Effects of route familiarity on drivers’ psychological conditions: Based on driving behaviour and driving environment

Route familiarity affects a driver’s mental state and indirectly affects traffic safety; however, this important factor is easily overlooked. Previous research on route familiarity has only analysed psychological states in terms of unfamiliarity and familiarity, the influence of driving behaviour and driving environment on psychological states has been ignored. As a result, the mechanisms through which the route familiarity influence driver psychological states, and vice versa, are unclear. This study proposes a quantitative framework for studying driver psychological condition and route familiarity using experimental data from a real driving task and driving environment data. The experimental data included 1022 observations obtained by 23 participants over 7 consecutive trials on 6 unfamiliar experimental routes with large differences in scenarios; environmental data were automatically extracted after segmenting a driving video through the Dilated Residual NetWorks model. The results reveal that (1) the relationship between the driver’s psychological condition and route familiarity is not monotonic and is different for straight and turning sections; (2) the driver’s psychological condition is influenced by the visual scene elements and the type of road section, and the results of the multivariate regression analysis quantified the variability of the influence; and (3) unlike a majority of findings on distracted driving, our study suggest that the driver’s attention to the external environment in the urban distracted driving state will gradually approach a ‘distraction threshold’, and the time and size of the ‘distraction threshold’ are influenced by the driver. This study can further the development of urban traffic safety research and help urban designers plan and improve urban landscapes to ensure drivers maintain stable mental states when they drive.     

Situational specificity of trait influences on drivers’ evaluations and driving behaviour

This study explored the influence of anger and anxiety traits on driver evaluations and behaviour during a simulated drive. Forty-eight licensed drivers completed identical simulated driving tasks during which they rated levels of current anger, calmness and frustration or levels of danger, calmness and difficulty. Anxiety-prone drivers made higher difficultly evaluations and generally drove more cautiously. Anger-prone drivers gave higher ratings of anger and frustration, but their evaluations and anger tendencies were unrelated to their general driving behaviours. When driving behaviours in high and low anger-provoking situations were contrasted, in low anger-provoking situations, drivers higher in trait anger reported more anger and frustration and also drove faster and with more sideward movement. When driving situations were considered separately, although not overall, behaviour and evaluations were related: when forced to move sideward, drivers reported more frustration; when forced to drive more slowly, they reported more anger, and subsequently increased acceleration, throttle pressure and steering wheel use. These relationships were not moderated by trait anger. Irrespective of trait anger, drivers become angry when impeded, or in other anger-provoking situations, only drivers with high trait anger become angry and behaved aggressively in circumstances most would not consider provocative.     

Reckless driving behaviour of youth: Does locus of control influence perceptions of situational characteristics and driving behaviour?

The current study examines driving behaviour of youth as a function of desirability, controllability and verifiability of this behaviour, in relation to locus of control. We expected that the occurrence of undesirable behaviour would increase when this behaviour was not visible to others, or could be ascribed to external circumstances. These mechanisms were expected to operate for externally oriented subjects, but less so for internally oriented subjects.A questionnaire was administered to 120 Dutch university students regarding their driving behaviour. The questionnaire described two scenarios in which desirability, verifiability, and controllability of behaviour were systematically manipulated. The primary dependent variable involved judgements on the likelihood that one would engage in a particular behaviour. The data were analysed using ANCOVA. The results supported our expectation that verifiability of behaviour would be more important for externally than for internally oriented subjects. For controllability of behaviour, no such effects were found. Implications and limitations are discussed.     

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 self-reported driving behaviour of young drivers in Lithuania: An application of the behaviour of young novice drivers scale – Lithuania (BYNDS-Li)

BackgroundWith just one year left in the Decade of Action for Road Safety, it is timely nations reflect on their progress in the realm of improving road safety more generally, and in young driver road safety specifically given the pernicious problem that is young driver risky driving behaviour and road crashes. Effective intervention requires a fundamental foundation of understanding the nature of the problem. Therefore the current study explored the self-reported risky driving behaviour of young drivers in Lithuania, a nation classified as a developed country as recently as 2015.MethodThe self-report Behaviour of Young Novice Drivers Scale (BYNDS, 1) was applied in a sample of 457 Lithuanian young drivers aged 18–24 years, after a rigorous forward-backward translation process.ResultsSeven factors (risky exposure, transient rule violations, driver misjudgements, driver mood, vehicle overcrowding, personal seatbelt use, substance consumption) explained 65.2% of the variance in self-reported risky driving behaviour as measured by the BYNDS-Li. The most common risky driving behaviours included driving in excess of posted speed limits, and driving at high risk times such as at night and on weekends.Discussion and implicationsThe seven-factor structure of the BYNDS-Li supports arguments that culturally-valid measures should be operationalised in jurisdictions other than those in which they were developed (in the case of the BYNDS, Queensland, Australia). Moreover, systems thinking argues that interventions and efforts must be multi-sectoral and collaborative interventions. In the case of young driver road safety, these should be framed within the 4E’s of education, engineering, enforcement, and engagement.     

