Behavioral shifts after a fatal rapid transit accident: A multinomial logit model

The Washington, DC Metrorail collision in 2009 presents a rare opportunity to study rapid transit passengers’ responses to a highly publicized rail incident entailing injuries and fatalities. To investigate behavioral responses to the accident, particularly mode shifts, we conducted a web-based survey of approximately 300 commuters traveling on Metrorail after the accident who had used Metrorail in the 6 months prior to the collision. The most common response to the accident was avoidance of the first and last train cars. Some respondents substituted some Metrorail trips with other modes or took fewer Metrorail trips. To investigate factors influencing these behavioral responses, we employ multinomial logit models to explore the statistical association between respondent and travel characteristics and the choice among the options of (1) making no changes, (2) avoiding certain seating locations, (3) changing modes of transportation, and (4) changing both seating locations and modes of transportation. Results suggest that travel inertia, specifically mode inertia, exists, in that respondents generally prefer not to make mode or travel choice changes. However, some mode characteristics, such as cost differences and frequent delays have a statistically significant association with mode switching. Gender and the presence of children in the household correlate with the option selected.     

Minimising risks and distractions for young drivers and their passengers: An evaluation of a novel driver–passenger training program

The purpose of the present study was to evaluate a pilot program designed to teach communication skills to young drivers and passengers. Sixty-two young males recruited as 31 pairs of friends, all aged between 18 and 21 years and holding a probationary drivers licence, were randomly assigned to a training or no-training condition. A training program was developed based upon elements of existing team training programs. Driver and passenger pairs operated a driving simulator through scenarios designed to measure aspects of safe driving behaviour and hazard response. Communications between driver and passenger were also measured. All participants were administered the Driver Behaviour Questionnaire before and approximately 2 months after simulator testing. Compared to the untrained group the trained participants exhibited a larger following distance, reduced speed significantly when faced with an unexpected hazard on the road, and exhibited more safe communications. Although current passenger restrictions are warranted, the present results reveal an alternative view of adolescent passengers: rather than being a negative influence on drivers, adolescent passengers can potentially be trained to become a positive influence.     

Mental maps in chacma baboons (<Emphasis Type="Italic">Papio ursinus</Emphasis>): using inter-group encounters as a natural experiment

Encounters between groups of wild chacma baboons (Papio ursinus) can be viewed as a natural experiment to investigate the nature of these primates’ mental representations of large-scale space. During a 16-month field study in a high population density habitat we recorded the foraging routes and the most important resources of a group of 25 individuals. Also, we estimated the locations of additional baboon groups relative to the study group. Routes were less linear, travel speed was higher, and inter-resource distances were larger when other groups were present within 500 m of the focal group; thus, the study group avoided others by taking detours. We predicted that evasive manoeuvres would be characteristic of different possible orientation mechanisms, and compared them with our observations. We analysed 34 evasive manoeuvres in detail. In an area that lacked prominent landmarks, detours were small; larger detours occurred when resources were directly visible, or in the vicinity of a hill offering conspicuous landmarks. In areas without prominent landmarks, detours were along familiar routes and waiting bouts of up to 60 min occurred; on one occasion the study group aborted their entire day’s journey. We discuss these findings in the light of time and energy costs and suggest that the baboons lack the ability to compute Euclidean relations among locations, but use network maps to find their way to out-of-sight locations. This contribution is part of the Special Issue “A Socioecological Perspective on Primate Cognition” (Cunningham and Janson 2007a).     

Explanatory factors of distorted perceptions of travel time in tram

This study has two aims. The first is to research the factors that influence deviations in perceptions of travel time with respect to actual travel time by analyzing distorted perceptions of travel time in tram. The second aim is to find out whether these explanatory factors are different for the two segments of users according to the sign of errors in their travel time perceptions, i.e. those who overperceive and those who underperceive travel time.This work is based on an internet survey carried out on students from the University of La Laguna, Spain, in May 2009, using revealed preference data. Several linear regression models were estimated using the backward elimination method of selecting variables. The variable called “perception error rate” is proposed as a measure of distorted perceptions of in-vehicle travel time and is explained as a function of actual in-vehicle travel time and a series of other novel variables, such as the perception of other travel time components (access, waiting, egress), as well as certain characteristics of the trip and traveler. The results obtained provide evidence that some of the variables that explain the distorted perceptions of travelers are different between the overperceiving and underperceiving samples. This finding shows that estimating just one model with a total sample could lead to erroneous conclusions. Since travelers make decisions based on their perceived travel times, transport policy should focus on overperceiving travelers, and specifically on those who travel frequently. According to our results, policies should be aimed at facilitating access to stops, increasing frequency of service to reduce waiting time and decreasing the relative advantages associated with the use of private vehicles. This last point is because travelers overperceive travel time by tram more when accessing tram stops by car.     

