An experimental simulation of adaptations to increased car-use costs

A paper-and-pencil experimental simulation was devised to examine car users’ adaptation to increased travel costs. In Study 1 travel related to different types of daily agendas was compared for two groups of undergraduates (n = 24) with different costs for car use. When car-use costs increased, a tradeoff between minimizing travel costs and travel time was observed for both more and less habitual car users. Car-use reduction was still less among the former than among the latter. Study 2 employed four groups of undergraduates (n = 48) to examine effects of learning when the costs for car use changed from low to high, from high to low, or remained unchanged. Small learning effects were observed when there was no change in costs. When the costs changed, asymmetrical carryover effects indicated a higher responsiveness to changes from low to high costs than the reverse.     

Hoody,goody or buddy? How travel mode affects social perceptions in urban neighbourhoods

When travelling through a new environment people can and do make very quick judgements about the local conditions. This paper explores the idea that such judgements are affected by the travel mode they use. We hypothesise that drivers generate a more superficial impression of the things they observe than those who walk because they are exposed to less information. This prediction is based on social psychological research that demonstrates that information that becomes available in “thin slices” affects superficial judgements. A survey study (n = 644) demonstrated that perceptions of a less affluent area are indeed negatively related to more driving and positively related to more walking, but only for those who do not live there. Perceptions of a neighbouring affluent area are positively related to more driving. Two experimental studies (n = 245 and n = 91) demonstrated that explicit (but not implicit) attitudes towards a group of young people in an ambiguous social situation are more negative when they are viewed from the perspective of a car user in particular in relation to a pedestrian perspective. These findings suggest that mode use may affect communities by influencing social judgements.     

Risk comparative judgments while driving a car among competitive road cyclists and non-cyclists

This study examines risk comparative judgments and risky behaviors while driving a car among competitive road cyclists (n = 119) and among controls (i.e., drivers who have almost no cycling experience, n = 142). A questionnaire-based cross-sectional survey was conducted. Results showed that competitive road cyclists assess their own vulnerability to be involved in an accident while riding (VAR) as being lower than that of the average cyclists, and their abilities to manage risks while riding (AMRR) as being higher. They assessed their own vulnerability to be involved in an accident while driving a car (VAD) as being lower than that of the average drivers, and their own quality of reflexes while driving a car (QRD) as being higher. Their tendency to express comparative optimism while assessing their comparative VAD and QRD was higher than that of controls. They also reported more prudent behaviors while driving a car than did controls. Results are discussed, as well as implications in terms of prevention.     

Expected car use reduction in response to structural travel demand management measures

Selecting the appropriate travel demand management (TDM) measures aiming to reduce the environmental problems associated with private transportation demands a thorough understanding of the behavioral consequences of different measures. In this scenario based study, the expected car use reduction in response to one push measure (i.e. raised tax on fossil fuel), one pull measure (i.e. improved public transport), and a combination of the two measures were analyzed. The aim was to compare the expected car use reduction in response to the different TDM measures, the car use reduction strategies used to achieve this reduction, and factors important for the expected car use reduction (i.e. background factors, internal motivational factors (general intention and personal norm), and perceived personal impact of the measure). In a two step between-subject design, a sample of car users first answered a pre-questionnaire and subsequently three groups of car users (N = 274) each evaluated one of the TDM measures. Results demonstrated that the combined measure led to larger expected car use reduction compared to the measures evaluated individually and the reduction was mainly expected to be made by means of trip chaining and changing travel mode. Moreover, internal motivational factors, such as personal norm or general intention, and the perceived impact of the measure, were found to be important for the expected car use reduction in response to the TDM measures.     

Psychological determinants of walking in a Brazilian sample: An application of the Theory of Planned Behavior

