A limited proportion of drivers had experience with advanced driver assistance systems and fewer of these reported driving a vehicle in which Level 2 systems were available. Drivers reported that they would consult a variety of sources for information on how to use a Level 2 system. CONCLUSIONS The names of SAE Level 2 driving automation systems influence drivers' perceptions of how to use them, and the name "Autopilot" was associated with the strongest effect. While a name alone cannot properly instruct drivers on how to use a system, it is a piece of information and must be considered so that drivers are not misled about the correct usage of these systems. Practical Applications Manufacturers, suppliers, and organizations regulating or evaluating SAE Level 2 automated driving systems should ensure that systems are named so as not to mislead drivers about their safe use. INTRODUCTION The present study proposes to validate the Driver Ecological Glare Test (DEGT), a test developed to measure the benefit of a headlight glare Advanced Driver Assistance System (ADAS), by comparing it to a laboratory glare test. METHOD Twenty-four participants, aged from 55 to 70 years, were recruited to complete a visual examination, including monocular halo size measurement for both eyes using Vision Monitor device (MonCv3; Metrovision). An on-field evaluation took place at night at the UTAC CERAM test track to obtain disability glare measures using the DEGT. RESULTS A significant correlation was found between the two glare tests and Bland-Altman analysis reveals a good agreement with a bias of 73.7 arcmin between the halo size measurements obtained from the DEGT and Vision Monitor. The results of the present study demonstrate that the DEGT is a valid method to test halo size and is adapted to evaluate the benefits of an antiglare device for drivers in an ecological situation. INTRODUCTION Bicyclists are vulnerable users in the shared asset like roadways. However, people still prefer to use bicycles for environmental, societal, and health benefits. In India, the bicycle plays a role in supporting the mobility to more people at lower cost and are often associated with the urban poor. Bicyclists represents one of the road user categories with highest risk of injuries and fatalities. According to the report by the Ministry of Road Transport and Highways (Accidents, 2017) in India, there is a sharp increase in the number of fatal victims for bicyclists in 2017 over 2016. The number of cyclists killed jumped from 2,585 in 2016 to 3,559 in 2017, a 37.7% increase. METHOD Few studies have only investigated the crash risk perceived by the bicyclists while interacting with other road users. The present paper investigates the injury severity of bicyclists in bicycle-vehicle crashes that occurred in the state of Tamilnadu, India during the nine year period (2009-2017). The analyses demonstrate crashes and develop targeted countermeasures to mitigate injury severity. INTRODUCTION Understanding the shortcomings of child-pedestrians in evaluating traffic situations may contribute to producing intervention techniques that may increase their awareness to potential hazards as well as inform and inspire designers of autonomous vehicle and infrastructure systems to deal with the complications of crossing pedestrians. METHOD The present work examined pedestrians' hazard-perception (HP) skills in complex traffic scenes.  https://www.selleckchem.com/products/aminooxyacetic-acid-hemihydrochloride.html  Two experiments explored how pedestrians' HP abilities vary with age and experience. In the first, adults and youngsters (7-13-year-olds) were presented with pairs of photographs displaying traffic situations and instructed to compare between the hazard levels of the two. Findings revealed a marked trend where experienced-adults tended to rate photographs depicting field of view partially obscured by parked vehicles as more hazardous. Moreover, adults tended to rate photographs depicting vehicles closer to the crossing site as more hazardous. Lastly, adults tended to rate photographs depicting complex configurations like traffic circles, as more hazardous than T-junctions. RESULTS Findings suggested that youngsters may be highly influenced by cueing. Next, pedestrians' HP was tested using a crossing decision task. Participants observed traffic scenes presented in a dynamic simulated environment of an urban road from a pedestrian's perspective and pressed a response button whenever they assumed it was safe to cross. Compared to experienced-adults and 7-8-year-olds, 9-13-year-olds presented a less decisive performance. Compared to previous findings regarding simpler road crossing configurations, most participants, regardless of age, related more to the approaching vehicles and presence of a pedestrian crossing while refraining from addressing the road configuration. Implications for road-safety are discussed. INTRODUCTION Little is known about how characteristics of the environment affect pedestrians' road crossing behavior. METHOD In this work, the effect of typical urban visual clutter created by objects and elements in the road proximity (e.g., billboards) on adults and children (aged 9-13) road crossing behavior was examined in a controlled laboratory environment, utilizing virtual reality scenarios projected on a large dome screen. RESULTS Divided into three levels of visual load, results showed that high visual load affected children's and adults' road crossing behavior and visual attention. The main effect on participants' crossing decisions was seen in missed crossing opportunities. Children and adults missed more opportunities to cross the road when exposed to more cluttered road environments. An interaction with age was found in the dispersion of the visual attention measure. Children, 9-10 and 11-13 years old, had a wider spread of gazes across the scene when the environment was highly loaded-an effect not seen with adults. However, unexpectedly, no other indication of the deterring effect was found in the current study. Still, according to the results, it is reasonable to assume that busier road environments can be more hazardous to adult and child pedestrians. Practical Applications In that context, it is important to further investigate the possible distracting effect of causal objects in the road environment on pedestrians, and especially children. This knowledge can help to create better safety guideline for children and assist urban planners in creating safer urban environments.