The effects of emotion on younger and older adults’ monitoring of learning

Age-related differences in memory monitoring appear when people learn emotional words. Namely, younger adults’ judgments of learning (JOLs) are higher for positive than neutral words, whereas older adults’ JOLs do not discriminate between positive versus neutral words. In two experiments, we evaluated whether this age-related difference extends to learning positive versus neutral pictures. We also evaluated the contribution of two dimensions of emotion that may impact younger and older adults’ JOLs: valence and arousal. Younger and older adults studied pictures that were positive or neutral and either high or low in arousal. Participants made immediate JOLs and completed memory tests. In both experiments, the magnitude of older adults’ JOLs was influenced by emotion, and both younger and older adults demonstrated an emotional salience effect on JOLs. As important, the magnitude of participants’ JOLs was influenced by valence, and not arousal. Emotional salience effects were also evident on participants’ free recall, and older adults recalled as many pictures as did younger adults. Taken together, these data suggest that older adults do not have a monitoring deficit when learning positive (vs. neutral) pictures and that emotional salience effects on younger and older adults’ JOLs are produced more by valence than by arousal.     

The impact of emotional faces on younger and older adults’ attentional blink

ABSTRACT

The attentional blink (AB) is the impaired ability to detect a second target (T2) when it follows shortly after the first (T1) among distractors in a rapid serial visual presentation (RSVP). Given questions about the automaticity of age differences in emotion processing, the current study examined whether emotion cues differentially impact the AB elicited in older and younger adults. Twenty-two younger (18–22 years) and 22 older adult participants (62–78 years) reported on the emotional content of target face stimulus pairs embedded in a RSVP of scrambled-face distractor images. Target pairs included photo-realistic faces of angry, happy, and neutral expressions. The order of emotional and neutral stimuli as T1 or T2 and the degree of temporal separation within the RSVP systematically varied. Target detection accuracy was used to operationalise the AB. Although older adults displayed a larger AB than younger adults, no age differences emerged in the impact of emotion on the AB. Angry T1 faces increased the AB of both age groups. Neither emotional T2 attenuated the AB. Negative facial expressions held the attention of younger and older adults in a comparable manner, exacerbating the AB and supporting a negativity bias instead of a positivity effect in older adults.     

The influence of motivational priority on younger and older adults’ positive gaze preferences

ABSTRACT

The present study investigated whether manipulating emotional goal priority within a series of divided attention tasks influenced the presence or absence of age-related positive gaze preferences. Across two experiments, participants viewed image pairs while performing an auditory version of a 3-back n-back task. In Experiment 1, four conditions were presented: full attention viewing, emotion regulation priority, n-back task priority, and equal priority. The same conditions were included for Experiment 2, with the addition of a “no priority” divided attention condition and full attention n-back condition. Both age groups demonstrated greater positive relative to negative preferences when emotion regulation goals were prioritized, in spite of the challenge presented by a secondary task in divided attention. The present findings are discussed in terms of how positive emotional processing preferences may emerge despite cognitive control constraints in old age. Implications for the role of explicit motivations for older adults’ positivity preferences are discussed.     

The effect of context and drivers’ age on highway traffic signs comprehension

Background: Comprehension of traffic signs is crucial to safety. Objectives: To test the effects of the presentation condition (with or without driving context) on symbolic based road signs comprehension and comprehension time for young and older drivers. Method: 50 young drivers and 50 older drivers were presented with images of 28 Israeli road signs, both without context (with a white background) and in context (with the driving surrounding). Data were collected on the accuracy of signs meaning and on the time it took the participants to provide the meaning. Results: Younger drivers performed significantly better than older drivers on both accuracy and response time (RT). Older drivers’ average RT was approximately twice as long as younger drivers’ RT. However, the presentation mode (with or without context) did not affect sign comprehension of either group, but the presence of the context did increase the time it took the drivers to comprehend the sign’s meaning. In addition, correct response time was similar to opposite to sign’s meaning response time. Implications: Older drivers, can benefit from retraining in sign comprehension of current signage. The training should involve signs in their natural road environment to reduce comprehension time while actually driving. Moreover, signs that were understood as having an opposite meaning should be redesigned or be accompanied by text.     