Encouraging the use of active travel modes, such as walking or cycling, can contribute to the negative impacts of car overuse, such as sedentarism and obesity, improving individuals' health. Thus, it is important to verify under which circumstances people are willing to use healthier travel modes. A frequently used model to understand walking behavior is Ajzen’s Theory of Planned Behavior, and its extension, the Expanded Theory of Planned Behavior. Although this topic is widely investigated across the world, it is understudied in Brazilian culture. This study reports the psychological determinants of walking behavior in three Brazilian cities, indicating which theoretical model better fits the data: The Theory of Planned Behavior versus Extended Theory of Planned Behavior. Some 3296 residents of Distrito Federal, Florianópolis and Porto Alegre answered a 10-item scale. The face-to-face questionnaires were conducted in the participants’ residence. Most of the respondents were women, with age ranging from 18 to 101 years old. Structural Equation Modeling indicated the Theory of Planned Behavior be more powerful to explain walking behavior than the Expanded Theory of Planned Behavior. Perceived behavioral control and intention were the best predictors of walking. Results indicate that adding variables to the original model not always leads to better goodness of fit indices, suggesting that the components of the Theory of Planned Behavior are satisfactory to explain walking behavior in the Brazilian sample analyzed in this study.     

The relation between empathy and offending: A meta-analysis

A meta-analysis of k = 38 studies (60 independent effect sizes), including 6631 participants, was conducted to investigate whether differences in cognitive and affective empathy exist between offenders and non-offenders. Cognitive empathy was more strongly associated with offending (d = .43) than affective empathy (d = .19). Moderator analyses revealed that various study and participant characteristics (i.e., year of publication, impact factor, age and sex of the participant, and assessment instrument) influenced the strength and direction of the association between cognitive empathy and offending. Type of assessment instrument, the number of variables on which the offender and comparison group were matched, age and sex of the participants influenced the strength of the association between affective empathy and offending.     

Breaking the habit: Does fracturing your wrist change your travel and driver behaviour?

When someone breaks their wrist it presents a disruption to everyday routine. Some of this is as a result of having to change travel patterns. This paper investigates the changes people make to their travel behaviour in the light of an unexpected change in their situation caused by fracturing their wrist and wearing a forearm plaster cast. One hundred and eleven participants, approached as they were having their plaster cast removed, completed a questionnaire addressing travel behaviour change, driver safety and information provision covering their time in a plaster cast (typically an average of 5–6 weeks). Eighteen percent of participants drove during the time they had a forearm plaster cast on. All reported they felt safe in doing so and that wearing the plaster cast did not compromise safety, though it was uncomfortable and compensatory behaviours took place. Risk and affective scales did not predict whether participants drove in a cast, suggesting that practical and utilitarian, rather than psychosocial, reasons were the motivation for driving in a plaster cast. Eighty-two percent found other ways of travelling without using their car. Participant’s use of buses and trains, walking and taking lifts were all increased and overall, across all modes of transport, participants travelled fewer miles but made more journeys. There was a reduction in cycling, especially for those who drove in a cast, suggesting cyclists who broke their wrist changed to driving while their arm was in a cast. Information provision did not affect whether someone drove or not. Implications for providing travel information to help people avoid car use while their forearm is in a cast and maintaining behaviour change afterwards are discussed.     

A comprehensive analysis of factors leading to speeding offenses among large-truck drivers

Much research has demonstrated that speeding is the most common offense among car drivers. However, few studies have focused on this offense among drivers of large trucks. This paper investigates the factors that lead to speeding offenses for drivers of large trucks in Taiwan. The study sample consisted of information for 2101 male large-truck drivers from a national survey in 2012. The results revealed that drivers’ daily working hours ranged from 2 to 15 h with a mean of 9.67 h, and that they worked for approximately 25.23 days – and rested only 4.77 days – per month. Among these observed drivers, 11.6% reported having at least one speeding offense over a one-year period. The results of a logistic regression model presented that the factors that influenced speeding offense were not related to job experience. Rather, the driver’s demographics (age and education), mental condition (sleep quality), and driving status (yearly distance driven and driving late at night) were significantly linked to speeding offenses.     

Effects of adaptive cruise control and highly automated driving on workload and situation awareness: A review of the empirical evidence

