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.     

Narrow lanes and their effect on drivers’ behaviour at motorway roadworks

In recent years, more use of narrow lanes as a temporary traffic management scheme (TTMS) on UK motorway roadwork sections has been made. The rationale is to free up carriageway space, especially for sites with high traffic demands needing repairs. What remains to be determined is the impact of this work on traffic operation. This is important due to the need to manage traffic operational turbulence which could affect the capacity as well as safety levels in roadwork sections. Site observations (mainly using camcorders from overhead bridges) were made which uncovered two discernible patterns of driving behaviour where narrow lanes are implemented at roadworks, especially when heavy goods vehicles (HGVs) are present: (i) “avoiding” passing/overtaking HGVs travelling in the adjacent lanes and (ii) lane “repositioning” while passing/overtaking which might cause some turbulence to traffic operation. From one site, almost half of the passenger car drivers (including small vans) who were following a HGV on the adjacent lanes were avoiding passing that HGV. Also, nearly three quarters of the observed passenger cars, the passenger car drivers tried to position their vehicles as far away as possible, laterally, from the adjacent HGV while passing/overtaking that HGV in order to widen the lateral gap between their vehicles and the HGV. This resulted in driving too close to the edge of the road markings of their current lane away from the HGV. Therefore, this paper aims to report on the “avoiding” and lane “repositioning” behaviours to help inform traffic management teams/designers using narrow lanes as TTMS and make them aware of such behaviours (especially for motorway sections carrying high percentages of HGVs). Also, the finding from these observations were used in the development of a new micro-simulation model in order to evaluate the effect of such turbulence.     

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.     

Exploration of older drivers’ speeding behaviour

Speeding increases crash risk and resulting injury severity. Older drivers are at increased risk of injury due to frailty, at increased risk of crashing due to slower reaction times, and have less agility judging time and distance compared to younger drivers. However, there is little objective evidence about older drivers’ speeding behaviour. Cross-sectional data from older drivers living in the suburban outskirts of Sydney, Australia, were used to determine the proportion of drivers involved in speed events, and examine factors that may influence this behaviour. Driving speed was estimated in approximately one-second intervals using Global Positioning System (GPS) location. Speed events were defined as driving 1 km/h or more, with 3% tolerance, above a single speed limit, averaged over 30-s of travel. Driving data from one-week were recorded for 344 participants aged 75–94 years (median 80). The majority of participants (78%) were involved in a speed event. Speed events per participant ranged from zero to 186 (median 8). Younger participants, those living in rural areas, and those driving on familiar roads closer to home were more likely to be involved in speed events adjusted for distance driven. In addition, rural residents were more likely to be involved in speed events when they had not been a driver involved in a crash during the previous year compared to those involved in a crash. Measures of visual and cognitive function did not predict involvement with speed events per distance (p > 0.2). These findings are important for policy-makers and researchers addressing older drivers’ speeding to reduce the incidence of crashes and resulting fatalities and injuries. As no evidence was found for speeding being associated with functional decline, countermeasures to address speeding for other drivers seem likely to be relevant to older drivers.     

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.     

The bidirectional relation of emotion perception and social judgments: the effect of witness’ emotion expression on perceptions of moral behaviour and vice versa

The present research tested the notion that emotion expression and context perception are bidirectionally related. Specifically, in two studies focusing on moral violations (N?=?288) and positive moral deviations (N?=?245) respectively, we presented participants with short vignettes describing behaviours that were either (im)moral, (in)polite or unusual together with a picture of the emotional reaction of a person who supposedly had been a witness to the event. Participants rated both the emotional reactions observed and their own moral appraisal of the situation described. In both studies, we found that situational context influenced how emotional reactions to this context were rated and in turn, the emotional expression shown in reaction to a situation influenced the appraisal of the situation. That is, neither the moral events nor the emotion expressions were judged in an absolute fashion. Rather, the perception of one also depended on the other.     