The effect of drivers’ eye contact on pedestrians’ perceived safety

Many fatal accidents that involve pedestrians occur at road crossings, and are attributed to a breakdown of communication between pedestrians and drivers. Thus, it is important to investigate how forms of communication in traffic, such as eye contact, influence crossing decisions. Thus far, there is little information about the effect of drivers’ eye contact on pedestrians’ perceived safety to cross the road. Existing studies treat eye contact as immutable, i.e., it is either present or absent in the whole interaction, an approach that overlooks the effect of the timing of eye contact. We present an online crowdsourced study that addresses this research gap. 1835 participants viewed 13 videos of an approaching car twice, in random order, and held a key whenever they felt safe to cross. The videos differed in terms of whether the car yielded or not, whether the car driver made eye contact or not, and the times when the driver made eye contact. Participants also answered questions about their perceived intuitiveness of the driver’s eye contact behavior. The results showed that eye contact made people feel considerably safer to cross compared to no eye contact (an increase in keypress percentage from 31% to 50% was observed). In addition, the initiation and termination of eye contact affected perceived safety to cross more strongly than continuous eye contact and a lack of it, respectively. The car’s motion, however, was a more dominant factor. Additionally, the driver’s eye contact when the car braked was considered intuitive, and when it drove off, counterintuitive. In summary, this study demonstrates for the first time how drivers’ eye contact affects pedestrians’ perceived safety as a function of time in a dynamic scenario and questions the notion in recent literature that eye contact in road interactions is dispensable. These findings may be of interest in the development of automated vehicles (AVs), where the driver of the AV might not always be paying attention to the environment.     

The effect of cognitive testing and feedback on older adults’ subjective age

Subjective age, or how old a person feels, is an important measure of self-perception that is associated with consequential cognitive and health outcomes. Recent research suggests that subjective age is affected by certain situations, including cognitive testing contexts. The current study examined whether cognitive testing and positive performance feedback affect subjective age and subsequent cognitive performance. Older adults took a series of neuropsychological and cognitive tests and subjective age was measured at various time points. Participants also either received positive or no feedback on an initial cognitive task, an analogies task. Results showed that participants felt older over the course of the testing session, particularly after taking a working memory test, relative to baseline. Positive feedback did not significantly mitigate this subjective aging effect. Results suggest that subjective age is malleable and that it can be affected by standard cognitive and neuropsychological test conditions.     

The effects of driving environment complexity and dual tasking on drivers’ mental workload and eye blink behavior

The goal of the present study was to assess the effectiveness of eye blink behavior in measuring drivers’ mental workload. Previous research has shown that when mental workload increases with the primary task difficulty, blink frequency drops. On the opposite, the number of blinks increases when a cognitive secondary task has to be performed concurrently. However, the combined effects of the primary task difficulty and dual-tasking on blink rate have not been investigated. The present study was thus designed to vary systematically both the primary driving task and the cognitive secondary task demand to examine their combined effects on blink rate. The driving task was manipulated by varying the complexity of a simulated driving environment. The cognitive load was manipulated using a concurrent simple reaction time task or a complex calculation task. The results confirmed that eye blink frequency was a sensitive measure to elicit increased mental workload level coming from the driving environment. They also confirmed that blink rate increased with the introduction of a cognitive secondary task while blink duration was not affected. However, eye blink behavior did not provide a clear mental workload signature when driving task demands and dual-task conditions were varied simultaneously. The overall picture goes against the suitability of eye blink behavior to monitor drivers’ states at least when external and internal demands interact.     

The effects of quantity,complexity, and attentional demand on children’s time perception

An experiment was conducted to investigate the effects of quantity, complexity, and attentional demand on children’s time perception. The appropriateness for children of two models of time perception founded primarily on adult research was examined. These models were the attentional hypothesis and the storage size hypothesis. Ninety-six children, 32 each of 6, 9, and 12 years, observed two and four displays of simple and complex shapes under conditions of higher (matching) or lower (looking) attentional demand. In accord with the attentional model, an inverse relationship was found between attentional demand and children’s time perception. However, in accord with the storage size model, a positive relation was found between quantity and children’s time perception. A developmental trend was also found: younger children were more susceptible to the quantity effect, and older children were more susceptible to the attentional demand effect. Results generalize adult findings to younger children, but the pattern of results is not easily explained solely by either model. Further refinements of either model, or development of a new model that can integrate the two separate findings, appears warranted.     