Measuring rail passenger crowding: Scale development and psychometric properties

Research on rail passenger crowding often tacitly subscribes to a measurement of crowding based on density (i.e. physical conditions involving space limitations) and rarely considers the possible role psychological factors may play in measuring this construct. This paper describes the development of an instrument that captures the dimensionality of rail passenger crowding and its relationship to the experience of stress and feelings of exhaustion. The proposed instrument is a 20-item self-rating questionnaire consisting of three sub-scales designed to assess subjective crowding experiences among rail users (n = 525). Findings from the factor analyses generally support the hypothesised three-factor structure of the measurement model (evaluation of the psychosocial aspects of the crowded situation, evaluation of the ambient environment of the crowded situation, and affective reactions to the crowded situation). All sub-scales demonstrate excellent internal consistency and construct validity as well as good convergent and discriminant validity values. The instrument was further tested using structural equation modelling to examine the impact of crowding on commuters’ stress and feelings of exhaustion. With the addition of the “passenger density” variable as an indicator of objective measurement of crowding operating in tandem with the crowding sub-scales, the results reveal that: (1) commuters’ evaluations of the psychosocial aspects of the crowded situation and of its ambient environment, alongside their rating of passenger density, significantly predict affective reactions to the crowded situation; (2) these affective reactions, in turn, significantly predict stress and feelings of exhaustion; and (3) evaluations of the psychosocial aspects of the crowded situation and of its ambient environment as well as passenger density do not directly predict stress and feelings of exhaustion. The link between rail passenger crowding and the negative outcomes therefore does not appear as a simple, direct relationship, but is mediated by affective feelings of crowdedness. Overall, these results provide satisfactory psychometric properties for the proposed instrument and support its use as an assessment tool for measuring crowding experience in the rail setting.     

Conversing while driving: The importance of visual information for conversation modulation

Multiple studies have shown an increased accident risk due to telephoning while driving. On the other hand, driving with passengers leads to a decreased accident risk. One explanation is a conversation modulation by passengers in cars which leads to a different conversation pattern which is not so detrimental to driving as that when phoning. A driving simulator study was conducted in order to examine this conversation modulation more closely and to find out more about the factors involved in this modulation, especially about the role of visual information available to the passenger. In a within-subject design the conversational patterns of 33 drivers and passengers in different in-car settings (passenger as usual, passenger without front view or passenger without view of the driver) were compared to a hands-free cell phone and to a hands-free cell phone with additional visual information either about the driving situation or the driver. Participants were instructed to have a naturalistic small-talk with a friend. Results of the drivers’ speaking behavior showed a reduction of speaking while driving. Compared to a conversation partner on the cell phone, a passenger in the car varies his speaking rhythm by speaking more often but shorter. Further analyses showed that this effect is also found with a cell phone when providing the conversation partner additional visual information either about the driving situation or the driver. This latter finding supports the idea that conversation modulation is not triggered by being in the car but by the visual information about the driver’s state and the driving situation.     

Sexual behaviours among dyadic vehicle occupants

Sexual activity while driving is a risky behaviour frequently found across media. However, much is unknown about the practices and roles that dyadic occupants of vehicles (i.e. a driver and passenger) perform when engaging in sexual activity while driving. To cover this gap, a content analysis of sexually explicit media (SEM) was conducted on a sample of 208 videos taken from Pornhub.com. The videos portrayed a naturalistic driving situation of a driver of a moving vehicle engaging in sexual activity with a passenger. Videos were coded for sexual behaviours and characteristics of the vehicle occupants (gender and role). Drivers were generally male, while passengers were female. A range of sexual activities while driving were coded, including oral sex, unclothed and clothed masturbation, varying levels of nudity, and ejaculation. Drivers appear to be the focus of sexual attention, as they are generally the ones receiving sexual acts from the passenger, and predominantly ejaculating. Additionally, female passengers perform oral sex on drivers more often than male passengers, and female vehicle occupants tend to have greater levels of nudist exposure than males. This study highlights the complexities of sexual activity while driving and patterns for consideration when developing interventions.     

