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Figure 3. Comparison of Velocity and Headway between FCW-supported and non-supported groups on Urban Road of new in-vehicle technology for avoiding unexpected negative effects on a certain age and gender segment. 5. ACKNOWLEDGMENTS This research was supported in part by Daegu Gyeongbuk Institute of Science and Technology (DGIST) Research Program (Project No. 12-S-01) of the Ministry of Education, Science, and Technology (MEST), and Establishment Program of Industrial Original Technological Base (Project No. M0000009) of the Ministry of Knowledge Economy (MKE). 6. REFERENCES [1] Marshall, D. C., Wallace, R. B., Torner, J. C., and Leeds, M. B. 2010. Enhancing the effectiveness of safety warning systems for older drivers: project report. DOT HS 811 417. National Highway Traffic Safety Administration. [2] ABIresearch, Advanced Driver Assistance Systems (ADAS), http://www.abiresearch.com/press/global-driver-assistancesystems-revenues-to-reach (last accessed on 3 rd Oct. 2012) [3] Highway Loss Data Institute. 2012. They’re working: Insurance claims data show which new technologies are preventing crashes. Status Report. 47, 5, 1-8. [4] Van der Laan, J.D., Heino, A., and De Waard, D., 1997. A simple procedure for the assessment of acceptance of advanced transport telematics. Transportation Research Part C. 5, 1, 1–10. [5] Regan, M., Mitsopoulos, E., Haworth, N., and Young, K., 2002. Acceptability of in-vehicle intelligent transport systems to Victorian car drivers. Monash University Accident Research Centre, Melbourne, Australia. 144 Adjunct Proceedings of the 4th International Conference on Automotive User Interfaces and Interactive Vehicular Applications (AutomotiveUI '12), October 17–19, 2012, Portsmouth, NH, USA Figure 4. Comparison of SDLP and SRR between LDWsupported and non-supported groups on Urban Road [6] Comte, S., Wardman, M., and Whelan, G. 2000. Drivers' acceptance of automatic speed limiters: implications for policy and implementation. Transport Policy. 7, 4, 259-267 [7] Piao, J., McDonald, M., Henry, A., Vaa, T., and Tveit, Ø., 2005. An assessment of user acceptance of intelligent speed adaptation systems. In Proc. Intelligent Transportation Systems, Vienna, Austria, 1045-1049. IEEE. [8] Brookhuis, K.A., van Driel, C.J.G., Hof, T, van Arem, B., and Hoedemaeker, M. 2008. Driving with a congestion assistant; mental workload and acceptance. Applied Ergonomics. 40, 1019-1025. [9] Mobileye, Mobileye C2-170, http://www.mobileye.com/allproducts/mobileye-c2-series/mobileye-c2-170 (last accessed on 3 rd Oct. 2012) [10] Davis, F. D., Bagozzi, R. P., and Warshaw, P. R. 1989. User acceptance of computer technology: A comparison of two theoretical models. Management Science. 35, 8, 982-1003. [11] Son, J., Park, M., and Oh, H. 2012. Sensitivity of multiple cognitive workload measures: a field study considering environmental factors. In Proc. Cognitive Load Workshop in Automotive UI, Portsmouth, NH, 1-4. [12] Son, J., Reimer, B., Mehler, B., Pohlmeyer, A. E., Godfrey, K.M., Orszulak, J., Long, J., Kim, M.H., Lee, Y.T. and Coughlin, J. F. 2010. Age and cross-cultural comparison of drivers’ cognitive workload and performance in simulated urban driving. International Journal of Automotive Technology, 11, 4, 533-539. [13] Son, J., Lee, Y., and Kim, M. 2011. Impact of traffic environment and cognitive workload on older drivers’ behavior in simulated driving. International Journal of Precision Engineering and Manufacturing. 12, 1, 135-141.