Real-time detection of drivers’ texting and eating behavior based on vehicle dynamics

With rapid advancement in cellphones and intelligent in-vehicle technologies along with driver’s inclination to multitasking, crashes due to distracted driving had become a growing safety concern in our road network. Some previous studies attempted to detect distracted driving behaviors in real-time to mitigate their adverse consequences. However, these studies mainly focused on detecting either visual or cognitive distractions only, while most of the real-life distracting tasks involve driver’s visual, cognitive, and physical workload, simultaneously. Additionally, previous studies frequently used eye, head, or face tracking data, although current vehicles are not commonly equipped with technologies to acquire such data. Also those data are comparatively difficult to acquire in real-time during traffic monitoring operations. To address the above issues, this study focused on developing algorithms for detecting distraction tasks that involve simultaneous visual, cognitive, and physical workload using only vehicle dynamics data. Specifically, algorithms were developed to detect driving behaviors under two distraction tasks – texting and eating. Experiment was designed to include the two distracted driving scenarios and a control with multiple runs for each. A medium fidelity driving simulator was used for acquiring vehicle dynamics data for each scenario and each run. Several data mining techniques were explored in this study to investigate their performance in detecting distraction. Among them, the performance of two linear (linear discriminant analysis and logistic regression) and two nonlinear models (support vector machines and random forests) is reported in this article. Random forests algorithms had the best performance, which detected texting and eating distraction with an accuracy of 85.38% and 81.26%, respectively. This study may provide useful guidance to successful development and implementation of distracted driver detection algorithms in connected vehicle environment, as well as to auto manufacturers interested in integrating distraction detection systems in their vehicles.     

The role of feedback and dot presentation format in younger and older adults’ number estimation

Numerosity estimation, the rapid assessment of the number of items in a visual scene, is historically inaccurate. We assessed whether providing feedback regarding the correct numerosity on either 0%, 50%, or 100% of the trials would affect younger and older adults’ estimation accuracy for randomized, clustered (i.e., groups of 3 or 7 dots), and stacked (i.e., column) dot formats. Participants provided estimates and confidence ratings in six blocks, each containing 48 trials (16 numerosities shown in each format). Feedback frequency was manipulated between participants during blocks 1–4; no feedback was provided during blocks 5 and 6, which contained old and new numerosities and previously estimated presentations rotated 90°. Estimation accuracy was age equivalent across blocks despite younger adults initially being more accurate than older adults. Feedback improved both age groups’ accuracy. Stacked presentations were most accurately estimated but were more likely to be over-estimated than clustered and randomized presentations. Older adults gave lower confidence ratings than younger adults despite both age groups showing increased confidence across blocks, for more structured presentation formats, and as feedback frequency increased. These results expand our understanding of the role of presentation format and feedback in producing age equivalence or age-related differences in numerosity estimation.     

The nudging effect of social norms on drivers’ yielding behaviour when turning corners

Drivers who do not give way to pedestrians are among the main causes of traffic crashes of motor vehicles and pedestrians in China. There is an urgent need to explore effective methods for improving drivers' yielding behaviour. This study used eight kinds of social norm slogans to nudge drivers’ yielding behaviour and explored the influence of pedestrian characteristics and situational factors on drivers’ decision-making regarding giving way when turning right. By analysing 254 valid questionnaires, it was found that compared with static norms, injunctive norms and dynamic + static norms, positively worded dynamic norms have a better nudging effect on drivers' yielding behaviour. The results of the conjoint analysis showed that social norms have the greatest impact on drivers' decisions to yield (32.28%), followed by whether pedestrians comply with traffic rules (23.33%) and the age of pedestrians (18.40%). This study expands the application of social norms and provides a new perspective to promote positive behaviour among drivers.     

The interplay of intention maintenance and cue monitoring in younger and older adults’ prospective memory

The retention phase of a prospective memory (PM) task poses different challenges, including demands to store or maintain an intended action and to realize the right moment for action execution. The interplay of these processes in younger and older adults has not been explored so far. In this study, the authors examined the impact of maintenance load and task focality on PM in 84 younger and in 83 older adults. Results indicated that PM performance and ongoing task response times were strongly affected by maintenance load and age. However, a focality effect only emerged when maintenance load was low but not when attentional resources were deployed for maintaining a more demanding intention. These findings suggest that maintenance and monitoring requirements compete for similar attentional resources. Furthermore, maintenance load may affect postretrieval processes through its impact on working-memory resources, which can restrain the typical advantage of focal over nonfocal PM tasks.     

