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.     

Modelling the influence of time pressure on reaction time of drivers

Speeding is a major traffic violation and time pressure is one of the leading contributors to speeding. High-speed driving requires an immediate response to perilous events from the driver to avoid a crash. Reaction time is one of the important driving performance measures to assess the driver’s response to the event. Therefore, the current study examined the influence of time pressure on reaction times of the drivers measured for two different perilous events (pedestrians crossing and obstacle overtaking). Eighty-five Indian licensed drivers participated in a driving simulation study designed for three different time pressure conditions: No Time Pressure (NTP), Low Time Pressure (LTP), and High Time Pressure (HTP). The survival analysis technique was used to model the effect of time pressure and driver characteristics with reaction times of the drivers. It was observed that drivers’ reaction times decreased by 18% and 9% in LTP and 28% and 16% in HTP during the pedestrians crossing and obstacle overtaking events, respectively. Further, 1 m/second increase in approach speed resulted in 2% and 4% reduction in reaction times of the drivers in pedestrians crossing and obstacle overtaking events, respectively. Young drivers responded 21% faster than mature drivers during the pedestrians crossing event. Interestingly, sleeping hours and physical fitness played an important role in driver’s reaction to the events. The drivers performing regular physical exercise and having minimum eight-hours of overnight sleep reacted 16% and 17% earlier in pedestrians crossing and obstacle overtaking events, respectively. The overall findings from this study showed enhanced stimulus-response behaviour of the drivers under time pressure driving conditions. The results obtained from the study can give new insight into various safety-related ITS applications.     

The differences in hazard response time and driving styles of violation-involved and violation-free taxi drivers

The present study aimed to investigate the relationships between taxi drivers’ traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers’ traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers’ hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training.     

Activating a mental simulation mind-set through generation of alternatives: Implications for debiasing in related and unrelated domains

Encouraging people to consider multiple alternatives appears to be a useful debiasing technique for reducing many biases (explanation, hindsight, and overconfidence), if the generation of alternatives is experienced as easy. The present research tests whether these alternative generation procedures induce a mental simulation mind-set (cf. Galinsky & Moskowitz, 2000), such that debiasing in one domain transfers to debias judgments in unrelated domains. The results indeed demonstrated that easy alternative generation tasks not only debiased judgments in the same domain but also generalized to debias judgments in unrelated domains, provided that participants were low in the need for structure. The alternative generation tasks (even when they were easy to perform) showed no evidence of activating a mental simulation mind-set in individuals high in need for structure, as these individuals displayed no transfer effects. Implications of the results for understanding the role of the need for structure, ease of generation, and mental simulation mind-set activation for debiasing are discussed.     

Judgments of mean speed and predictions of route choice

How are driving speeds integrated when speeds vary along a route? In a first study, we examined heuristic processes used in judgments of mean speed when the mean speeds on parts of the trip varied. The judgments deviated systematically from objective mean speeds because the distances driven at different speeds were given more weight than travel time spent on the different distances. The second study showed that when there was a 10–15 min pause during a travel the effect on the mean speed decrease was underestimated for driving speeds of 90 km/h and higher. In the third study, the objective mean speeds and the subjective biased mean speed judgments were used to predict choices between routes with different speed limits. The results showed that subjective judgments predicted decisions to maximize mean speed significantly better than objective mean speeds. Finally, some applied and basic research implications of the results were discussed.     

Biased judgments of the effects of speed change on travel time,fuel consumption and braking: Individual differences in the use of simplifying rules producing the same biases

The main purpose of this study was to identify different cognitive rules that lead to a particular judgment bias. To fulfill this purpose, a new method Spectral analysis was introduced and applied. Participants judged time saved by driving faster, fuel saved by replacing a car and braking capacity at different speeds. These problems invite the time saving bias (e.g., time saved from speed increases at higher speeds overestimated), the miles per gallon, MPG illusion (misjudgment of fuel saved by replacing a car) and the braking capacity bias (overestimation of braking capacity after speed increase). The average results replicated the biases. Spectral analysis of individual participants and problems showed that a speed difference rule explained about half of the time saving judgments and about three fourth of the MPG judgments. A difference between speeds rule described about one third of the biased braking judgments and a ratio/proportion rule about one fifth of the time saving and MPG judgments. All rules give biased judgments in all three domains. The paper ends with a discussion of hierarchies of cognitive rules, applications of the results, and how to mitigate or avoid the biases and the risks associated with the biases.     