MobiliNet: A Social Network for Optimized Mobility Stefan Diewald, Andreas Möller, Luis Roalter Technische Universitat München Arcisstraße 21, 80333 Munich, Germany stefan.diewald@tum.de, andreas.moeller@tum.de, roalter@tum.de ABSTRACT In this paper, we present our vision of MobiliNet. MobiliNet is a user-oriented approach for optimising mobility chains with the goal of providing innovative mobility across di↵erent types of mobility providers – from personal short range battery powered mobility aids over di↵erent types of public transports (e.g. buses, short distance train networks) to personal mobility means (e.g. car sharing). Our vision for MobiliNet is based on a social networklike system that is not limited to human participants. By including vehicles, corporations, parking spaces and other objects and spaces, the system could make traveling more comfortable and less stressful, and finally more e cient for the travellers. MobiliNet allows high-level trip planning, but also pays attention to other important details of the supported means of transportation. Especially for user groups with special needs, MobiliNet actively supports self-determined mobility. Thus enables again an active participation of this user group in in social life. Besides supporting travellers, the system could also create new business opportunities for transport associations and car sharing corporations. Keywords Adjunct Proceedings of the 4th International Conference on Automotive User Interfaces and Interactive Vehicular Applications (AutomotiveUI '12), October 17–19, 2012, Portsmouth, NH, USA Intermodality, mobile device, mobility chains, self-determined mobility, social networks, social transportation network, vehcile-to-x communication. 1. INTRODUCTION Seamless mobility, provided by intermodal mobility chains, is a great challenge, especially in rural contexts. We understand intermodality as follows, though focusing only on human transportation: ‘Intermodality is a quality indicator of the level of integration between the di↵erent modes: more intermodality means more integration and complementarity between modes, which provides scope for a more e cient use of the transport system. The economic basis for intermodality is that transport modes which display favourable intrinsic economic and operational characteristics individually, can be integrated into a door-to-door transport chain in order to improve the overall e ciency of the transport system.’ 1 Providing e cient mobility across individual means of 1 ftp://ftp.cordis.europa.eu/pub/transport/docs/intermodal_ freight_transport_en.pdf, lastaccessedAugust24,2012. Copyright held by author(s). AutomotiveUI’12, October 17-19, Portsmouth, NH, USA. Adjunct Proceedings. Matthias Kranz Luleå University of Technology Department of Computer Science, Electrical and Space Engineering Luleå, Sweden matthias.kranz@ltu.se transportation and o↵ered by several independent mobility providers, is a challenge for personal mobility in tomorrow’s networked society. In contrast to the trend of urbanisation where especially younger people move to the growing cities, elderly people are staying in rural environments. These creates additional challenges to the mobility chains, i.e. be accessible for people with special needs such as elderly people, people with limited physical mobility (i.e. due to handicaps), people with baby carriages, etc. Barrier free accessibility according to the existing norms can address these problems only partially. Broader and holistic concepts are needed here. In rural areas, even fit people that do not need to carry anything around can have problems traveling only a few kilometres when they do not own a private car. Given that most privately owned cars are standing for more than 90% of the day and the costs of ownership and mobility, alternatives are needed that ensure personal mobility in the future. Therefore, many people are dependent on the assistance of people owning a car, or have to stick to the sparse public transportation schedules. In order to improve the mobility situation with these users in mind, we have designed our vision of MobiliNet. MobiliNet is an user-oriented approach for optimising mobility chains for all kinds of user groups, not limited to people needing barrier-free access or other support. Our social network-like system allows for allocation and coordination of mobility services and can be accessed by all Internet-connected devices. We, by this approach, treat the network of vehicles like a social network, as it has e.g. be done with objects in the context of the Internet of Things [10]. This allows using the system from everywhere. And due to the great success of smartphones and tablet PCs, most people could even use the system while traveling. The usage of modern Internet connected devices does not automatically mean the exclusion of elderly people. For example, Kobayashi et al. have evaluated the touchscreen interaction of elderly users and created a set of guidelines for creating user interfaces that can satisfy the demands of all age groups [7]. Following rules like that, one should be able to create a system that could be operated by everybody. MobiliNet is based on a platform which interlinks not only people with each other, but also vehicles, public transport stations, parking lots, and other mobility related systems and services. The integration of “things” into Internet-services is often referred to with the term “Internet of Things” [11]. Adapting this term to our approach, one could say that MobiliNet is a service for the “Internet of Mobility”. The remainder of the paper is structured as follows: We first situate our vision with respect to future visions and 145
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