Adaptive cruise control (ACC), a driver assistance system that controls longitudinal motion, has been introduced in consumer cars in 1995. A next milestone is highly automated driving (HAD), a system that automates both longitudinal and lateral motion. We investigated the effects of ACC and HAD on drivers’ workload and situation awareness through a meta-analysis and narrative review of simulator and on-road studies. Based on a total of 32 studies, the unweighted mean self-reported workload was 43.5% for manual driving, 38.6% for ACC driving, and 22.7% for HAD (0% = minimum, 100 = maximum on the NASA Task Load Index or Rating Scale Mental Effort). Based on 12 studies, the number of tasks completed on an in-vehicle display relative to manual driving (100%) was 112% for ACC and 261% for HAD. Drivers of a highly automated car, and to a lesser extent ACC drivers, are likely to pick up tasks that are unrelated to driving. Both ACC and HAD can result in improved situation awareness compared to manual driving if drivers are motivated or instructed to detect objects in the environment. However, if drivers are engaged in non-driving tasks, situation awareness deteriorates for ACC and HAD compared to manual driving. The results of this review are consistent with the hypothesis that, from a Human Factors perspective, HAD is markedly different from ACC driving, because the driver of a highly automated car has the possibility, for better or worse, to divert attention to secondary tasks, whereas an ACC driver still has to attend to the roadway.     

Relationship of seat belt use to health and driver behaviors

Seat belts are effective safety devices for protecting car occupants from injuries and fatalities in road vehicle accidents. Seat belt use has been reported to be related to some health and driving-related behaviors. The aim of the present study was to investigate to what degree seat belt use can be seen as health behavior or driver behavior. Participants were 252 licensed Turkish drivers (180 males, 72 females) with the mean age of 30.8 (SD = 12.15). A questionnaire including questions related to health-related behaviors, driver behaviors and seat belt use was used. Results of factor analysis showed that seat belt use in front seat grouped with driver behaviors (e.g., driving errors and violations) but not with health-related behaviors (e.g., healthy diet and sports participation). Regression analyses showed that seat belt use in back seat; and, regular walking and adequate sleep were positively related to seat belt use in front seat, whereas being male, driving errors and smoking frequency were negatively related to seat belt use in front seat. The present findings suggest that seat belt use can be considered in the context of driver behaviors such as driving errors and violations.     

Head flexion and different walking speeds do not affect gait stability in older females

Head flexion is destabilizing in older individuals during quiet stance, yet the effect head flexion has on gait is not known. The study examined whether head flexion and gait parameters were altered when walking freely and fixed to a visual target, at different walking speeds. 15 young (23 ± 4 years) and 16 older (76 ± 6 years) healthy females walked at three different walking speeds (slow, comfortable, and fast) under two visual conditions (natural and fixed [focusing on a visual target set at eye level]). Head flexion was assessed using 2D video analysis, whilst gait parameters (step length, double support time, step time, and gait stability ratio) were recorded during a 9 m flat walkway. A mixed design ANOVA was performed for each variable, with age as the between-subject factor and, visual condition and walking speed as within-subject factors. When walking freely, older displayed a greater need for head flexion between walking speeds (P < 0.05) when compared to young. Walking under fixed condition reduced head flexion at all walking speeds in the older (P < 0.05), but had no effect on the young (P > 0.05). Walking at different speeds showed no difference in head flexion when walking under either visual condition and had no effect on gait stability for both groups. Despite older displaying differences in head flexion between visual conditions, there was no effect on gait parameters. Walking speed presented trivial difference in head flexion in older females, whilst overall gait stability was unaffected by different walking speeds.     

Risk of crashing with a tram: Perceptions of pedestrians,cyclists, and motorists

IntroductionRoad users not abiding by the rule of tram priority has increased the number of crashes between trams and other road users. This study focuses on the perceptions of pedestrians, cyclists, and motorists regarding the risk of crashes with trams. The first aim was to examine how these road users assess the risk of tram crashes with themselves and with other road users of the same age and type. The second aim was to look into whether and to what extent road users’ comparative judgments about tram risk are realistic in terms of their self-reported behavior.MethodThe study sample included 973 road users (379 pedestrians, 146 cyclists, and 448 motorists). Three versions of a questionnaire were constructed to assess risk perceptions concerning interactions between these road users and trams, self-reported behavior, and knowledge of the tram-priority rules.ResultsThe results showed that all three types of road users perceived the risk of a crash between a tram and themselves to be very low (M = 1.53, SD = 0.88) and with other users to be higher (M = 2.28, SD = 1.06); they therefore expressed comparative optimism. The results also revealed realistic optimism among pedestrians and unrealistic optimism among young motorists.ConclusionThe present study shows that, as a whole, road users have little awareness of crash risks with trams. It may therefore be worthwhile to increase communication about the priority of trams, and to persuade road users not to violate this rule.     