The effects of physical work,mental work,and quantity on children’s time perception

Attention, Perception, & Psychophysics - An experiment was conducted to examine the effects of work and quantity cues on children’s time perception. Ninety-seven children in kindergarten...     

Influence of pedestrian-to-vehicle technology on drivers’ response and safety benefits considering pre-crash conditions

Pedestrian-to-vehicle (P2V) technology may offer a promising approach to reducing pedestrian crashes. However, its influences on both driver response and safety benefits have been little studied in previous research, particularly in regard to the variation of influences between different pre-crash scenarios. To investigate these influences, this study designed three pre-crash scenarios based on pedestrian crash contributing factors identified from crash reports, and collected 44 drivers’ driving simulator experiments’ data. The results clarified how using P2V technology to warn drivers of an impending collision improves safety by causing a series of changes for both brake operation and braking profile. These series of changes were further demonstrated to vary between scenarios. The study showed that P2V technology may be particularly useful in scenarios in which a pedestrian’s crossing intention is unclear; specifically, in this type of scenario, the P2V warning had changed the braking process from a panic brake of “slow reaction-hard brake” to a comfortable brake of “quick reaction-gentle brake.” In addition, the P2V warning may be less effective in “low-risk” level scenarios where a driver is confident that he/she can handle the situation through a more conservative evasive action and don’t need to react strongly to a warning. Moreover, depending on the pre-crash scenario, the P2V warning may be mostly beneficial for drivers who had a crash/citation in the past five years and working-aged drivers.     

Delay or travel time information? The impact of advanced traveler information systems on drivers’ behavior before freeway work zones

Peak travel times contribute to congestion formation at freeway work zones. Advanced Traveler Information Systems (ATIS) can inform drivers in real-time about the delays and travel times en-route and can provide information about an alternative route to a destination. Different ATIS display strategies are available; however, road authorities lack insights into how time display methods and sign characteristics influence the driving behavior (decelerations, lateral position), the drivers’ attention allocation ability and the subsequent route choice before the freeway diversion. A driving simulator study was conducted with 80 drivers in the State of Qatar to investigate drivers' behavior and voluntary route choices when encountering total travel time (default setting) or delay time updates for two freeway routes on Variable Message Signs (VMS) and Graphical Route Information Panels (GRIP). The GRIPs are a graphical alternative to conventional VMS that can provide drivers with a visual map of the most direct route or an alternative less congested route to a destination using different color schemes. The time difference ratio between the two routes was kept constant to compare the effectiveness of the information designs and investigate the drivers’ attention towards the signs with an eye-tracker. The results showed that the display of zero delays for a detour did influence 74–83% of the drivers to take the alternative route when being displayed on a VMS and a GRIP with free flow attribute framing. When displaying equal total travel times, the GRIP did influence 25% more drivers to follow the alternative route than the VMS. Generally, displaying zero delays for the alternative route resulted in an efficient attention allocation to the first ATIS location and fewer mean decelerations before the repeated ATIS location nearing the diversion. Road authorities are advised to activate the display of delay times to support efficient route choices among freeway drivers.     

Infants’ sensitivity to familiar size: The effect of memory on spatial perception

Two experiments investigated infants’ sensitivity to familiar size as information for the distances of objects with which they had had only brief experience. Each experiment had two phases: a familiarization phase and a test phase. During the familiarization phase, the infant played with a pair of different-sized objects for 10 min. During the test phase, a pair of objects, identical to those seen in the familiarization phase but now equal in size, were presented to the infant at a fixed distance under monocular or binocular viewing conditions. In the test phase of Experiment 1, 7-month-old infants viewing the objects monocularly showed a significant preference to reach for the object that resembled the smaller object in the familiarization phase. Seven-month-old infants in the binocular viewing condition reached equally to the two test phase objects. These results indicate that, in the monocular condition, the 7-month-olds used knowledge about the objects’ sizes, acquired during the familiarization phase, to perceive distance from the test objects’ visual angles, and that they reached preferentially for the apparently nearer object. The lack of a reaching preference in the binocular condition rules out interpretations of the results not based on the objects’ perceived distances. The results, therefore, indicate that 7-month-old infants can use memory to mediate spatial perception. The implications of this finding for the debate between direct and indirect theories of visual perception are discussed. In the test phase of Experiment 2,5-month-old infants viewing the objects monocularly showed no reaching preference. These infants, therefore, showed no evidence of sensitivity to familiar size as distance information.     

