young adults. Accident Analysis
& Prevention, 36, 1067-1071.
3. Bena, E., Hoskovec, J. a Štikar, J. Psychologie a fyziologie Ĝidiþe. Nakladatelství dopravy
a spojĤ, Praha 1968.
4. BERNHARD, M., SCHMEIDLER, K. et. al. The Influence of In-Vehicle Information Systems on
Driver Behaviour and Road Safety: COST Action 352. 1st ed. Brno: Ing. ZdenČk Novotný, 2009.
89 p. ISBN 978-80-7355-083-7.
5. BERNHARD, M., SCHMEIDLER, K. Human Machine Interface Research and ITS. In
MONTERDE, H., MORENO, D. Towards Future Traffic Safety Research: International Co-
operation on Theories and Concepts in Traffic Safety. 1st ed. Valencia, Spain: Palmero Ediciones,
2008, p. 493 - 503. ISBN 978-84-936390-3-7.
6. BERNHARD, M., SCHMEIDLER, K. Influence of in-vehicle information systems on road safety.
In 6th European Congress and Exhibition on Intelligent Transport Systems and Services: Time for
Intelligent Move, Aalborg (Dánsko), 18-20 June 2007 [CD-ROM]. Aalborg (Dánsko) : ERTICO
ITS Europe, 2007.
7. BERNHARD, M., SCHMEIDLER, K. Influence of Modern In-Vehicle Information Systems
(IVIS) on Road Safety Requirements. In Proceedings of the International Conference MOSATT
2007: Modern Safety Technologies in Transportation, Košice, Zlatá Idka (Slovensko), 25.-27. 9.
2007. Košice (Slovensko) : Slovenská dopravní spoleþnost Slovenské akademie vČd, 2007, p. 22-
29. ISBN 978-80-969760-2-7.
8. BERNHARD, Michael, SCHMEIDLER, Karel. Human Machine Interface Research and ITS
Development: Badanie interfejsu czlowiek-maszyna i rozwój ITS. Transport problems (Problemy
transportu), 2007, vol. 2, no. 2, p. 8.
9. BIDING, T., Lind, G., Inteligent Speed Adaptation (ISA), Results of large-scale trials in
Borlänge, Lindköping, Lund and Umea during the period 1999 – 2000, Vägverket,
Publication, 2002:89 E.
10. BJORKLI, C., Jenssen, G., Moen, T., Vaa, T., Adaptive Cruise control (ACC) and Driver
Performance: Effects on Objective and Subjektive Measures, 10th World Congress and
Exhibition on Inteligent Tranport Systems and Services, Madrid, Spain, 16-20th
November, 2003.
11. BOROCH, T., Inteligent speed adaptation in Denmark – Field trial of a GPS-based systém
for intelligent speed adaptation, Proceedings of e-Safety Congress, Lyon, France,
Sptember, 2002.
12. Brison, R. J. (1990). Risk of automobile accidents in smokers. Canadian Journal of Public Health,
81, 102-106.
13. BROOK-CARTER, N., Parkes, A., Burns, P., Kersloot, T., An experimental assessment
of an urban cruise control (ACC) systém, Proceedings of e-Safety Congress, Lyon,
France, 16-18 September, 2002.
14. Clarke, S., Robertson, I., T. Meta-analytic review of the Big Five personality factors and
accident involvement in occupational and non-occupational settings, Journal of
occupational and organisational psychology 78, Part 3, Sep 2005.
15. Dingus, T., McGehee, D., Hulse, M., Jahns, S., & Manakkal, N. (1995). Travtrek evaluation task
C3 – Camera Car study. Report No. FHWA-RD-94-076. Office of Safety and Traffic Operations,
McLean, VA.
106
16. Direct Line (Motor Insurance). (2002). The Mobile Phone Report: A report on the effects of using
a hand-held and a hands-free mobile phone on road safety. Direct Line Insurance Croydon.
United Kingdom.
17. Farber, E., Foley, J., & Scott, S. (2000). Visual attention design limits for ITS in-vehicle systems:
The Society of Automotive Engineers standard for limiting visual distraction while driving.
Transportation Research Board Annual General Meeting, Washington DC.
18. GELOVÁ E., HANZLÍKOVÁ I. ITS and Czech Circumstances. In Intelligent Transport Systems:
Design and Safety, Praha, Volume 9. 2006
19. Green,P., Driver Distraction, Telematics Design, and Workload Manages: Safety Issues and
Solutions, SAE Paper 2004-21-0022.
20. Groszová, S. Za volantem žena aneb breviáĜ Ĝidiþky – zaþáteþnice. Nakladatelství dopravy
a spojĤ, Praha 1976.
21. Haigney, D., & Westerman, S. J. (2001). Mobile phone use and driving: a critical review of
research methodology. Ergonomics, 44, 132-143.
22. Hanzlíková, I. (2005). Possible impacts of modern vehicle systems on driver’s behaviour.
