Covered in stigma? The impact of differing levels of Islamic head‐covering on explicit and implicit biases toward Muslim women

Given the prominence of Muslim veils—in particular the hijab and full‐face veil—in public discourse concerning the place of Muslims in Western society, we examined their impact on non‐Muslims’ responses at both explicit and implicit levels. Results revealed that responses were more negative toward any veil compared with no veil, and more negative toward the full‐face veil relative to the hijab: for emotions felt toward veiled women (Study 1), for non‐affective attitudinal responses (Study 2), and for implicit negative attitudes revealed through response latency measures (Studies 3a and 3b). Finally, we manipulated the perceived reasons for wearing a veil, finding that exposure to positive reasons for wearing a veil led to better predicted and imagined contact (Study 4). Practical and theoretical implications 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.     

Are we puppets on a string? Comparing the impact of contingency and validity on implicit and explicit evaluations

Research has demonstrated that implicit and explicit evaluations of the same object can diverge. Explanations of such dissociations frequently appeal to dual-process theories, such that implicit evaluations are assumed to reflect object-valence contingencies independent of their perceived validity, whereas explicit evaluations reflect the perceived validity of object-valence contingencies. Although there is evidence supporting these assumptions, it remains unclear if dissociations can arise in situations in which object-valence contingencies are judged to be true or false during the learning of these contingencies. Challenging dual-process accounts that propose a simultaneous operation of two parallel learning mechanisms, results from three experiments showed that the perceived validity of evaluative information about social targets qualified both explicit and implicit evaluations when validity information was available immediately after the encoding of the valence information; however, delaying the presentation of validity information reduced its qualifying impact for implicit, but not explicit, evaluations.     

Examining the self-enhancement bias: professional truck drivers’ perceptions of speed,safety, skill and consideration

A sample of 1006 professional truck drivers were surveyed on their perceptions of self and average other speeds, consideration, relative safety, and relative skill. A disproportionate frequency of responses is found in the measures of speed, safety, and consideration, but not skill. In the measures of speed and consideration this bias is found to operate in a negative direction. Truck drivers are found to evaluate other road users negatively, they do not demonstrate ‘self-enhancement’ indicative of driver overconfidence. Drivers responsible for the biases are isolated from the sample using a method of triangulation. Background factors relating to driver characteristics and employment conditions are examined. Characteristics of the drivers’ employment indicate the perceptions are related to factors external to the drivers’ self-conceptions. These contrasts provide further support for the contention that the ‘self-enhancement bias’, as it appears in this sample, operates as a negative-other rationalisation.     

Impact of rewarding and parenting styles on young children’s cheating behavior

The purpose of this study was to examine the impact of rewarding and parenting styles on kindergarteners’ cheating behavior. The participants were 77 young children enrolled in one of three public kindergartens in the ?anl?urfa province of Turkey. Ages ranged from 54 to 76 months, with a mean age of 67.36 months (SD = 4.69). Participants were randomly assigned to reward and control groups. Each participant was tested individually. Participants were asked to solve a labyrinth puzzle without looking at the solution in the absence of an applicator (research assistants). Reward group participants were informed that if they successfully solved the puzzle they would get a lollipop. Findings revealed that the reward group exhibited significantly more cheating behavior than the control group. Cheating behavior was not related to parenting styles. The investigator concluded that using rewards as an educational tool may increase children’s tendency to cheat.     

The influence of the response–stimulus interval on implicit and explicit learning of stimulus sequence

Three experiments investigated the influence of the response-stimulus interval (RSI) on implicit and explicit learning of stimulus sequences. Participants responded to numerals presented in predetermined positions with alternating long and short RSIs. Half of the participants were instructed explicitly to learn the position sequence. In the transfer phase of Experiments 1 and 2, changing RSI patterns reduced the expression of incidental and intentional learning of position sequence. In Experiment 3 the position sequence was transformed, except that sub-sequences demarcated by long RSIs remained unchanged; this greatly reduced the expression of intentional learning, and slightly reduced that of incidental learning. These results indicate that in implicit learning, stimulus sequences are learned under the constraints of RSIs, whereas in explicit learning, learning independent of RSIs, as well as learning constrained by RSIs, occurs.     