Assessing the effect of long-automated driving operation,repeated take-over requests,and driver’s characteristics on commercial motor vehicle drivers’ driving behavior and reaction time in highly automated vehicles

Automated Commercial Motor Vehicles (CMVs) have the potential to reduce the occurrence of crashes, enhance traffic flow, and reduce the stress of driving to a larger extent. Since fully automated driving (SAE Level 5) is not yet available, automated driving systems cannot perform all driving tasks under all road conditions. Drivers need to regain the vehicle’s control when the system reaches its maximum operational capabilities. This transition from automated to manual is referred to as Take-Over Request (TOR). Evaluating driver’s performance after TORs and assessing effective parameters have gained much attention in recent years. However, few studies have addressed CMV drivers’ driving behavior after TOR and the effect of long-automated driving and repeated TORs. This paper aims to address this gap and gain behavioral insights into CMV drivers’ driving behavior after TOR and assess the effect of the duration of automated operation before TOR, repeated TORs, and driver characteristics (e.g., age, gender, education, and driving history). To accomplish this, we designed a 40-minutes experiment on a driving simulator and assessed the responses of certified CMV drivers to TORs. Drivers’ reaction time and driving behavior indices (e.g., acceleration, velocity, and headway) are compared to continuous manual driving to measure driving behavior differences. Results showed that CMV drivers’ driving behavior changes significantly after the transition to manual regardless of the number of TORs and the duration of automated driving. Findings suggest that 30 min of automated operation intensifies the effect of TOR on driving behaviors. In addition, repeated TOR improves reaction times to TOR and reduces drivers' maximum and minimum speed after TORs. Driver’s age and driving history showed significant effects on reaction time and some driving behavior indices. The findings of this paper provide valuable information to automotive companies and transportation planners on the nature of driver behavior changes due to the carryover effects of manual driving right after automated driving episodes in highly automated vehicles.     

I don’t feel your pain (as much): The desensitizing effect of mind wandering on the perception of others’ discomfort

Mind wandering reduces both the sensory and cognitive processing of affectively neutral stimuli, but whether it also modulates the processing of affectively salient stimuli remains unclear. In particular, we examined whether mind wandering attenuates one’s sensitivity to observing mild pain in others. In the first experiment, we recorded event-related potentials (ERPs) as participants viewed images of hands in either painful or neutral situations, while being prompted at random intervals to report whether their thoughts were on task or mind wandering. We found that the brain’s later response to painful images was significantly reduced immediately preceding “mind-wandering” versus “on-task” reports, as measured via amplitude decreases in a frontal–central positivity beginning approximately 300 ms poststimulus. In a second, control experiment using behavioral measures, we wanted to confirm whether the subjective sense of pain observed in others does in fact decrease during mind wandering. Accordingly, we asked participants to rate how painful the hand images looked on a 5-point Likert scale, again while taking reports of their mind-wandering states at unpredictable intervals. Consistent with our ERP data, we found that the ratings for painful images were significantly reduced immediately preceding mind-wandering reports. Additional control analyses suggested that the effect could not simply be ascribed to general habituation in the affective response to painful images over time. Collectively, our findings demonstrate that mind wandering can directly modulate the cortical processing of affectively salient stimulus inputs, serving in this case to reduce sensitivity to the physical discomfort of others.     

Effect of auditory in-vehicle warning information on drivers’ brake response time to red-light running vehicles during collision avoidance

There is usually a high red-light running (RLR) collision rate at signalized intersections because of the unpredictability of dangerous RLR vehicles traversing intersections illegally. The RLR collision warning systems can help drivers be aware of the red-light running (RLR) vehicles and take collision avoidance actions timely. The objective of this paper is to evaluate the effects of auditory warning information on brake response time (RT) to red-light running vehicles during the collision avoidance process based on a driving simulator experiment. Warning status (e.g., warning vs. no warning), warning lead time (3 s vs. 5 s) and warning content (directional information vs. undirectional information) were considered to examine the effectiveness of the RLR collision warning system under different conditions. The experiment results showed that the auditory warning information can effectively reduce brake RT and collision occurrence rate and RT is the most influential variable on the collision occurrence. Although early warning is more effective than late warning in reducing brake RT and collision rate, the late warning can still lower the collision rate by 37%. However, the directional warning information did not have apparent advantages over the undirectional warning information. The findings of this study are helpful for the designers of RLR collision warning systems to enhance the effectiveness of the systems’ application on traffic safety.