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.     

What elicits third-party anger? The effects of moral violation and others’ outcome on anger and compassion

People often get angry when they perceive an injustice that affects others but not themselves. In two studies, we investigated the elicitation of third-party anger by varying moral violation and others’ outcome presented in newspaper articles. We found that anger was highly contingent on the moral violation. Others’ outcome, although relevant for compassion, were not significantly relevant for anger (Study 1 and Study 2a) or less relevant for anger than for compassion (Study 2b). This indicates that people can be morally outraged: anger can be elicited by a perceived violation of moral values alone, independent of the harm done. A severe negative consequence for others is not necessary to elicit anger.     

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.     

How the initial level of trust in automated driving impacts drivers’ behaviour and early trust construction

Trust in Automation is known to influence human-automation interaction and user behaviour. In the Automated Driving (AD) context, studies showed the impact of drivers’ Trust in Automated Driving (TiAD), and linked it with, e.g., difference in environment monitoring or driver’s behaviour. This study investigated the influence of driver’s initial level of TiAD on driver’s behaviour and early trust construction during Highly Automated Driving (HAD). Forty drivers participated in a driving simulator study. Based on a trust questionnaire, participants were divided in two groups according to their initial level of TiAD: high (Trustful) vs. low (Distrustful). Declared level of trust, gaze behaviour and Non-Driving-Related Activities (NDRA) engagement were compared between the two groups over time. Results showed that Trustful drivers engaged more in NDRA and spent less time monitoring the road compared to Distrustful drivers. However, an increase in trust was observed in both groups. These results suggest that initial level of TiAD impact drivers’ behaviour and further trust evolution.     

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 role of drivers’ social interactions in their driving behavior: Empirical evidence and implications for car-following and traffic flow

Models for describing the microscopic driving behavior rarely consider the “social effects” on drivers’ driving decisions. However, social effect can be generated due to interactions with surrounding vehicles and affect drivers’ driving behavior, e.g., the interactions result in imitating the behavior of peer drivers. Therefore, social environment and peer influence can impact the drivers’ instantaneous behavior and shift the individuals’ driving state. This study aims to explore empirical evidence for existence of a social effect, i.e., when a fast-moving vehicle passes a subject vehicle, does the driver mimic the behavior of passing vehicle? High-resolution Basic Safety Message data set (N = 151,380,578) from the Safety Pilot Model Deployment program in Ann Arbor, Michigan, is used to explore the issue. The data relates to positions, speeds, and accelerations of 63 host vehicles traveling in connected vehicles with detailed information on surrounding environment at a frequency of 10 Hz. Rigorous random parameter logit models are estimated to capture the heterogeneity among the observations and to explore if the correlates of social effect can vary both positively and negatively. Results show that subject drivers do mimic the behavior of passing vehicles –in 16 percent of passing events (N = 18,099 total passings occurred in freeways), subject vehicle drivers are observed to follow the passing vehicles accelerating. We found that only 1.2 percent of drivers normally sped up (10 km/hr in 10 s) during their trips, when they were not passed by other vehicles. However, if passed by a high speed vehicle the percentage of drivers who sped up is 16.0 percent. The speed change of at least 10 km/hr within 10 s duration is considered as accelerating threshold. Furthermore, the acceleration of subject vehicle is more likely if the speed of subject driver is higher and more surrounding vehicles are present. Interestingly, if the difference with passing vehicle speed is high, the likelihood of subject driver’s acceleration is lower, consistent with expectation that if such differences are too high, the subject driver may be minimally affected. The study provides new evidence that drivers’ social interactions can change traffic flow and implications of the study results are discussed.     

