Social exclusion affects aggressive driving behaviour: The mediating effect of prosocial tendencies and driving anger

Social exclusion—being rejected or ignored by individuals or groups—is a common and adverse experience in social life. As a social activity, driving behaviour can be influenced by many factors. Whether social exclusion is one of these factors is an open question. Therefore, the aim of this study is to explore the impact of the social exclusion experience on individuals and their driving behaviours and the mediating effect of prosocial tendencies and driving anger. A total of 240 (104 males and 136 females) participants from China completed a questionnaire including the Ostracism Experiences Scale (OES), the prosocial tendencies measure (PTM), the Driving Anger Scale (DAS) and the Driver Behaviour Questionnaire (DBQ). The hierarchical multiple regression analysis and pathway analysis results showed that social exclusion experience and driving anger positively predicted aberrant driving behaviours (including aggressive violations, ordinary violations, lapses and errors), while prosocial tendencies had a negative impact on aberrant driving behaviour. Moreover, prosocial tendencies and driving anger mediated the relationship between social exclusion and driver behaviour, accounting for 11.18% and 46.71% of the total effect, respectively. The chain-mediated effect of prosocial tendencies and driving anger was also significant, accounting for 5.26% of the total effect of social exclusion on driver behaviour. This study examines the mechanisms underlying social exclusion experiences that positively predict individuals' unsafe driving behaviours, thereby filling a gap in social exclusion research and suggesting new avenues of exploration into the personal and social influences that affect driving behaviours.     

Driving simulator validation with hazard perception

How should we assess the comparability of driving on a road and “driving” in a simulator? If similar patterns of behaviour are observed, with similar differences between individuals, then we can conclude that driving in the simulator will deliver representative results and the advantages of simulators (controlled environments, hazardous situations) can be appreciated. To evaluate a driving simulator here we compare hazard detection while driving on roads, while watching short film clips recorded from a vehicle moving through traffic, and while driving through a simulated city in a fully instrumented fixed-base simulator with a 90 degree forward view (plus mirrors) that is under the speed/direction control of the driver. In all three situations we find increased scanning by more experienced and especially professional drivers, and earlier eye fixations on hazardous objects for experienced drivers. This comparability encourages the use of simulators in drivers training and testing.     

Eye movements and hazard perception in active and passive driving

ABSTRACT

Differences in eye movement patterns are often found when comparing passive viewing paradigms to actively engaging in everyday tasks. Arguably, investigations into visuomotor control should therefore be most useful when conducted in settings that incorporate the intrinsic link between vision and action. We present a study that compares oculomotor behaviour and hazard reaction times across a simulated driving task and a comparable, but passive, video-based hazard perception task. We found that participants scanned the road less during the active driving task and fixated closer to the front of the vehicle. Participants were also slower to detect the hazards in the driving task. Our results suggest that the interactivity of simulated driving places increased demand upon the visual and attention systems than simply viewing driving movies. We offer insights into why these differences occur and explore the possible implications of such findings within the wider context of driver training and assessment.     

Social exclusion and donation behaviour: What conditions motivate the socially excluded to donate?

Previous research has indicated that social exclusion can result in people becoming more focused on themselves than on others, and this may reduce their likelihood of engaging in prosocial behaviour. However, the question of how to promote prosocial behaviour in people who have experienced social exclusion remains. This study comprised two experiments that address this question in the context of donation advertising. Experiment 1 examined participants’ donation intentions after experiencing social exclusion in a ball‐passing game. Experiment 2 followed the same design as Experiment 1, except that real‐life donation behaviour was measured. Consistent with prior findings, our results indicated that those who experienced social exclusion displayed lower donation intentions (Experiment 1) and donated less (Experiment 2) than did those who did not experience social exclusion. However, when those who experienced social exclusion watched advertisements that only portrayed alienated people, they showed as much donation intent as those who did not experience social exclusion (Experiment 1) and ultimately donated more (Experiment 2). These findings indicate that social exclusion may increase an individual's tendency to help others who also are alienated.     

