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Two-handed automobile steering at low vehicle speeds may lead to reduced steering ability at large steering wheel angles and shoulder injury at high steering wheel rates (SWRs). As a first step toward solving these problems, this study aims, firstly, to design a surface electromyography (sEMG) controlled steering assistance interface that enables hands-free steering wheel rotation and, secondly, to validate the effect of this rotation on path-following accuracy.

A total of 24 drivers used biceps brachii sEMG signals to control the steering assistance interface at a maximized SWR in three driving simulator scenarios: U-turn, 90º turn and 45º turn. For comparison, the scenarios were repeated with a slower SWR and a game steering wheel in place of the steering assistance interface. The path-following accuracy of the steering assistance interface would be validated if it was at least comparable to that of the game steering wheel.

Overall, the steering assistance interface with a maximized SWR was comparable to a game steering wheel. For the U-turn, 90º turn and 45º turn, the sEMG-based human–machine interface (HMI) had median lateral errors of 0.55, 0.3 and 0.2 m, respectively, whereas the game steering wheel, respectively, had median lateral errors of 0.7, 0.4 and 0.3 m. The higher accuracy of the sEMG-based HMI was statistically significant in the case of the U-turn.

Although production automobiles do not use sEMG-based HMIs, and few studies have proposed sEMG controlled steering, the results of the current study warrant further development of a sEMG-based HMI for an actual automobile.

To support the standardized evaluation of bicyclist automatic emergency braking (AEB) systems, test scenarios, test procedures and test system hardware and software tools have been investigated and developed by the Transportation Active Safety Institute (TASI) at Indiana University-Purdue University Indianapolis. This paper aims to focus on the development of test scenarios and bicyclist surrogate for evaluating vehicle–bicyclist AEB systems.

The harmonized general estimates system (GES)/FARS 2010-2011 crash data and TASI 110-car naturalistic driving data (NDD) are used to determine the crash geometries and environmental factors of crash scenarios including lighting conditions, vehicle speeds, bicyclist speeds, etc. A surrogate bicyclist including a bicycle rider and a bicycle surrogate is designed to match the visual and radar characteristics of bicyclists in the USA. A bicycle target is designed with both leg pedaling and wheel rotation to produce proper micro-Doppler features and generate realistic motion for camera-based AEB systems.

Based on the analysis of the harmonized GES/FARS crash data, five crash scenarios are recommended for performance testing of bicyclist AEB systems. Combined with TASI 110-car naturalistic driving data, the crash environmental factors including lighting conditions, obscuring objects, vehicle speed and bicyclist speed are determined. The surrogate bicyclist was designed to represent the visual and radar characteristics of the real bicyclists in the USA. The height of the bicycle rider mannequin is 173 cm, representing the weighted height of 50th percentile US male and female adults. The size and shape of the surrogate bicycle were determined as 26-inch wheel and mountain/road bicycle frame, respectively. Both leg pedaling motion and wheel rotation are suggested to produce proper micro-Doppler features and support the camera-based AEB systems.

The results have demonstrated that the developed scenarios, test procedures and bicyclist surrogate will provide effective objective methods and necessary hardware and software tools for the evaluation and validation of bicyclist AEB systems. This is crucial for the development of advanced driver assistance systems.

The purpose of this research project was to improve public awareness to improve public awareness of the importance of energy conservation and to improve the use of simple conservation strategies. A thorough evaluation of the net gain from the numerous energy campaigns rolled out to the public every year is lacking. This study conducted pre- and post-campaign surveys and focus groups to evaluate one campaign’s impact on self-reported energy behaviors.

The campaign used television public service announcements and a website to improve awareness of the city’s efforts to conserve energy and to increase individual energy conservation practices. Focus groups (n = 40) were used to identify common barriers to conservation, and pre- and post-surveys (n = 533, 479) were conducted to evaluate the campaign’s effectiveness.