The Passenger Effect: Risky Driving is a Function of the Driver‐Passenger Emotional Relationship

This research focused on the influence of imaginary passengers on drivers' estimation of the probability of having an accident in traffic situations. Participants had to imagine riding a motorcycle with either a son or a workmate as a passenger. Their task was to assess the risk of accident in a set of traffic scenarios. Risk perception was a function of sex and type of passenger. Women perceived higher risk when the passenger was a son than when a workmate. In contrast, men's estimations were rather the same for both passengers. The emotional significance of the consequences of the accident (losing a son vs. losing a workmate) modulate the perception of probability of having an accident. Finally, these results could help in designing more effective campaigns promoting road safety. Copyright © 2013 John Wiley & Sons, Ltd.     

A time–cost optimization of the national postal distribution network

The postal distribution network in the Czech Republic consists actually of 69 local transit centres (according to the administrative division of the Czech Republic). Each of them operates the post offices in the given region. Some of the important local transit centres can be selected as sorting centres—transhipment points for postal consignments. The aim of this paper is to present a bicriterial optimization model for the selection of the subset of transhipment points from the set of transit centres and choosing their appropriate equipment, such as sorting machines. Another important output of the model is the assignment of the transit centres to the sorting centres. There are two basic optimization criteria defined in this model: minimization of the sum of investment and operational costs connected with building and operating of the sorting centres and the maximization of the percentage of postal consignments delivered to the appropriate post office in the desired time (next day). The proposed model contains several thousands of zero‐one variables and constraints. The model has been verified, and the results accepted. Copyright © 1999 John Wiley & Sons, Ltd.     

Peer passenger identity and passenger pressure on young drivers’ speeding intentions

Young drivers, aged 17-24 years, have the highest fatality rate in Australia. It is believed that part of this risk is due to pressure from peer passengers to engage in speeding; which may be active (i.e., verbal encouragement) or passive (i.e., perceived pressure on the part of the driver). The Theory of Planned Behaviour (TPB) was used to investigate this impact of peer passengers on young drivers, particularly the influence of the type of peer pressure and a driver’s level of identification with their passengers. A scenario-based questionnaire was constructed, informed by focus groups and pilot studies, and distributed to university students (N = 398). The questionnaire measured participants’ intentions and the TPB constructs, including two components of perceived behaviour control, within a baseline scenario as well as an experimental scenario in which the variables of type of pressure and identification were manipulated. Consistent with the hypotheses, the study found that attitudes and self-efficacy significantly predicted intentions over and above the variance explained by the sociodemographic variables of age, gender, self-esteem, sensation seeking, as well as past behaviour and exposure. Across the scenarios, attitudes explained between 4.3% and 14.5%, while self-efficacy to refrain from speeding explained between 4.9% and 17.1%, of the unique variance in intentions to speed. However, contrary to expectations, intentions to speed were found to be higher in the “no passenger” than “passenger present” conditions, although this finding is not completely inconsistent with recent literature. A high level of identification with passengers led to higher intentions to speed than low identification as expected, but, inconsistent with expectations, different types of pressure (i.e., active versus passive) did not influence intentions to speed.     

Inertial cues do not enhance knowledge of environmental layout

Several sensory modalities besides vision are available to people as they move through an environment, learning where things are. For example, sensory information about linear and angular acceleration (i.e., inertial information) has been shown to be useful for maintaining orientation in a room-sized space. Because noise in inertial systems can compound over time and over extended travel, it is an open question whether inertial information is important for acquiring knowledge about large-scale environments. We addressed this issue in an experiment in which people learned the spatial layout of a large environment under conditions that varied in the degree to which valid inertial cues were available. The presence of valid inertial cues did not facilitate the acquisition of an accurate memory of the environment. Moreover, the presence of invalid inertial cues did not interfere with such acquisition. We conclude that the effect of inertial information on the acquisition of environmental knowledge is minimal.     