The Influence of Expertise on Maritime Driving Behaviour

We compared expert and novice behaviour in a group of participants as they engaged in a simulated maritime driving task. We varied the difficulty of the driving task by controllling the severity of the sea state in which they were driving their craft. Increases in sea severity increased the size of the upcoming waves while also increasing the length of the waves. Expert participants drove their craft at a higher speed than novices and decreased their fixation durations as wave severity increased. Furthermore, the expert participants increased the horizontal spread of their fixation positions as wave severity increased to a greater degree than novices. Conversely, novice participants showed evidence of a greater vertical spread of fixations than experts. By connecting our findings with previous research investigating eye movement behaviour and road driving, we suggest that novice or inexperienced drivers show inflexibility in adaptation to changing driving conditions. Copyright © 2013 John Wiley & Sons, Ltd.     

Peripheral vision benefits spatial learning by guiding eye movements

The loss of peripheral vision impairs spatial learning and navigation. However, the mechanisms underlying these impairments remain poorly understood. One advantage of having peripheral vision is that objects in an environment are easily detected and readily foveated via eye movements. The present study examined this potential benefit of peripheral vision by investigating whether competent performance in spatial learning requires effective eye movements. In Experiment 1, participants learned room-sized spatial layouts with or without restriction on direct eye movements to objects. Eye movements were restricted by having participants view the objects through small apertures in front of their eyes. Results showed that impeding effective eye movements made subsequent retrieval of spatial memory slower and less accurate. The small apertures also occluded much of the environmental surroundings, but the importance of this kind of occlusion was ruled out in Experiment 2 by showing that participants exhibited intact learning of the same spatial layouts when luminescent objects were viewed in an otherwise dark room. Together, these findings suggest that one of the roles of peripheral vision in spatial learning is to guide eye movements, highlighting the importance of spatial information derived from eye movements for learning environmental layouts.     

Cognitive function and young drivers: The relationship between driving,attitudes, personality and cognition

Young drivers (aged 17–25 years) are the highest risk age group for driving crashes and are over-represented in car crash statistics in Australia. A relationship between cognitive functioning and driving in older drivers (60 years and older) has been consistently supported in previous literature, however, this relationship has been neglected in research regarding younger drivers. The role of cognitive functioning in young people’s driving was investigated both independently and within a current model of younger peoples driving performance. With young drivers as participants, driving behaviour, attitudes, personality and cognitive functioning were tested and driving performance was operationalised through two measures on a driving simulator, speeding and lane deviations. Cognitive functioning was found to contribute to driving behaviour, along with driving attitudes and personality traits, in accounting for young people’s driving performance. The young drivers who performed better on cognitive functioning tasks engaged in less speeding behaviour and less lane deviation on the driving simulator than those who performed worse on these tasks. This result was found independent of the role of driving behaviour, driving attitudes and personality traits, accounting for unique variance in driving ability.     

Gaze tracking patterns on different types of traffic risk in early-stage Alzheimer’s disease

Many fatal accidents are caused by the driver’s inability, upon the occurrence of sudden events, to detect hazards in time, an ability that is based on the driver’s eye movement patterns, the detection of involved persons, events, objects, as well as the length of time spent on noticing same. This study intends to compare risk perception and decision-making in high-risk traffic situations between individuals with AD and controls by exploring gaze tracking and hazard detection patterns. The study included 16 individuals with early-stage AD and 26 controls. During the experiment, participants underwent several vision and cognitive tests and watched twelve videos of high-risk traffic situations while their eye movement patterns were being recorded by the eye tracking device, in order to understand how cognitive abilities affect eye movement patterns during high-risk traffic situations. The results revealed poorer cognitive abilities and diminished risk perception in individuals with AD compared with the controls and thus an inability to predict potential accidents. In terms of high-risk traffic situations involving pedestrians, traffic violations by others and view-blocking events, a significant difference in gaze patterns was found between individuals with AD and healthy seniors. The contribution of this study is in elaborating the effect of different traffic event type and specific cognitive abilities on traffic risk-detection in individuals with AD. The results of this study may aid in the formulation of driver licensing policies and the design of traffic scenarios; they also elucidate the driving behaviors of individuals with AD.     

Driving stimuli increases accessibility of aggression-related concepts in “angry” drivers

Stimuli present in aversive situations (even initially neutral stimuli) can become associated with aggressive feelings and thoughts become capable of acting as cues for aggressive thoughts. The present research examined whether driving stimuli can serve as triggers for aggression-related concepts for individuals predisposed to becoming angry while driving (i.e., high in self-reported trait driving anger). Using the General Aggression Model (Anderson & Bushman, 2002) as a guide, two studies demonstrated that participants high in trait driving anger responded more quickly to aggressive words when paired with driving than neutral stimuli. There were no differences in primes for nonaggressive words and nonwords. Study 2 also found that, for participants high in driving anger, increased accessibility of aggressive words following driving primes predicted self-reported anger in a provoking driving scenario.     

