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Driver fatigue and stress significantly contribute to higher number of car accidents worldwide. Although, different detection approaches have been already commercialized and used by car producers (and third party companies), research activities in this field are still needed in order to increase the reliability of these alert systems. Also, in the context of automated driving, the driver mental state assessment will be an important part of cars in future. This paper presents state-of-the-art review of different approaches for driver fatigue and stress detection and evaluation. We describe in details various signals (biological, car and video) and derived features used for these tasks and we discuss their relevance and advantages. In order to make this review complete, we also describe different datasets, acquisition systems and experiment scenarios.

Whereas the majority of evaluations of self-service kiosks are based on interviews or observations and as such are burdened with personal bias, eye tracking was seen as a method for an objective analysis. To demonstrate the feasibility and usability of such an assessment technique, the task of purchasing a public transportation ticket from a modern ticket vending machine in Kraków, Poland was evaluated. The test participants relatively easily operated the machine with time taken to purchase a ticket ranging from 54 s for foreigners not familiar with the equipment to 29 s for local inhabitants. Even though the number of gazes recorded for the foreigners group was 2.4 times higher than for the local test participants, the fixation times were almost equal. Faulty or delayed operation of the payment terminal was a meaningful equipment issue encountered by eight test participants. The study demonstrated that the operation of the analysed ticket vending machine should not cause much trouble to anyone. The use of an eye tracker, which was employed for such an assessment for the first time, permitted the identification of possible operational ambiguities that could hinder the user experience without the bias associated with other assessment techniques. The used method was found to be efficient and the results provided valuable information.

The present study aims to explore what kind of information users of two advanced driver assistance systems (ADAS) have about the systems, how they acquired it, and which methods they would prefer for learning about the systems’ capabilities and limitations. Data was collected within the scope of a broader ADAS user experience study using in-depth interviews. Answers from 38 Czech owners of cars with Forward Collision Warning (FCW) and Adaptive Cruise Control (ACC) were analysed using qualitative content analysis. The results suggest that most owners do not read the user’s manual and rely on their own trial-and-error on-road experience or information from the car dealership. Thereby, information about the limitations of the systems might not be known to them beforehand and could lead to surprises when these are experienced in real traffic. Therefore, prior education about the functions, control, and limitations of FCW and ACC is advised.

The aim of this study was to analyse how the complexity of the situational context in driving and the effect of alcohol influence the use of internal and external factors in prefactual thoughts and performance in a simulated driving task performed by optimistic and pessimistic drivers who attend rehabilitation courses. 72 drivers took part on a voluntary basis. 21 of them were offender drivers attending intervention, awareness, and rehabilitation courses for recouping points deducted from their licences. 43 drivers were attending courses for advanced professional driving licences or the like. The participants followed a route in a driving simulator. At the training stage, we adjusted the task difficulty to induce a high or low perception of control; in addition, we established the condition of alcohol intake or not. On the basis of the outcome obtained in this stage, the participants had to report the resources they required for improving their outcomes. We used different factor ANOVAs to analyse our results. In all cases, the tests were conducted a posteriori with Bonferroni adjustment in order to analyse the interactions. The most interesting differences are noted under the condition of high difficulty and no alcohol intake, where lower control is induced among the participants and where the drivers have not consumed alcohol. In contrast to non-offending pessimistic and optimistic drivers, optimistic offender drivers think their results would be better if there were external factors. We may contend that optimistic offender drivers think they are more likely to achieve the outcomes they want. This thinking may be motivated by the fact that this group does not perform better than the rest of the groups.

Alcohol is a global risk factor for road trauma. Although drink driving has received most of the scholarly attention, there is growing evidence of the risks of alcohol-impaired walking. Alcohol-impaired pedestrians are over-represented in fatal crashes compared to non-impaired pedestrians. Additionally, empirical evidence shows that alcohol intoxication impairs road-crossing judgements. Besides some limited early research, much is unknown about the global prevalence and determinants of alcohol-impaired walking. Understanding alcohol-impaired walking will support health promotion initiatives and injury prevention. The present investigation has three aims: (1) compare the prevalence of alcohol-impaired walking across countries; (2) identify international groups of pedestrians based on psychosocial factors (i.e., Theory of Planned Behaviour (TPB) and perceptions of risk); and (3) investigate how segments of pedestrians form their intention for alcohol-impaired walking using the extended TPB (i.e. subjective norm, attitudes, perceived control, and perceived risk). A cross-sectional design was applied. The target behaviour question was “have you been a pedestrian when your thinking or physical ability (balance/strength) is affected by alcohol?” to ensure comparability across countries. Cluster analysis based on the extended TPB was used to identify groups of countries. Finally, regressions were used to predict pedestrians’ intentions per group. A total of 6,166 respondents (Age M(SD) = 29.4 (14.2); Males = 39.2%) completed the questionnaire, ranging from 12.6% from Russia to 2.2% from Finland. The proportion of participants who reported never engaging in alcohol-impaired walking in the last three months ranged from 30.1% (Spain) to 83.1% (Turkey). Four groups of countries were identified: group-1 (Czech Republic, Spain, and Australia), group-2 (Russia and Finland), group-3 (Japan), and group-4 (final ten countries including Colombia, China, and Romania). Pedestrian intentions to engage in alcohol- impaired walking are predicted by perceptions of risk and TPB-psychosocial factors in group-1 and group-4. Favourable TPB-beliefs and low perceived risk increased alcohol-impaired walking intentions. Conversely, subjective norms were not significant in group-2 and only perceived risk predicted intention in group-3. The willingness of pedestrians to walk when alcohol-impaired differs significantly across the countries in this study. Perceived risk was the only common predictor among the 16 countries.