Results indicated that the campaign increased positive changes in changing light bulbs and confidence in taking action to turn down thermostats, unplug devices and turn off lights. While follow-up research is needed on the precise mechanism of the psychological process at work, the findings are consistent with the concepts of self and response efficacy as needed components of any behavior change. The authors advocate the adoption of research-informed message design to maximize communication campaign effects.

This paper demonstrates how the combination of three prominent persuasion theories can be used to develop behavior change campaigns. Also, it is one of the few studies to evaluate the effectiveness of the Energy Star campaign.

This study aims to make full use of the advantages of connected and autonomous vehicles (CAVs) and dedicated CAV lanes to ensure all CAVs can pass intersections without stopping.

The authors developed a signal coordination model for arteries with dedicated CAV lanes by using mixed integer linear programming. CAV non-stop constraints are proposed to adapt to the characteristics of CAVs. As it is a continuous problem, various situations that CAVs arrive at intersections are analyzed. The rules are discovered to simplify the problem by discretization method.

A case study is conducted via SUMO traffic simulation program. The results show that the efficiency of CAVs can be improved significantly both in high-volume scenario and medium-volume scenario with the plan optimized by the model proposed in this paper. At the same time, the progression efficiency of regular vehicles is not affected significantly. It is indicated that full-scale benefits of dedicated CAV lanes can only be achieved with signal coordination plans considering CAV characteristics.

To the best of the authors’ knowledge, this is the first research that develops a signal coordination model for arteries with dedicated CAV lanes.

This paper aims to contribute to the debate over the desirability of introducing an accrual-based accounting system in the public sector by examining whether accrual-based accounting information is superior to cash-based information in the context of public sector entities.

This paper applies a quantitative research method to assess the degree of smoothness and relevance of the accrual components of income recorded by 302 entities of the Italian National Health Service (INHS) over the period 2014–2020.

The analysis reveals that net income is smoother than cash flows as a summary measure of economic results and that accounting for accruals improves the predictability of future cash flows. However, the authors' novel disaggregation of accrual accounts reveals that those accounts that contribute the most to making income smoother than cash flows – noncurrent assets and liabilities – are also those that contribute the least to predicting future cash flows.

The disaggregation of accrual accounts allows to identify the sources of the informational benefits of accrual accounting, and to document the existence of an informational “trade-off” between smoothness and relevance in the context of public sector entities.

The gap that this research attempts to fill is to analyse the explanatory factor “industry” when assessing the reputation of a corporate group. In other words, this research attempts to demonstrate the impact of the “industrial halo” on the assessment of corporate reputation, given that, to date, the academic literature has not considered industry as an explanatory variable in the assessment of the reputation of private companies.

A sample of 43 Spanish companies was used to analyse the relationship between the reputation of firms as measured by the Merco Empresas index, and the industries to which they belong, after controlling for company performance, size, turnover, public recognition of their leadership, and corporate responsibility. This involved conducting a cross-sectional analysis of the relationship between the variables for each year in the time period from 2005 to 2016. The available data were taken from the firms' annual financial reports and websites, as well as from the Merco.

The paper shows the existence of industrial halos that account for the corporate reputation of businesses in Spain. It is also shown that industrial halos are not permanent over time, and that they tend to occur in years of crisis.

It would have been desirable for this study to have had sufficient data to include other industries, but this was not possible. As for possible extensions, in addition to expanding the period considered, other analytical techniques, such as panel data models, could be applied to allow comparison with the results obtained here.

The results of this study have some practical implications. Firstly, firms that publish corporate reputation rankings should be aware of the distortion that the industrial halo can produce, especially in times of uncertainty, and seek to correct for it in their measurements. And secondly, corporate groups themselves should assume that the reputation of the industry affects their individual reputation, and consequently, they should see the other companies in the industry not only as competitors but also as “reputational allies”. They should therefore make collective efforts to improve in this respect, especially in the face of reputational crises.

