Strong design drivers

In this case, there are two rather simple, although important, conclusions to be drawn. For the main target, D2, lipophilicity is not a driver for potency. Thus, making the compounds more potent does not impose an implicit risk to make them more lipophilic. For the counter-target, the o receptor, lipophilicity is strongly correlated to potency. This opens up for the simple hypothesis for separating D2 and o activity by designing less lipophilic compounds. 

Vertical closed-cycle helium turbomachinery may be developed and deployed before horizontal helium turbomachinery, because the first application of a closed helium cycle will most likely be to direct-cycle power conversion for gas-cooled reactors (potentially the NGNP). Thus, at the time of deployment of the MCGC, engineering design and manufacturing capabilities are likely to be further advanced for vertical machinery than for horizontal. As with aeroturbines, there exist strong drivers to reduce the mass of vertical helium turbomachinery that have the potential to ultimately make vertical machinery less expensive and resource-intensive than horizontal machinery. 

A key issue in the context of false-positive system actions concerns which parameters strongly influence the acceptance of the driver. These parameters can be considered especially during the design phases and assessed as far as possible in a simulation regarding frequency of occurrence. The negative aspect of false system actions as well as a low acceptance of those could be— at least partly—compensated for by the benefit of the system and the high acceptance of pedestrian protection itself. However, the correct action of such a system will hardly be experienced by any driver, as the probability of a pedestrian accident is extremely low (see Sect. 1.2). The relationship between level of hazard of the situation, as perceived by the driver, and plausibility of the system action is also an important issue. 

The concepts of positive, neutral, and negative transfer have strong implications for methodological and measurement issues relative to behavioural adaptation. Most safety system designers anticipate that once a safety system is discontinued, driver behaviours will return to levels they were at before the system was introduced. For example, it is assumed that immediately after an adaptive cruise control (ACC) system s headway maintenance control is deactivated, drivers would once again actively... 

In our study there was a strong correspondence between the posted speed limit on a road and the design speed of the road. The design speed is the speed at which a car can drive safely on the road. Often the design speed may not be obvious to the driver. This is because actual design considerations extend beyond the road s most visible characteristics such as its width. 

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