The influence of culture on children’s immediate and delayed retrieval

Culture shapes children’s memories. However, scant attention has been given to the influence of culture on specific memory stages. Thus, we conducted two controlled experiments to examine cultural differences in memory recall at immediate and delayed retrieval phases. In Studies 1 and 2 (n = 217), 7- to 10-year-old Chinese and Euro-Canadian children watched a story involving both social- and individual-focused scenarios. Participants then recalled the story immediately afterwards (Study 1) and 5–7 days later (Studies 1 and 2). Findings reveal that Chinese children accurately reported more details from the social-focused events than did their Euro-Canadian counterparts in the immediate interview, and this result was replicated after a delay in both studies. Moreover, as expected, within-country comparisons showed that Euro-Canadian children had better memory for individual- than for social-focused events in both studies. Chinese children, however, showed better memory for social- than for individual-focused events only in the immediate interview in Study 1; their delayed retrieval was not affected by event focus. These findings reveal that cultural variations in memory are evident in both immediate and delayed retrieval. Implications for future research are discussed.     

The role of peer influence on girls’ body dissatisfaction and dieting

IntroductionPeer influence is considered a global construct, although the effects of its various dimensions on body dissatisfaction and dieting via internalisation of the thin ideal and social comparison have yet to be analysed.ObjectiveThe aim of this study was to analyse how the different dimensions of peer influence (i.e., perception of teasing, appearance conversation with friends and peer attributions about the importance of appearance with regard to popularity) affect body dissatisfaction and dieting.MethodA total of 298 Italian adolescent girls and young women completed a questionnaire assessing different dimensions of peer influence, internalisation of the thin ideal, social comparison, body dissatisfaction and dieting.ResultsThe results indicated that peer attributions and appearance conversations with friends affect body dissatisfaction and dieting through internalisation and social comparison. Teasing had a direct effect on girls’ dissatisfaction levels.ConclusionsThe current findings have important preventive and treatment implications. Preventive interventions should not target sociocultural influences as a whole, rather they should analyse the specific dimensions of peer influence, with consideration for the degree to which girls internalise sociocultural messages and engage in social comparison.     

Velocity versus safety: Impact of goal conflict and task difficulty on drivers’ behaviour,feelings of anxiety,and electrodermal responses

This paper proposes a goal conflict model that links drivers’ conflicting motivations for fast and safe driving with an emotional state of anxiety. It is proposed that this linkage is mediated by a behavioural inhibition system (Gray & McNaughton, 2000) affecting drivers’ mood, physiological responses and choice of speed. The model was tested with 24 male participants, each of whom undertook 18 runs of a simple driving simulation. On each run, the goal conflict was induced by time pressure and the advance warning of a possible encounter with a deer. The conflict’s intensity varied depending on the magnitude of the equally-sized gain and loss assigned to early arrival and collision respectively. Results show that the larger the conflict, the more slowly the participants drove. In addition, they rated themselves as being more anxious, attentive, and aroused. An increase in task difficulty induced by low visibility resulted in an additional speed reduction and increase in self-reported anxiety but did not lead to a further increase in self-assessed attention and arousal. Overall, the number of electrodermal responses depended neither on conflict nor on task difficulty, but increased linearly with conflict during low visibility. Implications for the incorporation of goal conflict into theories on driving behaviour and conclusions for traffic safety policies are discussed.     

Perceived ethical leadership: Its moderating influence on employees’ organisational commitment and organisational citizenship behaviours

This study investigated the extent to which employees’ perception of ethical leadership moderated their organisational commitment and organisational citizenship behaviour. A non-probability purposive sample (N = 839; females = 32%) of employees in a railway organisation in the Democratic Republic of Congo (DRC) participated in the study. They completed the following measures: the Organisational Commitment Scale (OCS), the Organisational Citizenship Behaviour Questionnaire (OCBQ) and the Ethical Leadership Scale (ELS). Stepwise hierarchical regression analysis was utilised to determine the influence of employees’ perceptions of the relationships between their self-reported organisational commitment and organisational citizenship behaviour. The results indicated employee perceptions of the integrity, fairness and honesty aspects of ethical leadership to explain their affective, continuance and normative aspects of organisational commitment and organisational citizenship behaviour. The results also showed that employee perceptions of high ethical leadership influenced their willingness to engage in positive organisational commitment such as psychological attachment, work continuance, normative commitment and also their organisational citizen behaviours such as altruism, conscientiousness, courtesy and civic virtue. By implication, leaders with high ethical conduct have the potential to positively stimulate the commitment of employees towards supporting the organisational values and mission.     