Would you rather teleport or spend some time commuting? Investigating individuals’ teleportation preferences

The “teleportation test” is a unique question—used in some travel behavior research since the 2000s—to examine individuals’ perceptions towards travel time and affinities for travel. It gives people a hypothetical choice between teleporting or spending some time traveling. All studies (using different methods, including focus groups, interviews, and questionnaires) have consistently reported high teleportation preferences (about 70%). Yet, few correlates of teleportation preferences (especially sociodemographic and perceptual characteristics) have been investigated. Using data from an online questionnaire of 648 commuters in Portland, Oregon, this study investigated factors affecting individuals’ teleportation preferences. While generally representative of the area’s commuters, the sample did have higher shares of high-income workers and people using active modes or transit. Overall, 62% of respondents preferred to teleport than to spend some time commuting. Results from binary logit models identified actual commute duration, typical mode of travel, and “ideal” travel time (but no demographic attributes) as major predictors of preferences to teleport. As expected, people with longer commute durations had a greater desire to teleport, whereas bicyclists and pedestrians more often preferred to commute. People with longer ideal travel times had a greater affinity to commute and were less keen to teleport. Analysis of follow-up questions exploring reasons for respondents’ answers suggested that most “teleporters” were motivated by saving time to do other things, while most “commuters” found parts of their commutes to be enjoyable or productive. Findings from this study are consistent with related studies in implying that a teleportation preference does not necessarily represent zero ideal travel time or viewing travel time as wasted. Finally, this study discusses several travel behavior policy implications of the teleportation test, along with limitations and areas for future research.     

Effects of a front-seat passenger on driver attention: An electrophysiological approach

The human attention system is limited in capacity, and when performing two concurrent tasks there is competition for cognitive resources. This is particularly important in dangerous scenarios, such as driving on sharp curves where deficits in performance can be caused by various sources of distraction, including the presence of a passenger in the vehicle. In the present study, a dual-task paradigm was employed to examine the nature of attentional limits while operating a driving simulator in the presence of a passenger. The primary driving task had two levels of difficulty and event-related potentials (ERP) were collected from a secondary auditory task. In addition to several driving performance measures, our main ERP of interest was the P300. In dual-task studies, increases in primary task difficulty have been shown to reduce the amplitude of the P300 elicited by a secondary task. This presumably occurs because attentional resources initially dedicated to the secondary task are consumed by the primary task. The present results showed that compared to driving solo, the presence of a passenger was associated with a decrease in P300 amplitude in the more difficult driving conditions. These results suggest that in-car passengers may consume valuable resources in difficult driving situations that require more attentional focus in the first place.     

The impact of rail-based stations on passengers’ safety perceptions. A systematic review of international evidence

Feeling safe in public transport is essential for mobility, and fear of crime can be a larger problem for the individual than crime itself. The aim of the present paper is to systematically review the international evidence in rail-bound environments regarding (a) characteristics impacting safety perceptions and (b) behavioural consequences of unsafety, using the databases ScienceDirect, Scopus, PsycInfo, and Google Scholar. From a selection of 3226 publications, 52 were selected. The sample sizes range from 16 to 137 513 rail users or potential users. A social-ecological framework was adopted to categorize the findings in which place, social, individual, and temporal characteristics were identified along with short-term and long-term behavioural consequences of unsafety. Among the most important characteristics affecting passengers’ safety are lighting, surveillance, other persons’ behaviour, time of day, and one’s own gender. Future studies should further explore the complexity in interactions between characteristics connected to perceived safety.     

