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Das Ehrenamt bildet das Fundament des Vereinssports in der Schweiz. Gleichzeitig sinkt jedoch die Bereitschaft zur unbezahlten Arbeit in der Schweiz. Die Anforderungen an ein Ehrenamt steigen zunehmend. Die Aufgaben werden komplexer, wahrend die Vorstandsmitglieder fur die geleistete Arbeit keinen Lohn erhalten. Dies ist mit ein Grund, weshalb die anspruchsvollsten Vorstandsamter nur unter grosten Schwierigkeiten mit motivierten Personen mit den entsprechenden Kompetenzen besetzt werden konnen. „Um zu uberleben, so heist es, musse der Sportverein von der Gesinnungsgemeinschaft zum modernen Dienstleistungsbetrieb werden. Der Verein musse sich – wie bei den kommerziellen Sportanbietern – vermehrt am Markt orientieren und vermehrt auf bezahlte Mitarbeiter setzen“ (Lamprecht et al. 2005, S. 32). Als Amateurverein seine Organisationsstruktur zu verandern ist oftmals nicht nur finanziell, sondern auch aufgrund der fehlenden Wandlungsbereitschaft der Vereinsmitglieder wenig realistisch und umsetzbar. Eine teilweise Professionalisierung hingegen scheint fur Amateurvereine in Zukunft unausweichlich. Wie kann ein Verein seine Organisationsstruktur gestalten, um seine operativen Vereinstatigkeiten aufrechtzuerhalten? Wie kann ein Verein genugend personelle und zeitliche Ressourcen, qualitativ und quantitativ, bereitstellen, um zukunftige Herausforderungen zu bearbeiten? Wie ist die wirtschaftliche Tragbarkeit bezuglich Mehrkosten bei einer Anpassung der Organisationsstruktur? Wir zeigen in diesem Buchkapitel das Konzept und den Nutzen des Geschaftsfuhrermodells als Organisationsstruktur fur semiprofessionelle Fusballvereine in der Schweiz.

The main focus of the designed simulation lies on the realistic display of critical objects in traffic situations. Especially the time-dependent threshold between perceivable and non-perceivable objects after glares from oncoming vehicles is addressed in the simulator. However, the simulation of the recurring contrast perception after short glares can only be as authentic as the measured human re-adaptation parameters it is based on.

With the user study described in the last chapter it is already possible to complete the last part the contrast perception graph from Figure 1.4 for many different traffic scenarios. However, it is intuitively known that the prevailing lighting situation also influences both glare and contrast perception: the same light source may appear harmless during the day, but becomes a glare source at night. Hence, in this Chapter the measured readaptation graphs are extended to glare scenarios with different background illumination and a second user study is conducted.

With the experiments described in the last three chapters the data acquisition is completed. In this chapter now these contrast perception values are first interpolated and then extrapolated to a general model. The parameters of this perception model are calculated and described in Section 7.1. The integration of these values into a night driving simulation including a brief discussion of the obtained results is done in Section 7.2.

During the course of the last chapters, contrast perception data was meticulously measured, analyzed, and finally validated by a field test. These measurement results were abstracted and fit into a mathematical model which was then used to implement the described tone mapping operator for simulating glare effects. In particular, the main focus was on reproducing the contrast threshold in dark areas of the scene.

With the final user study described in the last chapter, the functionality of the constructed night drive simulator is completed and successfully evaluated. In this chapter, a short conclusion is given in Section 9.1 to summarize the achievements of this work. Some critical limitations of this approach are then discussed in 9.2, combined with proposals for possible future user studies, continuing the investigation of traffic glare and refining the generated perception model.

The measured contrast perception data of the last two chapters yields an averaged appraisal of the re-adaptation time after short-time glares. However, all test data was collected in lab studies under artificial conditions. During the design of the experiments greatest care was taken to create a test environment as authentic as possible, still, the transferability to real traffic scenarios has to be verified separately.