In Proceedings Road and eSafety. Brno: Transport Research Centre.
23. Harbluk, J.L., Noy, Y.I.: The Impact of Cognitive Distraction on Driver Visual Behaviour and
Vehicle Control. Ergonomics Division. Road Safety Directorate and Motor Vehicle Regulation
Directorate. February 2002.
24. Havlík, K. Psychologie pro Ĝidiþe. Portál, Praha 2005, ISBN 80-7178-542-3.
25. Horberry, T., Anderson, J., Regan, M. A., Triggs, T. J., & Brown, J. (2003). Driver distraction:
the effects of concurrent in-vehicle tasks, road environment complexity and age on driving
performance. Manuscript submitted for publication.
26. Huguenin, R. a Rothengatter T. Traffic & Transport Psychology. Theory and Application.
Elsevier 2004. ISBN 0-08-043925-X.
27. HUMANIST Owerview, 1st Quarter 2004
28. Jenness, J. W., Lattanzio, R. J., O’Toole, M., & Taylor, N. (2002). Voice-activated dialling or
eating a cheeseburger: Which is more distracting during simulated driving? Proceedings of the
Human Factors and Ergonomics Society 46th Annual Meeting, Pittsburgh, PA.
29. Kolegium autorĤ: IX. World Congress, Madrid, 26. - 28. February 2002. The Human
Behaviour and ITS interaction with the Social Environmnet, The Vehicle and The Road.
Adaptations and Safety Strategies. Dirección General de Tráfico. Madrid 2002.
30. Lam, L. T. (2002). Distractions and the risk of car crash injury. The effects of drivers age. Journal
of Safety Research, 33, 411-419.
31. Lee, J. D., Caven, B., Haake, S., & Brown, T. L. (2001). Speech-based interaction with in-vehicle
computers: The effects of speech-based E-mail on drivers’ attention to the roadway. Human
Factors 45, 631-639.
32. MACKģ, I. Acceptance of telematics by Czech and British truck drivers. Different Drivers:
Similar Needs? 2nd HUMANIST conference on driver needs. Turku (Finsko), 28 - 29. 9. 2006.
33. MACKģ, I. Acceptance of telematics by Czech and British truck drivers. In ITS World Congress
Proceedings, Londýn (Velká Británie), 8.10. - 12.10. 2006 [CD-ROM]. Londýn (Velká Británie) :
ERTICO-ITS Europe, 2006.
34. MACKģ, I. Evaluation of different ergonomic factors in cabin of drivers in public transport.
HFES Europe Chapter Conference. Sheffield (Velká Britán
35. MACKģ, I. Pedagogical aspects of simulator training process. In Proceedings of the Conference
on European guidelines for the application of new technolgogies for driver training and education.
Madrid, April 25-26, 2006. In Proceedings of the Conference on European Guidelines for the
application of new technologies for driver training and education., Madrid, 25-26/4/2006. Madrid:
UPM Spain, 2006, s. 60.
107
36. Nabi, H., Consoli, S., M., Chiron, M., Lafont, S., Chastang, J., F., Zins, M., Lagarde, E.
Aggressive/hostile personality traits and injury accidents: an eight-year prospective study
of a large cohort of French employees - the GAZEL cohort, Psychological Medicine 36,
Mar 2006.
37. Nop, D. Psychologie v dopravČ. VUT, Brno 1975.
38. Parker, D. Driver error and crashes. Proceedings of the international workshop on
modelling driver behaviour in automotive environments, European Commision, Joint
research Centre, Institute fot the protection and security of the citizen, Ispra, Italy, 2005.
39. Peck, R.C., Kuan, J., (1983). A statistical model of individual accident risk prediction
using driver record, territory and other biographical factors, Accident Analysis &
Prevention, 15, 371-393.
40. Peirce, S., Lappin, J. (2003) Acquisition of traveller information and its effects on travel
choices: evidence from a Seattle-area travel diary survey, Technical Report, 13813,
USDoT.
41. Pettitt, M., Burnett, G., Stevens, A. (2005). Defining Driver Distraction, 12th World
Congress on ITS, San Francisco, 6-10 November 2005, USA, 12 p.
42. PÍPA, Martin, PLÍHAL, JiĜí. BLACKBOX - projekt vČdy a výzkumu Ministerstva dopravy ýR.
Soudní inženýrství, 2006, roþ. 17, þ. 5, s. 256-259. ISSN 1211-443X. (BLACKBOX - R&D
project of MoT CR)
43. PÍPA, Martin. Intelligent Car Initaitive. ITS@revue [on-line]. 2006. Dostupné z WWW:
http://www.cdv.cz/itsrevue/. ISSN 1213-4287.
44. PÍPA, Martin. Intelligent Car Initiative [on-line]. Dostupné z WWW: <http://www.cdv.cz>.
45. PÍPA, Martin. Intelligent Car Initiative. ITS@revue, 2006, roþ. 6, þ. 10, s. 5-6. ISSN 1213-4430.
46. Redelmeier. D. A., & Tibshirani. R. J. (1997) Association between Cellular Telephone Calls and
Motor Vehicle Collisions. The New England Journal of Medicine, 336(7), 453-458.
47. Reed, D.B., Cronin, J.S.: Health on the road: Issues faced by female truck drivers. AAOHN
Journal, Vol. 51, 2003, Iss. 3, pg. 120.
48. Reed, M. P., & Green, P. A. (1999). Comparison of driving performance on-road and in low cost
simulator using a concurrent telephone dialling task. Ergonomics, 42, 1015-1037.
49. Sagberg, F., Fosser, S., Saetermo, I.A.F., An Investigation Of Behavioural Adaptation To Airbags
And Antilock Brakes Among Taxi Drivers, Accident Analysis & Prevention, Vol. 29, No. 3,
s.293-302.
50. Schmeidler, K. (2005). Human factor failure in road transport. In EKO - Ecology and
Society 4/2005.
51. Schmeidler, K. (2005). Trends of development of individual car transport in the Czech
Republic. Part I. In Transport 5/2005.
52. SCHMEIDLER, K. HMI research and related recommendations for IVIS use in Central and
Eastern Europe (Invited speaker). In 7th European Congress and Exhibition on Intelligent
Transport Systems and Services: ITS for Sustainable Mobility, Geneva (Switzeland), June 3rd -
6th 2008 [CD-ROM]. Geneva (Switzeland): ERTICO, 2008.
53. SCHMEIDLER, K. Human Factors and road safety in the Czech Republic. In The 16th
International Conference on Safe Communities: Impact of Safe community on Road Safety, Tehran
(Írán), 11-13th June 2007. Tehran (Írán): WHO Collaborating Center on Community Safety
Promotion, 2007, p. 78.
54. SCHMEIDLER, K. Human Factors Research and Road Safety in the Czech Republic. In 10th
International Conference : Transport and Technologies for Sustainable Development, Karlovy
Vary (ýeská republika), 19.-21. 9. 2007. Karlovy Vary (ýeská republika): The Society for
Sustainable Life, Czech Ministry of Environment, Technological Centre of the Czech Academy of
Science, Healthy Cities of the Czech Republic and State Environmental Fund, 2007, p. 185-195.
ISBN 80-903634-2-3.
108
55. SCHMEIDLER, K. Impact of Human Factors on Czech Safety Programme. In 9th World
Conference on Injury Prevention and Safety Promotion: SAFETY 08, Merida, Yucatan (Mexiko),
March 15th-18th [CD-ROM]. Merida (Mexiko) : Instituto Nacional de Salud Publica, 2008.
56. SCHMEIDLER, K. Issues related to ITS safety and public authorities. In European conference on
Human Centered Design for Intelligent Transport Systems: Stakeholders Forum: European
Statement of Principles, Issuess and Perspectives, Lyon (Francie), 2. - 4. April 2008 [CD-ROM].
Lyon Bron (Francie): INRETS, 2008.
57. SCHMEIDLER, K. ITS for Sustainable Urban Transport. COST Action 352 Conference: The
Influence of In-vehicle Systems on Driver´s Behaviour and Road Safety. Bundesanstalt fuer
Strassenwesen, Bergisch Gladbach (NČmecko), February 10th 2009.
58. SCHMEIDLER, K. Road Safety in the Czech Republic is related to Human Factors Research. In
Road Safety on Four Continents: 14th International Conference, Bangkok (Thajsko), November
14th-16th 2007. Linköping (Švédsko): VTI, 2007, p. 146.
59. SCHMEIDLER, K. Roles, Effects and Acceptance of Advanced Assistance and Information
Systems in Czech Republic in Safety Promotion and Injury Prevention. 8th World Conference on
Injury Prevention and Safety Promotion. ICC Durban (Jižní Afrika), 3. 4. 2006.
60. SCHMEIDLER, K. The added value of the Network of Excellence for its members. In European
Conference on Human Centered Design for Intelligent Transport Systems: HUMANIST
publications, Scientific Advisory Board, Lyon (Francie), 2. - 4. April 2008 [CD-ROM]. Lyon,
Bron (Francie): INRETS, 2008.
61. SCHMEIDLER, K. The role of Transport research center in HUMANIST - Centre of Excellence
programme. In MONTERDE, H., MORENO, D. Towards Future Traffic Safety Research:
International Co-operation on Theories and Concepts in Traffic Safety. 1st ed. Valencia, Spain:
Palmero Ediciones, 2008, p. 58 - 71. ISBN 978-84-936390-3-7.
62. SCHMEIDLER, K. The role of Transport Research Centre in HUMANIST Programme. In On
Safe Roads in the XXI. Century : 4th Conference, Budapest, Congress Park Hotel Flamenco
(Maćarsko), 25. -27. October, 2006. Budapest (Maćarsko) : ERTICO, PIARC, 2006, p. 52.
63. SCHMEIDLER, K. Vývoj v oblasti ITS z hlediska HMI v silniþní dopravČ. In BRNOSAFETY:
Mezinárodní konference o bezpeþnosti silniþního provozu, BVV - Central European Exhibition
Centre Brno, 4.-5. 6. 2009. Brno: BVV - Veletrhy Brno, a.s., VýstavištČ 1, June 2009, s. 5.
64. SCHMEIDLER, K., BERNHARD, M. Badanie interfejsu czlowiek-maszyna i rozwój ITS. In
Transport Systems Telematics : 7th International conference, Karowice-UstróĖ (Polsko), 17. - 19.
10. 2007 [CD-ROM]. Katowice (Polsko): Univerzita Katowice, 2007.
65. SCHMEIDLER, K., HANZLÍKOVÁ, I. Car dependency, Land Use and Transportation. In
International Conference, Athens, University of Piraeus, 18. 4. 2006.
66. SCHMEIDLER, K., REHNOVÁ, V., WEINBERGER, J. a kol. Vliv moderních informaþních
systémĤ v automobilu na bezpeþnost silniþního provozu : PrĤbČžná zpráva. Brno: Centrum
dopravního výzkumu, 2005. 35 s. Zadavatel: MŠMT. (The impact of modern information systems
on traffic safety)
67. SCHMEIDLER, K.: Behavior and Attitudes related to ADAS, 17th International ICTCT
Workshop: Cost – effective solutions for improving road safety in rural areas. Integrating
the 4Es: education, enforcement, engineering and electronics. University of Tartu,
Archimedes Foundation, Tartu, Estonia
68. SCHMEIDLER, Karel, VAŠEK, JiĜí. Inteligentní dopravní systémy: design a bezpeþnost. Silniþní
obzor, 2006, roþ. 67, þ. 6, s.173-174. (Intelligent Transport Systém: Design and Safety)
69. SCHMEIDLER, Karel, VAŠEK, JiĜí. Pražský semináĜ o ITS a bezpeþnosti zaštítilo konsorcium
Humanist. Dopravní noviny, 2006, roþ.15, þ. 23, s. 18 (The Prague´s seminar on ITS and safety
was supported by HUMANISt Consortium)
70. SCHMEIDLER, Karel, ZEHNALOVÁ, Veronika. SemináĜ HUMANIST: Centre of Excellence.
Kriminalistika, 2006, roþ. XX, þ. 4, s. 57-59.
109
71. SCHMEIDLER, Karel. Inteligentní auta budoucnosti. Psychologie Dnes, 2006, roþ. 12, þ. 9, s. 23-
25. ISSN 1212-9607. (Intelligent cars of future)
72. SCHMEIDLER, Karel. Podíl lidského faktoru na bezpeþnosti a nehodovosti dopravy: The Share
of Human Factor in the Safety and in Accident Rate in Transport. Horizonty dopravy, 2006, roþ.
14, þ. 3, s. 15-20. ISSN 1210-0978.
73. Simoes, A., Retuerto, I., Pauzie, A., Needs of elderly/disabled travelers and accessible
multimodal transport information systems, Transport Research Board congress,
Washington DC, USA, January, 2001.
74. Smékal, V. O lidské povaze. Cesta, Brno 2005.
75. Smékal, V. PĜehled psychologie osobnosti. SPN, Praha 1985.
76. Stevens, A., Minton, R. (2001). In-vehicle distraction and fatal accidents in England and
Wales. Accident Analysis and Prevention, 33 (4), 539-545.
77. Štikar, JiĜí, Hoskovec JiĜí: PĜehled dopravní psychologie. Historie, teorie, výzkum,
aplikace. UK, Praha 1995.
78. Stutts, J. C., Reinfurt, D. W., Staplin, L., & Rodgman, E. A. (2001). The role of driver distraction
in traffic crashes. Report prepared for AAA Foundation for Traffic Safety, Washington, DC.
79. Stutts, J., Feaganes, J., Reinfurt, D., Rodgman, E., Hamlett, C., Gish, K., Staplin, L. (2005).
Driver's exposure to distractions in their natural driving environment. Accident Analysis and
Prevention, 37 (6), 1093-1101.
80. Stutts, J., Feaganes, J., Reinfurt, D., Rodgman, E., Hamlett, C., Gish, K., Staplin, L. (2005).
Driver's exposure to distractions in their natural driving environment. Accident Analysis and
Prevention, 37 (6), 1093-1101.
81. Stutts, J.C., Reinfurt, D.W., Staplin, L., Rodgman, E.A. (2001). The Role of Driver
Distraction in Traffic Crashes, AAA Foundation for Traffic Safety, Washington, DC, 63
p.
82. Telstra. (2003). Telstra, Police and NRMA Insurance join forces to target mobile phone use on