Correlation between inspection time and psychometric abilities: A personal interpretation

More than 25 years of research suggests that the measure inspection time (IT) does capture low-level aspects of cognitive functioning that contribute to human intelligence. However, recent evidence does not support earlier claims that IT estimates the speed of a single mechanism like “sampling input” or “apprehension.” Rather, together with other tasks that employ pattern backward masking to limit the duration for which information is available for processing, IT is probably sensitive both to focused attentional capacities to detect organization and change under severe time constraints and to decision processes, ongoing beyond mask onset, that monitor responding. Among normal young adults, IT is correlated with the broad psychometric factor Gs (“speediness”). This mediates correlation with general intelligence. In this group, IT is not correlated with Gf. However, whether this outcome generalizes to samples of persons with an intellectual disability, to young children, or to elderly persons is not yet known. Psychological processes underpinning IT are currently only speculatively defined, but it should prove possible to unravel these by experimentation. To this end, backward masking procedures are arguably more theoretically tractable than reaction time tasks because they reduce the impact of higher-level cognitive strategies on performance. On this basis, IT may hold promise as a means for developing partial explanations for intelligence in psychological terms. However, whether this is realized depends on identifying the psychological functions that support IT.     

Prospective and retrospective time perception are related to mental time travel: Evidence from Alzheimer’s disease

Unlike prospective time perception paradigms, in which participants are aware that they have to estimate forthcoming time, little is known about retrospective time perception in normal aging and Alzheimer’s disease (AD). Our paper addresses this shortcoming by comparing prospective and retrospective time estimation in younger adults, older adults, and AD patients. In four prospective tasks (lasting 30 s, 60 s, 90 s, or 120 s) participants were asked to read a series of numbers and to provide a verbal estimation of the reading time. In four other retrospective tasks, they were not informed about time judgment until they were asked to provide a verbal estimation of four elapsed time intervals (lasting 30 s, 60 s, 90 s, or 120 s). AD participants gave shorter verbal time estimations than older adults and younger participants did, suggesting that time is perceived to pass quickly in these patients. For all participants, the duration of the retrospective tasks was underestimated as compared to the prospective tasks and both estimations were shorter than the real time interval. Prospective time estimation was further correlated with mental time travel, as measured with the Remember/Know paradigm. Mental time travel was even higher correlated with retrospective time estimation. Our findings shed light on the relationship between time perception and the ability to mentally project oneself into time, two skills contributing to human memory functioning. Finally, time perception deficits, as observed in AD patients, can be interpreted in terms of dramatic changes occurring in frontal lobes and hippocampus.     

Young driver distraction by text messaging: A comparison of the effects of reading and typing text messages in Chinese versus English

BackgroundReading and typing text messages while driving seriously impairs driving performance and are prohibited activities in many jurisdictions. Hong Kong is a bilingual society and many people write in both Chinese and English. As the input methods for text messaging in Chinese and English are considerably different, this study used a driving simulator approach to compare the effects of reading and typing Chinese and English text messages on driving performance.MethodThe driving performances of 26 participants were monitored under the following conditions: (1) no distraction, (2) reading and typing Chinese text messages, and (3) reading and typing English text messages. The following measures of driving performance were collected under all of the conditions: reaction time (RT), driving lane undulation (DLU), driving speed fluctuation (DSF), and car-following distance (CFD) between test and leading cars.ResultsRT, DLU, and DSF were significantly impaired by reading and typing both Chinese and English text messages. Moreover, typing text messages distracted drivers more than reading them. Although the Chinese text messaging input system is more complicated than the English system, the use of Chinese did not cause a significantly different degree of distraction.ConclusionBoth reading and typing text messages while driving should be prohibited regardless of whether Chinese or English is used.     

Children's understanding of embarrassment: Integrating mental time travel and mental state information

The current study investigated 4‐ to 8‐year‐olds’ (N = 81) understanding of embarrassment and their ability to integrate temporal and mental state information to predict and explain emotions. Participants heard stories describing characters commit trivial social transgressions, and then the next day, characters found themselves in the same situation that led to the previous transgression. For some story endings, participants were asked to predict and explain how the character felt, and for others, participants were told the character started to feel embarrassed and they were asked to explain why. Participants’ responses were coded and analysed using nonparametric statistical tests. Kruskal–Wallis analyses revealed significant developments occur between 6 and 8 years in children's understanding of embarrassment and their ability to explain individual's emotion as caused by anticipating the reoccurrence of a previous embarrassing event. Younger children demonstrated a basic knowledge of embarrassment but failed to demonstrate more advanced understanding of the emotion. Findings from the current study indicate children reach a more mature understanding of embarrassment and the implications of committing social transgressions between 7 and 8 years. Finally, the current study contributes to the literature on children's ability to infer mental states and temporally connect experiences.     