Designing road safety interventions for young drivers – The power of peer influence

Peer passengers are associated with risky driving behaviour and increased collision rate in young drivers, but the mechanism by which young drivers are influenced by their peers is not well understood. Here we report two studies that explore the effect of peer influence on young drivers. The first explored the relationship between susceptibility to peer influence and young drivers’ engagement in risky driving behaviour. 163 young drivers completed self-report measures of risky driving behaviour and susceptibility to different forms of peer influence. Results showed that young drivers who were influenced by their peers to attain social prestige and through peers intervening in their decisions committed more driving violations. The second study sought to utilise the susceptibility of young drivers to peer influence by using peers to design and deliver a safety intervention, following the ‘U in the Driver Seat’ model from the US. When compared to a traditional fear appeal and a control, the peer intervention group reported safer attitudes and intentions to drive safely at follow-up. Together these studies provide insight into how peers influence young drivers’ risky behaviour, and support the notion of using peer education tools in young driver safety interventions.     

Impact of Parkinson’s disease and dopaminergic medication on adaptation to explicit and implicit visuomotor perturbations

The capacity to learn new visuomotor associations is fundamental to adaptive motor behavior. Evidence suggests visuomotor learning deficits in Parkinson’s disease (PD). However, the exact nature of these deficits and the ability of dopamine medication to improve them are under-explored. Previous studies suggested that learning driven by large and small movement errors engaged distinct neural mechanisms. Here, we investigated whether PD patients have a generalized impairment in visuomotor learning or selective deficits in learning from large explicit errors which engages cognitive strategies or small imperceptible movement errors involving primarily implicit learning processes. Visuomotor learning skills of non-medicated and medicated patients were assessed in two reaching tasks in which the size of visuospatial errors experienced during learning was manipulated using a novel three-dimensional virtual reality environment. In the explicit perturbation task, the visuomotor perturbation was applied suddenly resulting in large consciously detected initial spatial errors, whereas in the implicit perturbation task, the perturbation was gradually introduced in small undetectable steps such that subjects never experienced large movement errors. A major finding of this study was that PD patients in non-medicated and medicated conditions displayed slower learning rates and smaller adaptation magnitudes than healthy subjects in the explicit perturbation task, but performance similar to healthy controls in the implicit perturbation task. Also, non-medicated patients showed an average reduced deadaptation relative to healthy controls when exposed to the large errors produced by the sudden removal of the perturbation in both the explicit and implicit perturbation tasks. Although dopaminergic medication consistently improved motor signs, it produced a variable impact on learning the explicit perturbation and deadaptation and unexpectedly worsened performance in some patients. Considered together, these results indicate that PD selectively impairs the ability to learn from large consciously detected visuospatial errors. This finding suggests that basal ganglia-related circuits are important neural structures for adaptation to sudden perturbations requiring awareness and high-cost action selection. Dopaminergic treatment may selectively compromise the ability to learn from large explicit movement errors for reasons that remain to be elucidated.     

Factors influencing drivers’ reading and comprehension of on-board traffic messages

IntroductionWhen variable message signs (VMS) or on-board traffic information systems are used, it is essential that while driving, motorists read and understand the information as soon as possible in order to make appropriate decisions to increase road safety and/or facilitate traffic flow. Thus, it is important to investigate the factors that may increase fast reading and comprehension of on-board traffic information.ObjectivesWe examined the influence of the type of message (warnings vs. recommendations), location of the pictogram (top or bottom of the text), type of display device (IPhone, Blackberry, or Tablet) and its position (horizontal or vertical) on drivers’ fast reading and comprehension of on-board messages provided via in-vehicle system. Moreover, we were interested in drivers’ acceptability of in-vehicle system.MethodForty-nine drivers (M_Men = 32, 19–65 years) participated to a reading and comprehension task while travelling on a desktop driving simulator. Participants were exposed to two series of 11 traffic messages displayed on one of the three devices. Reading and comprehension times were measured (= milliseconds) for each message. At the end, they had to fill in a questionnaire on their beliefs about on-board traffic messages and in-vehicle system.ResultsDrivers expressed a positive attitude toward on-board traffic messages and in-vehicle system. Reading and comprehension times were of approximately 4 seconds and were longer for warnings as compared to recommendations. The pictogram placed at the top of the text, the tablet and the vertical display device facilitated fast reading and comprehension.     

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.     