This paper provides a better understanding of the relationship between the reputation of a company and the industry to which it belongs, and of its permanence over time. This relationship has been little studied in the Spanish market to date.

本研究擬分析當企業集團的信譽被評估時的解釋性因素-行業,以填補現時的研究缺口。具體來說,研究人員鑒於學術文獻至今仍未於評估私營企業的信譽時、把行業當作是一個解釋變量來看待,故擬進行研究、以顯示行業光環在評估企業信譽時所產生的影響。

研究使用的樣本為43間西班牙公司。研究人員分析以Merco Empresas 指數來測量的公司信譽與公司所屬行業之間的關係。有關的分析調控了公司的業績、規模、營業額、企業責任、以及企業領導能力的公眾認可程度所帶來的影響。研究人員對有關變量間的關係進行橫向分析 分析於2005年至2016年期間年度性地進行。現有數據取自有關公司的年度財務報表和其網站,也有取自Merco的。

研究結果表明了可解釋西班牙企業信譽的行業光環是存在的。研究結果亦顯示、行業光環不是永恆的,而且,行業光環往往會在營運極其困難的年度內出現。

本文讓我們更深入瞭解公司信譽與公司所屬行業之間的關係,以及其在時間上的永恆性。就這相關的關係而言,探討西班牙市場的研究至今為數不多。

Using real-time data from the University of Luxembourg’s COME-HERE nationally representative panel survey, covering more than 8,000 individuals across France, Germany, Italy, Spain, and Sweden, the author investigates how income distributions and poverty rates have changed from January to September 2020. The author finds that poverty rates increased on average in all countries from January to May and partially recovered in September. The increase in poverty is heterogeneous across countries, with Italy being the most affected and France the least; within countries, COVID-19 contributed to exacerbating poverty differences across regions in Italy and Spain. With a set of poverty measures from the Foster–Greer–Thorbecke family, the author then explores the role of individual characteristics in shaping different poverty profiles across countries. Results suggest that poverty increased disproportionately more for young individuals, women, and respondents who had a job in January 2020 – with different intensities across countries.

This research examines what motivates professional truck drivers to engage in eco-driving by linking their self-reports with objective driving scores.

Theory of Planned Behavior (TPB) is illustrated in an embedded, single-case study of a Finnish carrier with 17 of its truck drivers. Data are obtained through in-depth interviews with drivers, their fuel-efficiency scores generated by fleet telematics and a focus group session with the management.

Discrepancies between drivers’ intentions and eco-driving behaviors are illustrated in a two-by-two matrix that classifies drivers into four categories: ideal eco-drivers, wildcards, wannabes and non-eco-drivers. Attitudes, subjective norms and perceived behavioral control are examined for drivers within each category, revealing that drivers’ perceptions did not always align with the reality of their driving.

This study strengthens the utility of TPB through data triangulation while also revealing the theory’s inherent limitations in elucidating the underlying causes of its three antecedents and their impact on the variance in driving behaviors.

Managerial insights are offered to fleet managers and eco-driving solution providers to stipulate the right conditions for drivers to enhance fuel-efficiency outcomes of transport fleets.

This is one of the first studies to give a voice to professional truck drivers about their daily eco-driving practice.

This study aims to propose a centralized optimal control model for automated left-turn platoon at contraflow left-turn lane (CLL) intersections.

The lateral lane change control and the longitudinal acceleration in the control horizon are optimized simultaneously with the objective of maximizing traffic efficiency and smoothness. The proposed model is cast into a mixed-integer linear programming problem and then solved by the branch-and-bound technique.

The proposed model has a promising control effect under different geometric controlled conditions. Moreover, the proposed model performs robustly under various safety time headways, lengths of the CLL and green times of the main signal.

This study proposed a centralized optimal control model for automated left-turn platoon at CLL intersections. The lateral lane change control and the longitudinal acceleration in the control horizon are optimized simultaneously with the objective of maximizing traffic efficiency and smoothness