Shedding light on the psychological and behavioral determinants of travel mode choice: A meta-analysis

Mobility represents a relevant topic from the standpoint of environmental degradation, health-related consequences and social inclusion. Since private mobility is responsible for the greatest share of polluting emissions, it is necessary to gain deeper understanding of the mechanisms underpinning the choice of individuals to use either cars or alternative, environment-friendly transport modes. A meta-analysis on 58 primary studies is conducted to synthesize evidence on the determinants of travel mode choice, as regards both behavioral intentions and actual behaviors. Results suggest that, besides intentions, habits and past use represent the most relevant predictor, followed by constructs referring to the Theory of Planned Behavior framework. Environmental variables, on the other hand, play a relevant role in shaping behavioral intentions while their effect on actual behaviors is negligible, so that a deep intention behavior gap emerges. A moderator analysis is performed to explain the high heterogeneity in the results. Behaviors’ operationalization and measurement emerges as the moderator affecting heterogeneity of outcomes the most; trip purpose, sample type and year of the study also show a moderate effect on heterogeneity, while location does not appear to be a relevant moderator.     

Personality and mental time travel: a differential approach to autonoetic consciousness

Recent research on autonoetic consciousness indicates that the ability to remember the past and the ability to project oneself into the future are closely related. The purpose of the present study was to confirm this proposition by examining whether the relationship observed between personality and episodic memory could be extended to episodic future thinking and, more generally, to investigate the influence of personality traits on self-information processing in the past and in the future. Results show that Neuroticism and Harm Avoidance predict more negative past memories and future projections. Other personality dimensions exhibit a more limited influence on mental time travel (MTT). Therefore, our study provide an additional evidence to the idea that MTT into the past and into the future rely on a common set of processes by which past experiences are used to envision the future.     

Mental time travel: Effects of trial duration on episodic and semantic content

Studies exploring mental time travel commonly use cue-word paradigms to elicit past and future autobiographical events. However, the effect of trial duration (how long participants are allowed to describe events) on the relationship between episodic and nonepisodic detail and episodic specificity (i.e., whether longer durations increase event specificity) has not been examined. To resolve these issues, a cue-word study was devised whereby participants described past and future events under three randomly administered time constraints: short (1-min), standard (3-min), and long (5-min) durations. Findings indicated that an individual's capacity for episodic and nonepisodic thought for the past and future were unrelated. This lends supports to the idea that independent mechanisms are responsible for episodic and semantic information. This study also offers clarity concerning the effect of different trial durations on episodic specificity, which may aid the design of future studies of mental time travel.     

Regulatory modes and time management: How locomotors and assessors plan and perceive time

This research investigated the relationship between regulatory mode orientations (locomotion and assessment), time management behaviours and the perceived control of time. “Locomotion” refers to the aspect of self‐regulation involving the movement from state to state, whereas “assessment” is the comparative aspect of self‐regulation that refers to the critical evaluation of alternative goals and the means for achieving them. The Italian versions of the Time Management Behavior Scale and the Perceived Control of Time Scale, as well as the Locomotion and Assessment Regulatory Modes Scales were administered to 339 Italian participants (249 students and 90 employees). The results supported the notion that locomotors and assessors differ in the ways they perceive the control of time. Locomotion was found to be positively related to perceived control of time. In contrast, assessment was negatively related to perceived control of time. Furthermore, the two time management dimensions of setting goals and priorities and preference for organisation were shown to mediate the relationship between locomotion and perceived control of time, whereas assessment proved to be unrelated to all time management behaviours. These findings highlight the importance of regulatory modes for human behaviour regarding time management and perceived control of time.     