The perceived effectiveness of road safety interventions: Regulation of drivers’ behavioral intentions and self-consciousness

We consider road safety interventions to be potential sources of social influence, altering the intentions and behaviors of drivers when they are perceived by the latter as effective. We also consider that perceiving their effectiveness depends on drivers’ self-consciousness. 852 drivers replied to a questionnaire measuring dispositional self-consciousness, the perception of the effectiveness of 10 road safety interventions, and reported intentions and behaviors related to speeding and drinking and driving. The results revealed several phenomena: (1) interventions were perceived as related to penalty/surveillance or social communication (factor analysis); (2) the former were perceived as more effective than the latter; (3) the perceived effectiveness of road safety interventions was moderately correlated with intentions and behaviors; (4) this link was stronger for interventions of the penalty/surveillance type; (5) age, level of education, frequency of use of a vehicle and gender were moderately associated with the perception of these interventions; (6) self-consciousness (in particular its public dimension) had an additional positive association with this perceived effectiveness. These results are discussed from a practical and methodological point of view.     

Modeling the impact of traffic conditions and bicycle facilities on cyclists’ on-road stress levels

Past research efforts have shown that cyclists’ safety, stress, and comfort levels greatly affect the routes chosen by cyclists and cycling frequency. Some researchers have tried to categorize cyclists’ levels of traffic stress utilizing data that can be directly measured in the field, such as the number of motorized travel lanes, motorized vehicle travel speeds, and type of bicycle infrastructure. This research effort presents a novel approach: real-world, on-road measurements of physiological stress as cyclists travel across different types of bicycle facilities at peak and off-peak traffic times. By matching videos with stressful events, it was possible to observe the circumstances of those stressful events. The stress data was normalized, and the method was carefully validated by a detailed analysis of the stress measurements. Novel statistical results from a multi-subject study quantifies the impact of traffic conditions, intersections, and bicycle facilities on average stress levels.     

Effect of design factors on drivers’ understanding of variable message signs locating traffic events

BackgroundThis article addresses how to combine three elements (a pictogram, an arrow, a city) in a variable message sign (VMS) to locate temporary events (e.g., “congestion before Milan”). We adopted the G1c stack model as a design template, an Advanced Directional Sign (ADS) recommended by the 1968 Convention to locate cities, which can be easily adapted to modern VMS. However, as most of the VMS in operation are not full-matrix, we have also adapted this design to more restrictive display conditions. This adaptation critically concerned the arrow function on the message that either points up broadly (generically, as in G1c) or connects with the city more specifically (explicit). Although G1c reads top-down like a verbal text, previous studies indicated drivers’ preference for bottom-up landmark order in VMS, so both ordering criteria were compared in the present study.MethodsThe experiment involved 99 people (70 drivers and 29 drivers in training). Participants were informed that they would see various VMS reporting certain events (e.g., congestion) related to one of four cities along the road. Their task was to identify the event location (before, after the city) after seeing blocks of two consecutive messages (first a complementary message, then the target message), limiting their response to the content of the second message. Three design-focused factors were tested: typographical alignment (left or centre), landmark order (bottom-up or top-down), and arrow function (explicit or generic). The rate of correct location answers was the dependent variable.ResultsResults revealed that comprehension varied greatly depending on the arrow’s function and the placing of elements. In the explicit-arrow messages, comprehension was good both in the Top-down and Bottom-up conditions, but in the generic-arrow messages, only in the Bottom-up condition was comprehension good. Likewise, understanding was better in the Before condition than in the After condition in all combinations of Landmark order and Arrow function conditions. In general, left alignment of the central column elements of the VMS improved comprehension respective to centred alignment. Finally, the complementary message factor had an effect under certain circumstances.Practical implicationsThe messages displaying a generic arrow (following the G1c model) were better understood when the landmarks were ordered bottom-up, not top-down. In addition, explicit-arrow messages were better understood per se (in the absence of a complementary message) than generic-arrow messages. Overall, this work suggests that improving our understanding of how thought processes and design features relate to each other can contribute to safer driving nationally and internationally.     

Why do implicit and explicit attitude tests diverge? The role of structural fit

Implicit and explicit attitude tests are often weakly correlated, leading some theorists to conclude that implicit and explicit cognition are independent. Popular implicit and explicit tests, however, differ in many ways beyond implicit and explicit cognition. The authors examined in 4 studies whether correlations between implicit and explicit tests were influenced by the similarity in task demands (i.e., structural fit) and, hence, the processes engaged by each test. Using an affect misattribution procedure, they systematically varied the structural fit of implicit and explicit tests of racial attitudes. As test formats became more similar, the implicit-explicit correlation increased until it became higher than in most previous research. When tests differ in structure, they may underestimate the relationship between implicit and explicit cognition. The authors propose a solution that uses procedures to maximize structural fit.     