Gibbon travel paths are goal oriented

Remembering locations of food resources is critical for animal survival. Gibbons are territorial primates which regularly travel through small and stable home ranges in search of preferred, limited and patchily distributed resources (primarily ripe fruit). They are predicted to profit from an ability to memorize the spatial characteristics of their home range and may increase their foraging efficiency by using a ‘cognitive map’ either with Euclidean or with topological properties. We collected ranging and feeding data from 11 gibbon groups (Hylobates lar) to test their navigation skills and to better understand gibbons’ ‘spatial intelligence’. We calculated the locations at which significant travel direction changes occurred using the change-point direction test and found that these locations primarily coincided with preferred fruit sources. Within the limits of biologically realistic visibility distances observed, gibbon travel paths were more efficient in detecting known preferred food sources than a heuristic travel model based on straight travel paths in random directions. Because consecutive travel change-points were far from the gibbons’ sight, planned movement between preferred food sources was the most parsimonious explanation for the observed travel patterns. Gibbon travel appears to connect preferred food sources as expected under the assumption of a good mental representation of the most relevant sources in a large-scale space.     

Am stressed,must travel: The relationship between mode choice and commuting stress

The stress of commuting has serious public health and social implications. By comparing stress across different modes it is possible to determine which modes are more heavily contributing to this potential health and social issue. This study uses a large-scale university travel survey to compare commuter stress across three modes of transportation (walking, driving, and using public transit). It also investigates the specific factors that contribute to stress using these modes. Using ordered logistic regressions, the study develops a general model of stress and three mode-specific models. Results show that driving is the most stressful mode of transportation when compared to others. We also find that stressors for some modes are not stressors for others. Knowing which specific factors make certain modes stressful will help transportation and public health professionals make commuting a safer, more enjoyable, and less stressful activity; in turn this could mitigate the potentially serious health outcomes of a stressful commute.     

Graph‐Theoretic Properties of Networks Based on Word Association Norms: Implications for Models of Lexical Semantic Memory

We compared the ability of three different contextual models of lexical semantic memory (BEAGLE, Latent Semantic Analysis, and the Topic model) and of a simple associative model (POC) to predict the properties of semantic networks derived from word association norms. None of the semantic models were able to accurately predict all of the network properties. All three contextual models over‐predicted clustering in the norms, whereas the associative model under‐predicted clustering. Only a hybrid model that assumed that some of the responses were based on a contextual model and others on an associative network (POC) successfully predicted all of the network properties and predicted a word's top five associates as well as or better than the better of the two constituent models. The results suggest that participants switch between a contextual representation and an associative network when generating free associations. We discuss the role that each of these representations may play in lexical semantic memory. Concordant with recent multicomponent theories of semantic memory, the associative network may encode coordinate relations between concepts (e.g., the relation between pea and bean, or between sparrow and robin), and contextual representations may be used to process information about more abstract concepts.     

Accounting for sensation seeking in route choice behavior with travel time information

The purpose of this paper is to demonstrate that latent variables, with the focus on sensation seeking concepts, incorporated in new technique of route choice modeling, improve our analyzing of route choice behavior with pre-trip travel time information. The application of a hybrid discrete choice model framework integrates a latent variable model and a route choice model by combining their measurement and structural equations. The model is estimated based on data from a laboratory experiment and a field study of a simple network. The results show that certain sensation seeking domains (e.g., thrill and adventure seeking) alongside traditional variables (e.g., travel time information) enrich our understanding and provide more insight into route choice behavior. Furthermore, observed personal variables, such as gender and marital status, may serve as causal indicators to sensation seeking variables.     

Aggressive Behavior of Passengers, Conflict Management Behavior, and Burnout Among Trolley Car Drivers

A sample of 96 trolley car drivers was used to investigate the relationship between aggressive behavior of passengers and burnout, the moderating effect of conflict management behavior of the drivers on this relationship; and the influence of burnout on customer-friendliness, passenger complaints, and absenteeism. The results show that aggressive behavior of passengers was related to all 3 burnout dimensions. The relationship of aggressive behavior of customers and professional efficacy was qualified by 2 significant interactions with 2 conflict management behavior styles: forcing and avoiding. The interactions showed that too much forcing as well as too much avoiding are related to less professional efficacy for drivers confronted with aggressive behavior. Passenger complaints were only related to less professional efficacy. The customer-friendliness of the drivers was related to less cynicism and more professional efficacy. Absenteeism was only related to exhaustion.     

Color preference in sport shoes: an informal look.

Observations on five workdays at a large terminus for a number of commuter rail lines indicated that among 4731 passengers 5% of 2794 men and 31% of 1937 women wore white sport shoes. Questions relative to interpretation are raised.