Three consecutive nights of sleep loss: Effects of morning caffeine consumption on subjective sleepiness/alertness,reaction time and simulated driving performance

Caffeinated products are often consumed as a popular countermeasure to the effects of sleep loss. However, the efficacy of caffeine to exert these effects after consecutive nights of sleep loss is poorly understood. The aim of this study was to investigate the effects of three consecutive nights of restricted sleep and morning caffeine consumption on subjective ratings of sleepiness/alertness, reaction time, and simulated driving performance. Twenty healthy, habitual caffeine consumers (11 females; age: 23.3 ± 5.7 y; BMI: 22.3 ± 3.5 kg⋅m⁻²; caffeine intake: 204 ± 89 mg⋅day⁻¹; Mean ± SD) who had normal sleeping patterns (≥8 h⋅night⁻¹) participated in this double-blind, placebo-controlled, randomised study. Following one night of normal sleep (≥8 h time in bed (TIB)), participants underwent three consecutive nights of restricted sleep (5 h TIB). Participants received caffeine (200 mg; n = 10) or placebo (n = 10) capsules each morning and all participants received caffeine (100 mg) capsules each afternoon. Subjective ratings of alertness, concentration and tiredness were measured before and 1 h after morning capsule administration. Choice Reaction Time (CRT) was examined 1 h after morning capsule administration, with response speed and accuracy as outcome variables. Driving performance was assessed using a 30 min simulated driving task, with lateral (standard deviation of lane position [SDLP]; total number of line crossings [LC]) and longitudinal (standard deviation of speed [SDSP]) measures of vehicle control as outcome variables. Alertness and concentration significantly decreased, and tiredness increased across the three days of sleep loss. Caffeine only marginally alleviated these effects. No differences were observed between treatments or across trial days for response speed and accuracy on the CRT task. Likewise, no significant differences were observed between groups or across trial days for any measures of simulated driving performance. Overall, results from this study indicate that three consecutive days of sleep loss influence subjective ratings of alertness, concentration and tiredness, but does not alter CRT or simulated driving performance. Caffeine may alleviate some of the negative subjective effects imposed by restricted sleep, but the efficacy of caffeine to attenuate performance changes in CRT and driving performance were unable to be observed.     

Mental time travel ability and the Mental Reinstatement of Context for crime witnesses

Mental time travel ability marks how well the phenomenological aspects of events are mentally re-experienced during recall. The Cognitive Interview (CI) elicits eyewitness information. One of its techniques, Mental Reinstatement of Context (MRC), asks eyewitnesses to reinstate the incident’s context mentally before recall. Fifty-six participants watched a simulated crime video. Self-report measures were then taken to estimate general mental time travel ability. Participants were questioned subsequently about the video. Eyewitness performance under MRC was compared with the CI’s Report Everything (RE) technique, wherein eyewitnesses recall everything they can but with no invitation to mentally reinstate the context. There was no effect of interview condition on accuracy of recall; however, general mental time travel ability was positively associated with the amount of correct and incorrect information produced under MRC, but not RE, conditions. This is the first empirical demonstration that MRC instructions engage the mental time travel capacities they purport to.     

Psychophysics and the anisotropy of time

In psychophysics, experimental control over the presented stimuli is an important prerequisite. Due to the anisotropy of time, this prerequisite is not given in psychophysical experiments on time perception. Many important factors (e.g., the direction of perceived time flow) cannot be manipulated in timing experiments. The anisotropy of time is a peculiarity, which distinguishes the time dimension from other perceptual qualities.Here I summarize the anisotropy-related differences between the perception of time and the perception of other qualities. It is discussed to what extent these differences might affect results and interpretations in psychophysical experiments. In conclusion, I argue for a ‘view from nowhen’ on the psychophysical study of time perception.     

Driving mental workload and performance of ageing drivers

The World Health Organization stated that the global ageing population is increasing rapidly as well as the case of road accidents involving ageing drivers. This study presents the driving mental workload and performance model of ageing drivers in the context of real-time road driving. Twenty paid participants (ten males) with a mean age of 57.8 years old (SD = 2.7) and mean driving experience of 29.6 years (SD = 8.5) took part in driving experiments with three complexity levels of situation: simple situation (SS), moderately complex situation (MCS), and very complex situation (VCS). The subjective ratings using NASA Task Load Index (NASA-TLX), physiological measure using electroencephalogram, number of traffic violations (NTVs), speed variability, and reaction time of peripheral detection task were measured. The driving experiments reveal the following: (1) The subjective workload ratings on mean physical demand score were the highest. (2) The electroencephalogram results show that situation complexity had significant effects on theta relative power and alpha relative power of two channel locations (3) The highest mean NTVs was in VCS. (4) The mean speed variability in the MCS was significantly lower than that of in the SS and VCS. (5) The maximum reaction time was recorded in VCS while the minimum reaction time was recorded in the MCS. The overall driving performance score regression models were developed based on the strong correlation and linear relationship between mental workload and driving performance elements. The models may benefit as a reference for designers, manufacturers, developers, and policymakers in designing better driving environment for ageing drivers by integrating safety and transportation, thus, optimizing and sustaining the driving performance of ageing drivers.