Transport is one of the sectors that contributes to global warming. To tackle this issue, one of the most important tasks is to enhance/support a mode shift from individual car use to more sustainable traffic modes. To achieve this, psychology-based measures are needed. We need to understand what keeps people from walking, and what motivates people who do walk to do so, or to define the barriers and the preconditions that are needed for walking or cycling. These preconditions are perceived in a different way by different people. As the motivation of individual citizens differs greatly, the preconditions have to be targeted precisely. In this paper a scheme is presented that deals with this issue&mdash, i.e., to enhance/support a mode shift to sustainable traffic modes with the following steps: To identify and improve the preconditions for walking, to communicate information, and, to provide opportunities or incentives. As a theoretical background we use a classical marketing model presented by Philip Kotler, which has strong connections with communication and social psychology. Through the case of supporting sustainable traffic modes&mdash, the product which will be &ldquo, sold&rdquo, &mdash, we present the different steps of the model (information, product, communication, incentives, and distribution). With all aspects we emphasize that a holistic approach (a combination of all these aspects and steps) is necessary for a successful marketing process that in fact makes citizens &ldquo, buy&rdquo, the idea of walking (more). The main suggestion of this paper is to implement the steps suggested in it in the frame of a pilot project in a city or a province and then to evaluate. Evidence that the suggested measures work when applied appropriately and&mdash, as strongly underlined&mdash, in a concerted manner can only be achieved by trying in practice.

This paper summarizes the current situation in eleven European countries in the field of driver offender courses. As a background, driver behaviour models are presented, followed by the description of behaviour, performance, and personality factors as contributory factors to crashes, risky driver behaviour, and groups of risky drivers. Selected enforcement and rehabilitation models are listed. Data was collected using a questionnaire, which was elaborated on the basis of the opinions of experts discussed at international expert workshops. The study covered a total sample of eleven participants - TPI members representing each country. The data was analyzed systematically using a modified version of the Editing Analysis Style and thematic analysis as a tool for pattern recognition across qualitative data. The results are presented according to different countries and their specifics, followed by a summary of common approaches and groups of countries with the same approaches. The most common driver improvement courses are those for deviant drivers (dealing with drivers' bad habits) and for drivers who drove under the influence of alcohol and drugs. Driver improvement courses are obligatory in six out of the eleven countries, while in three countries they are optional. We conclude that it must be ensured that there are no negative side effects and that the courses lead to benefits for the public. Therefore, all driver improvement courses must be driven by theory and evidence and designed to avoid overconfidence and increased risk exposure - risky behaviour should be normalized and evaluated.

The aim of this work is to describe pedestrian-driver encounters, communication, and decision strategies at marked but unsignalised crossings in urban areas in the Czech Republic and the ways in which the parties involved experience and handle these encounters. A mixed-methods design was used, consisting of focus groups with pedestrians and drivers regarding their subjective views of the situations, on-site observations, camera recordings, speed measurements, the measurement of car and pedestrian densities, and brief on-site interviews with pedestrians. In close correspondence with the literature, our study revealed that the most relevant predictors of pedestrians' and drivers' behaviour at crossings were the densities of car traffic and pedestrian flows and car speed. The factors which influenced pedestrians' wait/go behaviour were: car speed, the distance of the car from the crossing, traffic density, whether there were cars approaching from both directions, various signs given by the driver (eye contact, waving a hand, flashing their lights), and the presence of other pedestrians. The factors influencing drivers' yield/go behaviour were: speed, traffic density, the number of pedestrians waiting to cross, and pedestrians being distracted. A great proportion of drivers (36%) failed to yield to pedestrians at marked crossings. The probability of conflict situations increased with cars travelling at a higher speed, higher traffic density, and pedestrians being distracted by a different activity while crossing. The findings of this study can add to the existing literature by helping to provide an understanding of the perception of encounter situations by the parties involved and the motives lying behind certain aspects of behaviour associated with these encounters. This seems necessary in order to develop suggestions for improvements. For instance, the infrastructure near pedestrian crossings should be designed in such a way as to take proper account of pedestrians' needs to feel safe and comfortable, as well as ensuring their objective safety. Thus, improvements should include measures aimed at reducing the speed of approaching vehicles (e.g. humps, speed cushions, elevated crossings, early yield bars, and narrow lanes), as this would enhance yielding by motor vehicles. Other measures that specifically rely on the subjective perception of different situations by the parties involved include the education and training of drivers, the aim of which is to promote their understanding and appreciation of pedestrians' needs and motives.