Motivational sources of driving and their associations with reckless driving cognitions and behavior

Two studies were conducted to explore the motivational sources of driving and their associations with reckless driving among young drivers. In Study 1 (n = 290), self-report measures were developed to assess the perceived costs and benefits of driving, driver self-image, and self-efficacy as a driver. Factor analyses revealed four benefit factors (impression management, pleasure, thrill, and sense of control), four costs (distress, damage to self-esteem, annoyance, life endangerment), and four self-image factors (cautious, courteous, confident, and impulsive driver). Furthermore, significant associations were found between the various motivational sources on the one hand, and reported reckless driving, commission of traffic violations, and involvement in car accidents on the other. In Study 2 (n = 267), further associations were found between the motivational sources of driving and measures of the reckless driving scheme, namely, the perception of reckless driving as acceptable and desirable or as negative and threatening. The discussion focuses on the validity and utility of a multidimensional conceptualization of driving and reckless driving as separate entities, and on the practical implications of understanding the motivational aspects of driving.     

Falling for smartphones: A smartphone-centric data collection tool for measuring distracted walking

Falls and severe head injuries have been increasingly associated with the use of smartphones while walking. A growing body of academic research identifies cognitive, perceptual, and motor deficits caused by smartphone use while walking. Despite the dangers associated with smartphone use while walking, the true prevalence can be challenging to assess. To better address the growing injury risk related to smartphone-induced distraction, we have built a smartphone-based data collection tool to assess smartphone use frequency while walking. In the current study, 35 participants installed the data collection app on their Android smartphones. On average, the application collected 520 data points per day. The application also indicated participants walked 12% of their day, and 49% of their time walking included smartphone use. The current study demonstrates the prevalence of smartphone-induced distraction while walking and smartphone applications' potential efficacy to collect behavioral data.     

Illusion of safety? Safety-related perceptions of pedestrians and car drivers around 3D crosswalks

Facilitating safe pedestrian road crossings is a major prerequisite for safe urban environments. In multiple cities around the world, 3D crosswalks have been painted, which provoke an optical illusion, of e.g., a crosswalk floating above the road, in car drivers who approach the crosswalk. However, to date, no detailed study of road users’ safety related perceptions on 3D crosswalks has been conducted. Hence, we investigated car drivers’ and pedestrians’ perceptions of a 3D crosswalk, and how they rate its safety in comparison to traditional (non-3D illusion) crosswalks. In an on-site questionnaire survey, we interviewed 201 pedestrians and 102 car drivers in the direct vicinity of a newly painted 3D crosswalk located in Yangon, Myanmar. Our results show that only 53.9 % of the car drivers report to have consciously perceived the 3D effect of the crosswalk. Nonetheless, both, pedestrians and car drivers rate the 3D crosswalk as safer for road crossing than a traditional crosswalk. A high share of pedestrians (43.3 %) report taking a detour to use the 3D crosswalk for road crossing. Approximately one third (31.3 %) of pedestrians and 48.0 % of car drivers interviewed have talked to their friends about the 3D crosswalk, indicating a high potential for using 3D crosswalks as a marketing tool for road safety actors to generate attention for pedestrian safety. Unrelated to our main research question, we found that pedestrians prefer to cross in groups, as it increases the perceived likelihood of cars yielding to them. Overall, the data points to significant increases in the perceived safety of drivers as well pedestrians around the 3D crosswalk. Future studies need to investigate how these perceptions translate to actual safety related behavior.     

The psychosocial purpose of driving and its relationship with the risky driving behaviour of young novice drivers