Australian roads. Telstra News Release. www.telstra.com.au/newsroom.
83. Tijerina, L., Parmer, E., & Goodman, M. J. (1998). Driver workload assessment of route guidance
system destination entry while driving: A test track study. Proceedings of the 5th ITS World
Congress, Seoul, Korea.
84. Tingvall, C., Krafft, M., Kullgren, A., Lie, A., The efectiveness of ESP (Electronic
Stability Programme) in reducing life accidents, ESV Paper 261, 18th ESV Conference,
Nagoya, 2003.
85. Vaa, T., Modelling Driver Behaviour on Basis of Emotions and Feelings: Predicting
Effects of Inteligent Transport Systems, HCI International, Las Vegas, Nevada, USA,
July, 2005.
86. Vaa, Truls. Modelling driver behaviour on basis of emotions and feelings: ITS and
behavioural adaptations, European Commision, Joint research Centre, Institute fot the
protection and security of the citizen, Ispra, Italy 2005.
87. Várhelyi, A., Speed management via in-car devices:effects, implications, perspectives,
Transportation 29, 237-252, 2002.
88. Vlassenroot, S., De Mol, J., Trial on intelligent speed adaptation in Ghent, Belgium: the
results on acceptance and driving-behavior of the test-drivers, 11th World Congress and
Exhibition on Inteligent Transport Systems and Services, Budapest, Hungary, May, 2004.
89. Wang, J. S., Knipling, R. R., & Goodman, M. J. (1996). The role of driver inattention in
crashes: New statistics from the 1995 Crashworthiness Data System. 40th Annual
Proceedings of the Association for the Advancement of Automotive Medicine,
Vancouver, Canada.
90. Wikman, A-S., Nieminen, T., & Summala, H. (1998). Driving experience and time sharing during
in-car tasks on roads of different width. Ergonomics, 41, 358-372.
110
91. Williams, A. F. (2001). Teenage passengers in motor vehicle crashes: A summary of current
research. Insurance Institute for Highway Safety, Arlington, VA.
111
Karel Schmeidler, PhD. is Senior Researcher at CDV - Transport Research Centre and
Associated Professor for Urban sociology, Urban Design and Planning at the Faculty of
Architecture, Technical University Brno, Czech Republic, visiting Professor at University of
Central England, Birmingham UK
EDUCATION
x MA in Architecture and Town Planning at Technical University Brno, Faculty of Civil
Engineering and Eidgenössische Technische Hochschule Zurich, Switzerland
x PhD in Architecture and Urban Planning at Technical University Brno, Czech Republic
x MA in Sociology at Charles University Prague and Brno Masaryk-UJEP University
x PhD in Urban Sociology at Masaryk University Brno
x Postgraduate studies in UNI and UNEP Dresden, Germany, AMBERTON SHAW
Glasgow, UK,
x LISI St. Petersburg, Russia and DTH Lyngby, Denmark
PROFESSIONAL MEMBERSHIPS
National Representative in AESOP (Association of European Schools of Planning 1994-
2001),
National Representative in AKTION (a common project in the field of science and
education)
National Representative in ICTCT – International Co-operation on Theories and Concepts
in Traffic Safety (2001- now)
Dr Schmeidler has 30 years’ experience in transport research and planning fields. He has
worked on several national and international research projects involving sociology, design,
urban planning, integrated land use and transport planning research, including the EC projects
SIZE, ASI, CONSENSUS, TRAINER, ADVISORS, COST C20, COST C27, COST 616
CITIAIR, COST 349, COST 352 COST 355 and COST 358 projects, Central European
University Fellowships (Soros Foundation Projects) and HUMANIST Centre of Excellence
and many important national CZ projects funded by the Czech Grant Agency and some Czech
ministries and universities. He has dozens publications encompassing sociology, urban
design, urban sociology, planning and transport fields, and has authored or contributed to
several books, including Sociologie v architektonicke a urbanisticke tvorbe (Brno 1997 and
reprinted 2001 and Mobilita pro seniory Brno, Novpress 2009, and Mobilita ve mČstČ, 2010,
Key Publishing, Ostrava).
112
View publication stats