Socio-economic and driving experience factors affecting drivers’ perceptions of traffic crash risk

Drivers are estimated to contribute an overwhelming proportion to the burden of traffic crashes, as factors that increase crash risk are frequently due to unsafe driving behaviours. The relationship between risk perceptions and people’s risky driving behaviours is still not well understood. This paper aims to further analyse the potential effect of risky driving behaviours on drivers’ perceptions of crash risk and differences in perceptions among drivers.Crash risk perceptions in an inter-city, two-way road context of 492 drivers were measured by using a Stated Preference (SP) ranking survey. Rank-ordered logit models were used to evaluate the impact on risk perception of five unsafe driving behaviours and to identify differences in drivers’ risk perceptions. The five unsafe driving behaviours considered in the analysis were respectively related to whether or not the driver follows the speed limits, the rules of passing another car and the safe distance, whether or not the driver is distracted, and whether or not she/he is driving under optimal personal conditions.All risky driving behaviours showed a significant potential effect (p < 0.001) on crash risk perceptions, and model’s results allowed to differentiate more important from less important unsafe driving behaviours based on their weight on perceived crash risk. Additionally, this paper further analyses the potential differences in risk perception of these traffic violations between drivers of different characteristics, such as driving experience, household size, income and gender.The SP technique could be applied to further analyse differences in perceptions of risky driving behaviours among drivers. Future research should consider the potential effect of driving skill on perceptions of risky driving behaviours.     

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

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

The impact of teacher language on students’ mindsets and statistics performance

Studies have shown that performance feedback provided by teachers can communicate mindset messages to students and subsequently impact students’ performance. We sought to examine whether non-feedback related comments could also influence students’ mindsets and performance. We utilized a sample of undergraduate students enrolled in a research pool (n?=?106) and compared their mindset and quiz scores after receiving a statistics lesson under one of three conditions. In two conditions the instructor introduced the lesson making comments that communicated either a fixed or growth mindset. A third condition served as a control. Students receiving growth comments moved towards growth mindset beliefs more so than those who received fixed mindset comments and had higher quiz scores when compared to the control group. These results provide early evidence that even non-feedback related comments can influence students’ mindsets and performance. We discuss implications for teaching, teacher training and future research.     

Pre-service teachers’ implicit and explicit attitudes toward obesity influence their judgments of students

Obese children experience disadvantages in school and discrimination from their teachers. Teachers’ implicit and explicit attitudes have been identified as contributing to these disadvantages. Drawing on dual process models, we investigated the nature of pre-service teachers’ implicit and explicit attitudes, their motivation to respond without prejudice, and how attitudes influence their judgments of an obese student. Results showed that implicit anti-obesity bias might stem from an implicit positivity toward thinness rather than from an implicit negativity toward obesity. Explicit attitudes were mixed: positive attitudes toward achievement, a dislike of obese persons, and neutral attitudes concerning blame and health responsibility emerged. Implicit and explicit attitudes affected judgments of language proficiency and intelligence: pre-service teachers with more positive attitudes judged the obese student more favorably. The results of multiple regression analyses suggest that attitudes might exert a greater influence when pre-service teachers must draw inferences to derive the judgment.     

Comparative assessment of the behaviour of drivers with Mild Cognitive Impairment or Alzheimer’s disease in different road and traffic conditions

The objective of this research was the analysis of the driving performance of drivers with Mild Cognitive Impairment (MCI) or Alzheimer’s disease (AD), in different road and traffic conditions, on the basis of a driving simulator experiment. In this experiment, healthy “control” drivers, patients with MCI, and patients with AD, drove at several scenarios at the simulator, after a thorough neurological and neuropsychological assessment. The scenarios include driving in rural and urban areas in low and high traffic volumes. The driving performance of healthy and impaired drivers was analysed and compared by means of Repeated Measures General Linear Modelling techniques. A sample of 75 participants was analysed, out of which 23 were MCI patients and 14 were AD patients. Various driving performance measures were examined, including longitudinal and lateral control measures. The results suggest that the two examined cerebral diseases do affect driving performance, and there were common driving patterns for both cerebral diseases, as well as particular characteristics of specific pathologies. More specifically, cognitively impaired drivers drive at lower speeds and with larger headway compared to healthy drivers. Moreover, they appear to have difficulties in positioning the vehicle on the lane. The group of patients had difficulties in all road and traffic environments, and especially when traffic volume was high. Most importantly, both cerebral diseases appear to significantly impair reaction times at incidents. The results of this research suggest that compensatory behaviours developed by impaired drivers are not adequate to counterbalance the direct effects of these cerebral diseases on driving skills. They also demonstrate that driving impairments increase as cognitive impairments become more severe (from MCI to AD).