Car Versus Public Transportation? The Role of Social Value Orientations in a Real-Life Social Dilemma1

This research evaluates the role of social value orientations (i.e., preferences for distribution of outcomes for the self and others) in decisions as how to commute. It was proposed that the commuting situation could be viewed either as an environmental issue, reflecting the decision structure of an N-person Prisoner's Dilemma, or as an accessibility problem, reflecting the decision structure of an N-person Chicken Dilemma. On the basis of interdependence theory (Kelley & Thibaut, 1978) it was predicted that people who are primarily concerned with the collective welfare—prosocial individuals—would prefer commuting by public transportation when other commuters were expected to go by public transportation. On the other hand, it was hypothesized that people who are primarily concerned with their own well-being—proself individuals—would prefer commuting by public transportation when others were expected to go by car. The obtained findings were consistent with these expectations. Practical and theoretical implications regarding the link between social value orientations and environmentally relevant behavior will be discussed.     

Imagery-inducing distraction leads to cognitive tunnelling and deteriorated driving performance

The effects of imagery-induced distraction on hazard perception and eye movements were investigated in 2 simulated driving experiments. Experiment 1: sixty participants viewed and responded to 2 driving films containing hazards. Group 1 completed the task without distraction; group 2 completed a concurrent imagery inducing telephone task; group 3 completed a non imagery inducing telephone task. Experiment 2: eye-tracking data were collected from forty-six participants while they reacted to hazards presented in 16 films of driving scenes. 8 films contained hazards presented in either central or peripheral vision and 8 contained no hazards. Half of the participants performed a concurrent imagery-inducing task. Compared to undistracted participants, dual-taskers were slower to respond to hazards; detected fewer hazards; committed more “looked but failed to see” errors; and demonstrated “visual tunnelling”. Telephone conversations may interfere with driving performance because the two tasks compete for similar processing resources, due to the imagery-evoking aspects of phone use.     

Visual strategies used for time-to-arrival judgments in driving

To investigate the sources of visual information that are involved in the anticipation of collisions we recorded eye movements while participants made relative timing judgments about approaching vehicles at a junction. The avoidance of collisions is a critical aspect in driving, particularly where cars enter a line of traffic from a side road, and the present study required judgments about animations in a virtual driving environment. In two experiments we investigated the effects of (i) the angle of approach of the vehicle and the type of path (straight or curved) of the observer, and (ii) the speed of both the observer and the approaching car. Relative timing judgments depend on the angle of approach of the other vehicle (judgments are more accurate for perpendicular than for obtuse angles). Eye-movement analysis shows that visual strategies in relative timing judgments are characterised by saccadic eye movements back and forth between the approaching car and the road ahead, particularly the side line which may serve as a spatial reference point. Results suggest that observers use the distance of the car from this reference point for their timing judgments.     

Impacts of a Congestion Assistant on driving behaviour and acceptance using a driving simulator

In-vehicle systems that assist the driver with his driving task are developed and introduced to the market at increasing rate. Drivers may be supported during congested traffic conditions by a so-called Congestion Assistant consisting of a mix of informing, assisting and controlling functions. This paper describes the impacts of the Congestion Assistant on the driver in terms of driving behaviour and acceptance. Thirty-seven participants took part in a driving simulator study. The observed driving behaviour showed promising improvements in traffic safety when approaching the traffic jam. Moreover, positive effects of the system on traffic efficiency can be expected in the jam. The participants stated to appreciate the Congestion Assistant, although not all functions were equally rated. To increase the performance and acceptance of the total system, some refinements were suggested.     

Virtual driving and risk taking: do racing games increase risk-taking cognitions, affect, and behaviors?