CDV Human Vnitrky PDF

Uploaded by

Copyright:

Available Formats

You might also like

CDV Human Vnitrky PDF

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CDV Human Vnitrky PDF

Uploaded by

Copyright:

Available Formats

See discussions, stats, and author profiles for this publication at: https://www.researchgate.

Human - Machine Interface in car

Book · January 2011

Karel Robert Schmeidler

The user has requested enhancement of the downloaded file.

BRNO, JANUARY 2011

More information about HUMANIST at:

ABS Anti Blocking System

HUMAN – MACHINE INTERFACE RESEARCH FOR TRAFFIC

The goal of HUMANIST is to create a European Virtual Centre of Excellence on HUMAN

x Identification of the driver needs in relation to ITS

Pic. 1: Identification of the driver needs in relation to ITS

Pic. 2: Impact analysis of ITS on driving behaviour

Pic. 3: Evaluation of ITS potential benefits

Transport Research Centrum participates on various work packages. As an example, we work

Pic. 4: Drivers´ education and training for ITS use

behaviour of the driver

Other road user

DRIVER`S PERSONALITY AND ITS IMPACT ON TECHNOLOGY USE

Personality can be understood as integration of individual psychic reality. Personality

BEHAVIOUR AND TECHNOLOGY USE

MENTAL ABILITIES AS PREREQUISITY FOR PROPER USE

Mental powers - cogitation, cognition, memory, decision making, creative processes

Aptitude is a summary of abilities that make dispositions to perform specific activity.

ATTENTION PROCESSES AND DISTRACTION

Attention is a tool of the consciousness.37

Perception includes information collecting, intake, comprehension and cognition. Perception

PERCEPTION ERRORS, DECISION-MAKING AND ACTING

Temperament is defined as summary of all mental characteristics of the personality.

Eysenck suggests to differ types of temperament based on the lability/stability,

Examples of aggressive behaviour in road environment

Violation Item wording

AGE OF THE DRIVER

SEX OF THE DRIVER

HUNGER AND DIETS

SHORT-TIME DISORDER IN CONSCIOUSNESS

ROUTE AND TRAFFIC

IMPACT OF ITS USE ON TRAFFIC SAFETY

What could the ITS improve in the future:

The main causes of the traffic accidents

Drivers with following characteristics mostly fail on roads:

ACCIDENT FREQUENCY AND DRIVERS CHARACTERISTICS

MENTAL CAPABILITY FOR DRIVING VEHICLES

ADVISORS conclude with recommendations for methods of type approval and

Working conditions and quality of life

mean age: 32.6 32.3 43.0

Table 2. Driving characteristics of the Czech respondents.

Table 4. Vehicle characteristics of Czech car or van drivers.

price of new vehicle

Motorways Motorways and rural roads All roads

25.7 27.6 20.5 23.5

Navigati 43.9 50.3 39.7 41.8

19.9 26.3 25.7

4. NEGATIVE SIDE EFFECTS - Assessment of driver behaviour changes

5. NAVIGATION DESCRIPTION OF THE SYSTEM FUNCTIONALITY

7. BLIND SPOT DETECTION

9.1 TOPICS AND CONDITION STIPULATION