The safety performance of connected vehicles on slippery horizontal curves through enhancing truck drivers’ situational awareness: A driving simulator experiment

Although drivers can adequately adjust their operating speed according to the road curvature, they show a lack of recognition regarding the pavement friction conditions. In this regard, inappropriate speed selection on Horizontal Curves (HCs) with reduced surface friction can lead to a remarkable rate of run-off-road, sideswipe, head-on, and rollover crashes, especially on rural highways. Aligned with the Connected Vehicle (CV) Pilot Program on Interstate-80 in Wyoming, this study scrutinizes how CV advisory/warning messages can enhance traffic safety on slippery HCs. To this aim, a roadway consists of two HCs with regular and slippery pavement conditions was designed in a high-fidelity driving simulator experiment. A total of 24 professional truck drivers were recruited to drive the simulated roadway under CV and non-CV environments. In the CV scenario, drivers were informed about the pavement conditions and the advisory speeds before entering HCs. In contrast, no messages were given to non-CV drivers. Truck drivers' behaviors in both scenarios were quantified using four Kinematic-based Surrogate Measures of Safety (K-SMoS), including deviation from the pathway, instantaneous acceleration, lateral speed, and steering angle. CVs’ trajectories were statistically compared to non-CVs in terms of the central tendency and dispersion using the Wilcoxon Signed-Rank Test (WSRT) and Median Absolute Deviation (MAD), respectively. The results of WSRT depicted, under the effect of CV advisory/warning messages and throughout the slippery HC, the central tendency of four K-SMoS could be shifted toward zero by 23% up to 99%. This shifting is associated with a significant safety enhancement that potentially can reduce the likelihood of curve-related crashes on slippery HCs. It was revealed that the variation in drivers’ behavior on the slippery HC could be minimized in the CV environment, where 54% up to 95% reduction in the dispersions of four K-SMoS were observed, leading to more certainty in drivers’ behavior.     

Implementation of automatic speed enforcement: Covariation with young drivers’ reported speeding behaviour and motivations

IntroductionSpeeding represents one of the main causes of road crashes worldwide, particularly among young drivers who are over-represented in road-crash statistics. For promoting road safety in France, an automatic speed enforcement (ASE) system was introduced late 2002.ObjectiveIn order to examine its efficiency on speeding and its motivations, we compared young drivers’ intentions and beliefs about speeding between the introduction of ASE (T1) and its completion in 2005 (T2) via a large survey based on the extended Theory of Planned Behaviour (TPB). We assumed the introduction of the ASE would covariate with a reduction in intention to speeding between T1 and T2 and a change in the extended TPB factors according to gender and driving experience.MethodOne thousand one hundred and ninety-two young participants (49.7% men) divided into novice, beginner, and more-experienced drivers filled in a questionnaire based on the extended TPB about their driving behaviour and history at T1 and 24 months later (T2).ResultsMen, beginner and more-experienced drivers expressed more intention to speeding within the next 12 months at T1 and showed a higher decrease in intention between T1 and T2 as compared to women and novice drivers. The extended TPB accounted for 59% of the variance in the decrease of the intention to speeding. Its main predictors were: lower perceived behavioural control over speeding, less social pressure, lower perceived similarity with the prototypical deviant driver, and higher comparative optimism. Secondly, slightly more positive behavioural beliefs and more negative outcome evaluations predicted this decrease.ConclusionPractical implications of the findings for road safety are discussed.     

Young male drivers’ risky driving 15 months after licensure – The role of intervention,attitudes towards accompanied driving,and parents’ risk

An indispensable issue in contemporary research on risk-taking by young drivers is parents’ influence on their offspring’s driving behavior. The current study measures this influence by using a risk index of parents’ driving behavior measured via in-vehicle data recorders together with young drivers’ self-reported answers to a set of questionnaires. Both parents and young drivers participated in one of three intervention program groups to enhance safe driving within a longitudinal study, and the outcome of this intervention was measured 15 months following licensure. The aim of the current study was thus to assess the contribution of parents’ actual driving behavior, participation in the intervention, and teen drivers’ attitudes towards accompanied driving (measured six months after licensure), to the reported risky driving of the young drivers fifteen months after receiving their driving license. The data consist of a sample of 78 parent-young driver dyads who were originally randomly assigned to one of three intervention groups (receiving different forms of feedback) or a control group (with no feedback). Findings indicate that the feedback and training to parents intervention group, as well as parents’ risky driving events rate, were positively associated with the reported proneness to reckless driving and the reckless driving habits of the young drivers. In addition, lower perception of accompanied driving as enabling a sense of relatedness with parents, and higher negative perceptions of this period, were related to higher reported risky driving among young drivers fifteen months after licensure. The results highlight the importance of parents’ behavior and relationships with their offspring as key concepts in moderating risky driving among young drivers. Practical implications for road safety are discussed.