BackgroundThe overrepresentation of young drivers in road crashes, injuries and fatalities around the world has resulted in a breadth of injury prevention efforts including education, enforcement, engineering, and exposure control. Despite multifaceted intervention, the young driver problem remains a challenge for injury prevention researchers, practitioners and policy-makers. The intractable nature of young driver crash risks suggests that a deeper understanding of their car use – that is, the purpose of their driving – is required to inform the design of more effective young driver countermeasures.AimsThis research examined the driving purpose reported by young drivers, including the relationship with self-reported risky driving behaviours including offences.MethodsYoung drivers with a Learner or Provisional licence participated in three online surveys (N1 = 656, 17–20 years; N2 = 1051, 17–20 years; N3 = 351, 17–21 years) as part of a larger state-wide project in Queensland, Australia.ResultsA driving purpose scale was developed (the PsychoSocial Purpose Driving Scale, PSPDS), revealing that young drivers drove for psychosocial reasons such as for a sense of freedom and to feel independent. Drivers who reported the greatest psychosocial purpose for driving were more likely to be male and to report more risky driving behaviours such as speeding. Drivers who deliberately avoided on-road police presence and reported a prior driving-related offence had significantly greater PSPDS scores, and higher reporting of psychosocial driving purposes was found over time as drivers transitioned from the supervised Learner licence phase to the independent Provisional (intermediate) licence phase.Discussion and conclusionsThe psychosocial needs met by driving suggest that effective intervention to prevent young driver injury requires further consideration of their driving purpose. Enforcement, education, and engineering efforts which consider the psychosocial purpose of the driving are likely to be more efficacious than those which presently do not. Road safety countermeasures could reduce the young driver’s exposure to risk through such mechanisms as encouraging the use of public transport.     

Goal pursuit in young adulthood: The role of personality and motivation in goal appraisal trajectories across 6 years

The aim of this longitudinal study was to examine changes in the appraisals of personal goals during young adulthood, and to investigate personality and motivation as predictors of goal appraisals. Israeli young adults (N = 284, 46% female) were assessed four times during ages 23–29 and reported on their goal appraisals (goal investment, goal momentum and goal stress), personality (efficacy and self-criticism) and motivation (autonomous motivation, controlled motivation, amotivation). The results showed mean stability for goal investment and momentum, whereas goal stress declined. Efficacy predicted higher goal investment and momentum 6 years later, while self-criticism accounted for individual differences in goal stress. Autonomous motivation predicted higher goal investment and momentum, while amotivation related to higher goal stress.     

Biomechanical analysis of gait termination in 11–17 year old youth at preferred and fast walking speeds

In populations where walking and/or stopping can be difficult, such as in children with cerebral palsy, the ability to quickly stop walking may be beyond the child’s capabilities. Gait termination may be improved with physical therapy. However, without a greater understanding of the mechanical requirements of this skill, treatment planning is difficult. The purpose of this study was to understand how healthy children successfully terminate gait in one step when walking quickly, which can be challenging even for healthy children. Lower extremity kinematic and kinetic data were collected from 15 youth as they performed walking, planned, and unplanned stopping tasks. Each stopping task was performed as the subject walked at his/her preferred speed and a fast speed. The most significant changes in mechanics between speed conditions (preferred and fast) of the same stopping task were greater knee flexion angles (unplanned: +16.49 ± 0.54°, p = 0.00; planned: +15.75 ± 1.1°, p = 0.00) and knee extension moments (unplanned: +0.67 ± 0.02 N/kgm, p = 0.00; planned: +0.57 ± 0.23 N/kgm, p = 0.00) at faster speeds. The extra range of motion in the joints and extra muscle strength required to maintain the stopping position suggests that stretching and strengthening the muscles surrounding the joints of the lower extremity, particularly the knee, may be a useful intervention.     

Propulsion strategy in the gait of primary school children; the effect of age and speed

The strategy used to generate power for forward propulsion in walking and running has recently been highlighted as a marker of gait maturation and elastic energy recycling. This study investigated ankle and hip power generation as a propulsion strategy (PS) during the late stance/early swing phases of walking and running in typically developing (TD) children (15: six to nine years; 17: nine to 13 years) using three-dimensional gait analysis. Peak ankle power generation at push-off (peakA2), peak hip power generation in early swing (peakH3) and propulsion strategy (PS) [peakA2/(peakA2 + peakH3)] were calculated to provide the relative contribution of ankle power to total propulsion. Mean PS values decreased as speed increased for comfortable walking (p < 0.001), fast walking (p < 0.001) and fast running (p < 0.001), and less consistently during jogging (p = 0.054). PS varied with age (p < 0.001) only during fast walking. At any speed of fast walking, older children generated more peakA2 (p = 0.001) and less peakH3 (p = 0.001) than younger children. While the kinetics of running propulsion appear to be developed by age six years, the skills of fast walking appeared to require additional neuromuscular maturity. These findings support the concept that running is a skill that matures early for TD children.