Research has consistently shown that aggressive video console and PC games elicit aggressive cognitions, affect, and behaviors. Despite the increasing popularity of racing (driving) games, nothing is known about the psychological impact of this genre. This study investigated whether playing racing games affects cognitions, affect, and behaviors that can promote risk taking in actual road traffic situations. In Study 1, the authors found that the frequency of playing racing games was positively associated with competitive driving, obtrusive driving, and car accidents; a negative association with cautious driving was observed. To determine cause and effect, in Study 2, the authors manipulated whether participants played 1 of 3 racing games or 1 of 3 neutral games. Participants who played a racing game subsequently reported a higher accessibility of cognitions and affect positively associated with risk taking than did participants who played a neutral game. Finally, on a more behavioral level, in Study 3, the authors found that men who played a racing game subsequently took higher risks in computer-simulated critical road traffic situations than did men who played a neutral game. Theoretical and practical implications are discussed.     

The influence of alcohol (0.5‰) on the control and manoeuvring level of driving behaviour,finding measures to assess driving impairment: A simulator study

ObjectiveThe influence of psychoactive substances on driving performance and traffic safety has been extensively studied. Research on the influence of alcohol at the control level of behaviour (i.e. automated processes) has been well established and has shown that the ability to operate a vehicle decreases with rising alcohol levels. However, results one level higher at the manoeuvring level (i.e. conscious processes), are inconsistent. The current study aimed to replicate findings on the influence of alcohol on the control level of behaviour and investigate effects on the manoeuvring level in order to find suitable measures to assess driving impairment.MethodThe study was double-blind, placebo-controlled with a counterbalanced treatment order and a two-way crossover design. Thirty participants performed tasks in a driving simulator under the influence of alcohol (0.5‰) and a placebo. In the driving tasks the control level of behaviour (swerving, average speed, and speed variation) was investigated, as well as the manoeuvring level of behaviour (distance to other traffic during an overtaking manoeuvre, reaction time to a traffic light turning amber, and response to a suddenly merging car).ResultsAs expected, alcohol affected the control level of behaviour negatively. Participants swerved more and showed more speed variation after alcohol intake. The manoeuvring level of driving behaviour was also affected by alcohol. The distance to other drivers during an overtaking manoeuvre was smaller under the influence of alcohol. Results on reaction time were however less straightforward. Reaction time increased significantly under the influence of alcohol when reacting to a traffic light but not in reaction to a car unexpectedly merging into traffic. When analysing behaviour in reaction to these different events in more detail it became clear that they were responded to in varying manners, making it difficult to find an average impairment measure.ConclusionsThe deteriorating effect of alcohol at the control level of driving behaviour was replicated, confirming the suitability of the standard deviation of lateral position and the variation in speed as measures of impairment. At the manoeuvring level, the kept distance to the leading car during an overtaking manoeuvre appeared to be a suitable measure to assess impairment as well as reaction time to a traffic light. The current study also confirms the difficulties in evaluating complex driving behaviour and the need for more research on this subject.     

Mental workload while driving: effects on visual search,discrimination, and decision making

The effects of mental workload on visual search and decision making were studied in real traffic conditions with 12 participants who drove an instrumented car. Mental workload was manipulated by having participants perform several mental tasks while driving. A simultaneous visual-detection and discrimination test was used as performance criteria. Mental tasks produced spatial gaze concentration and visual-detection impairment, although no tunnel vision occurred. According to ocular behavior analysis, this impairment was due to late detection and poor identification more than to response selection. Verbal acquisition tasks were innocuous compared with production tasks, and complex conversations, whether by phone or with a passenger, are dangerous for road safety.     

An interdependence analysis of commuting decisions

The current research advances an interdependence analysis of commuting decisions (i.e. commuting by car versus public transportation), delineating the determinants of an individual's outcomes in terms of own decisions, other commuters' decisions, and the combination or interaction of own and others' decisions (Kelley & Thibaut, 1978). Consistent with hypotheses, findings revealed that a concern with comfort led to a higher overall personal preference for the car, and a lower overall preference for others to commute by public transportation, when compared to a concern with travel time. Additionally, consistent with the claim that commuter decisions are also guided by considerations broader than a concern with individual outcomes, findings revealed that individuals with prosocial orientations (i.e. those concerned with maximizing collective outcomes) in combination with high levels of trust (i.e. believing in the honesty and cooperative intentions of others) exhibited a greater overall personal preference for public transportation, and a reduced desire to avoid other commuters, relative to individuals with a prosocial orientation and low levels of trust, or a proself orientation (i.e. those concerned primarily with maximizing own outcomes), regardless of levels of trust. Finally, consistent with the current interdependence analysis, intention to commute by car was positively associated with not only overall personal preference for the car, but also with the desire to avoid other commuters. © 1997 John Wiley & Sons, Ltd.     