The main objectives of the present paper are to provide general information about the development and safety of bicycle traffic in the Czech Republic and the ways of influencing the behaviour of road users to promote a higher share of bicycle traffic and increase the safety of cyclists. A theoretical model of influences on road users' behaviour, applied to the issue of bicycle traffic, was used for this purpose. The safety of cyclists in the Czech Republic still seems to be rather low in comparison with other developed countries of the EU (such as the Netherlands, Denmark, and Germany), where, moreover, the intensity of cycle traffic is much higher than in the Czech Republic. According to the police figures, evidence indicates that a cyclist in the Czech Republic is at a 4.5 times higher risk of being killed in a traffic accident than a cyclist in the Netherlands. An urban area must offer mobility for everybody to be a pleasant place to live. Progress in transportation means improving conditions for all modes of transport. It is not the faster, motorised modes of transport that should get priority; the emphasis should be placed on sustainability, safety, and comfort. In the Czech Republic the major barriers which prevent higher rates of cyclists in urban areas and compromise their safety include: the insufficient quality of the surfaces of cycling paths (or their absence), cycling paths not being interconnected into a coherent network, a lack of places where bicycles can be parked securely, and a lack of facilities at workplaces for people who use bicycles to get to work. However, one of the main obstacles to a higher rate of bicycles being used as means of transport is generally the cyclists' low subjective feeling of safety, especially with regard to roads used together with cars.

In order to determine whether an experimentally induced experience has the potential to change future travel mode choice, we recruited 10 families living in a middle-sized city who used a car at least four times a week, and made them stop using the car for one month. Each adult family member kept a travel diary and interviews were conducted prior to the experiment, after one month without a car, and then three months and one year after the experiment ended. The results suggest that the participants&rsquo, attitudes towards different transportation modes did not change during the period of the study, but their actual travel behavior did. In this respect, several factors were identified that influence travel mode choice, once the participants are made aware of the decision process and break the habit of car use.

Globally, pedestrians represent 23% of all road deaths. Many solutions to protect pedestrians are proposed, in this paper, we focus on technical solutions of the ADAS–Advanced Driver Assistance Systems–type. Concerning the interaction between drivers and pedestrians, we want to have a closer look at two aspects: how to protect pedestrians with the help of vehicle technology, and how pedestrians–but also car drivers–perceive and accept such technology. The aim of the present study was to analyze and describe the experiences, needs, and preferences of pedestrians–and drivers–in connection with ADAS, or in other words, how ADAS should work in such a way that it would protect pedestrians and make walking more relaxed. Moreover, we interviewed experts in the field in order to check if, in the near future, the needs and preferences of pedestrians and drivers can be met by new generations of ADAS. A combination of different methods, specifically, an original questionnaire, on-the-spot interviewing, and expert interviews, was used to collect data. The qualitative data was analyzed using qualitative text analysis (clustering and categorization). The questionnaire for drivers was answered by a total of 70 respondents, while a total of 60 pedestrians agreed to complete questionnaires concerning pedestrian safety. Expert interviews (five interviews) were conducted by means of personal interviews, approximately one hour in duration. We conclude that systems to protect pedestrians–to avoid collisions of cars with pedestrians–are considered useful by all groups, though with somewhat different implications. With respect to the features of such systems, the considerations are very heterogeneous, and experimentation is needed in order to develop optimal systems, but a decisive argument put forward by some of the experts is that autonomous vehicles will have to be programmed extremely defensively. Given this argument, we conclude that we will need more discussion concerning typical interaction situations in order to find solutions that allow traffic to work both smoothly and safely.

A multifaceted activity, driving requires experience and a number of skills and personality and motivational prerequisites. Research has shown that such skills are not enough to ensure safe driving in the long term. In addition to the driver's performance characteristics, modern research into traffic psychology points out the role of personality traits and motivational factors: not only do the driver's capacities (skills) need to be assessed, but also motivational and personality factors (what they want to do). The present paper reports the results of a study of a group of 2,471 Czech drivers who underwent psychological assessment of their fitness to drive in the period 2013-2014. The reason for this procedure was their driving licence being suspended because of their reaching 12 points in the demerit point system or a single serious traffic violation (such as DUI or speeding). Another group comprised professional drivers with no previous problems in the performance of their work. Personality traits (personality tests - e.g. NEO-PI-R, PSSI) and skills (performance tests - e.g. VMT, D2, IST-2000-R) were assessed. The results indicate differences in personality traits between the groups of risk drivers (licences suspended) and good drivers (professional drivers). As for the performance characteristics, the differences between the two groups were not significant. Language: en