No abstract

Rat genotypes tentatively identified as addiction-prone or addiction-resistant on the basis of alcohol preference and locomotor responsiveness to novelty--Lewis versus Fischer strains and Nijmegen high versus low responder lines--differed in time to develop intravenous cocaine self-administration habits, but did not differ in sensitivity to the ability of cocaine reward to summate with lateral hypothalamic brain stimulation reward. Moreover, rats from the Nijmegen low-responder line that initiated self-administration came to do so compulsively and to the same degree as did the Nijmegen high-responder rats. Thus the differences between both sets of genotypes appeared to reflect differences in reactions to the testing situation more than differences in reaction to the reinforcing drug per se.

Several converging trends appear to reshape the way citizens and goods move about. These trends are social, including urbanization and population growth, and technological, such as increased automation and connectivity. All these factors influence the market for connected, automated, shared and electric (CASE) vehicles, which presents many opportunities and challenges. The pace of the shift to a profoundly penetrated market for CASE vehicles is far from secure. Such transformation depends on the development of technologies, consumer attitudes, and policies. An expanding body of research has investigated the potential social and behavioral results of deploying CASE vehicles. However, most academic literature to date concentrates on technological issues linked to these vehicles. There are several teams from federal and state agencies, OEMs, academia, startups, and consortiums working on this complex subject. This study investigates several academic papers, as well as federal and industry reports, considering all the stakeholders mentioned above. Its aim is to present a comprehensive picture of the implementation barriers and drivers of CASE vehicle usage and provide suggestions to solve them. The findings confirm that several issues are currently affecting the implementation of CASE vehicles on the road. Although there have been significant partnerships and collaborations between CASE vehicle stakeholders, namely technology companies, federal-state agencies, and academic scholars, considerable work is still required to solve the remaining barriers facing CASE-related technologies. This would enable decision-makers to create effective policies for future transportation networks and increase the speed of CASE vehicle market penetration to enhance road network's level of service.