Measuring being lost in thought: An exploratory driving simulator study

In driver behaviour research there is considerable focus on distraction caused by specific external systems, such as navigation systems or mobile telephones. However, it is not clear whether self-paced actions such as daydreaming have the same negative effects on driving behaviour. In a driving simulator study, the effects of an internal cognitive process (internal distraction) on driving behaviour and physiological data were compared to the effects of a sound and speech task (external distraction). Three groups of participants made two drives on a motorway, with one control group, one internal distraction group and one external distraction group. Dependent measures included driving behavioural measures, physiological measures and a subjective indication of participants’ experienced involvement in the driving task.The effects of both the internal and external distraction task were reflected in speed, number of lane changes, deceleration, glances and subjective ratings. When an effect was found for both the internal and the external distraction task, the results indicated similar (negative) effects. Participants also indicated that they had the feeling they were less involved in the driving task with both secondary tasks.     

Why would people want to travel more with automated cars?

The use of automated vehicles (AVs) may enable drivers to focus on non-driving related activities while travelling and reduce the unwanted efforts of the driving task. This is expected to make using a car more attractive, or at least less unpleasant compared to manually driven vehicles. Consequently, the number and length of car trips may increase. The aim of this study was to identify the main contributors to travelling more by AV.We analysed the L3Pilot project’s pilot site questionnaire data from 359 respondents who had ridden in a conditionally automated car (SAE level 3) either as a driver or as a passenger. The questionnaire queried the respondents’ user experience with the automated driving function, current barriers of travelling by car, previous experience with advanced driving assistance systems, and general priorities in travelling. The answers to these questions were used to predict willingness to travel more or longer trips by AV, and to use AVs on currently undertaken trips. The most predictive subset of variables was identified using Bayesian cumulative ordinal regression with a shrinkage prior (regularised horseshoe).The current study found that conditionally automated cars have a substantial potential to increase travelling by car once they become available. Willingness to perform leisure activities during automated driving, experienced usefulness of the system, and unmet travel needs, which AVs could address by making travelling easier, were the main contributors to expecting to travel more by AV. For using AVs on current trips, leisure activities, trust in AVs, satisfaction with the system, and traffic jams as barriers to current car use were important contributors. In other words, perceived usefulness motivated travelling more by AV and using AVs on current trips, but also other factors were important for using them on current trips. This suggests that one way to limit the growth of traffic with private AVs could be to address currently unmet travel needs with alternative, more sustainable travel modes.     

Driving speed choice: The role of conscious monitoring and control (reinvestment) when driving

This study aimed to examine the role of reinvestment - the propensity to consciously monitor and control actions (movement specific reinvestment) and to consciously monitor and evaluate decision making processes (Decision specific reinvestment) while driving in everyday risky scenarios. The study also aimed to evaluate the association between reinvestment and previously validated driver attitude measures. Fifty one participants completed a series of questionnaires (Driving Self-Efficacy Scale, Driver Attitude Questionnaire, Movement Specific Reinvestment Scale, Decision Specific Reinvestment Scale) after which they completed a test phase in a driving simulator. In the test phase, driving scenarios included roads with different markings (i.e., double yellow, wide centrelines, wire rope barriers, Audio Tactile Profiled markings) and alerting scenarios (i.e., police car present, high crash risk area sign, reduced speed zone). Results revealed that on risky roads (wide centrelines), participants with a high propensity for decision specific reinvestment drove slower than those with a low propensity. Driver experience, attitudes towards speeding and scores on the Decision Reinvestment subscale of the Decision Specific Reinvestment Scale significantly predicted speed choice. More experienced participants with higher scores on the Decision Reinvestment subscale were more likely to drive slower and participants with worse attitudes towards speeding were likely to drive faster. Participants with a low propensity for movement specific reinvestment (specifically, Movement Self-Consciousness) reduced their speed to a greater extent than those with a high propensity when driving in the police car scenario. There was some evidence to suggest that high decision specific and movement specific reinvesters were more likely to be involved in crashes and receive driving infringements. The current study is the first to demonstrate a significant relationship between reinvestment and driving. The implications of these findings for road safety are discussed.