Whatever? The effect of social exclusion on adopting persuasive messages

The aversive state of social exclusion can result in a broad range of cognitive deficits. Being unable or unmotivated to process relevant information, we assumed that social exclusion would also affect the success of persuasive attempts. We hypothesized that socially excluded people would adopt attitudes regardless of persuasion quality. In three studies using different manipulations of social exclusion and persuasion, we showed that participants who were socially excluded adopted persuasive messages regardless of argument quality. In contrast, this undifferentiated response was not shown by socially included participants who were more persuaded by high- compared to low-quality arguments. In Study 3, we moreover revealed that this pattern could only be replicated in reliable situations—that is, when the communicator appeared credible. These findings support the assumption that social exclusion can lead to reduced processing of information.     

The effect of foregrounding on readers’ use of predictive inferences

This research extends previous attempts to determine whether subjects make predictive inferences during comprehension. For example, when subjects read a passage about someone falling out of a 14th-story window, do they infer that the person is dead? Previous research in which lexical decision, word naming, and recognition tasks have been used for detecting predictive inferences has had mixed results. In experiment 1, a word-stem completion task was used to test for predictive inferences. The word stems were formed from target inferences that followed either priming or control passages. The data revealed that predictive inferences are generated only about concepts that are foregrounded in the passages. In Experiments 2 and 3, lexical decision and naming were used to test for predictive inferences. The lexical decision data replicated the word-stem completion data. A control experiment ruled out a simple context-checking explanation for the lexical decision results. The naming data indicated that this tasks was not sensitive to elaborative inference generation. Theresults show that readers make predictive inferences, but do so selectively.     

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.     

Behavioural adaptation or constraint? The effect of curve proximity on driving behaviour

Horizontal curves are typically associated with increased crash risk when compared with straight roads, but recent analyses have suggested that having more frequent sharp curves decreases the relative crash risk posed by each curve. Here, 90 drivers completed a simulated rural drive with either high proximity (160 m straight tangent between curves) or low proximity (1200 m tangent) curves. Curve proximity had a significant effect on approach speeds, with drivers in the high proximity curve drive showing significantly lower mean and maximum approach speeds before entering the curve. However, they also showed an unexpected tendency to higher speeds while negotiating the curve itself. The current study provides direct empirical evidence that driving behaviour on approach to a given curve is significantly affected by the proximity of other curves, and therefore highlights the need to factor in the characteristics of the road on approach to the curve, as well as the features of the curve itself when assessing risk.     

Examining the effect of visual treatments on truck drivers’ time-to-arrival judgments of motorcycles at T-intersections

An automobile–motorcycle crash most commonly results when an automobile pulls out of a side road into the path of an oncoming motorcycle and violates the motorcyclist’s right-of-way. One of the reasons for this could be that motorists misjudged the motorcycle arrival time. Motorcyclists are particularly vulnerable to injury in crashes with truck due to substantial differences in vehicle mass, protection degree and speed. We investigated truck drivers’ judgments of motorcycle time-to-arrival (TTA) across a number of visual treatments. Participants watched a series of video clips captured at a T-intersection, and they were instructed to respond by clicking the computer mouse at the time they estimated the front wheels of an oncoming vehicle (motorcycle or car) to reach the T-intersection. The results showed that, at long distance between the target motorcycle and the viewer, the motorcycle with daytime running headlights (DRH) was estimated to arrive sooner than the motorcycle whose motorcyclist wore a black helmet with a reflective sticker. However, the opposite is true at a short distance. We also found that a motorcyclist wearing a white helmet and riding a motorcycle with DRH, as well as a motorcyclist wearing a white helmet and white outfit, would improve truck drivers’ judgment with respect to motorcycle TTA. Consequently, truck drivers would be less likely to pull out into a small gap in front of a motorcycle, resulting in a higher safety margin for the motorcycle.     

Getting mad may not mean getting even: The influence of drivers’ ethical ideologies on driving anger and related behaviour

The current study explored the influence of moral values (measured by ethical ideology) on self-reported driving anger and aggressive driving responses. A convenience sample of drivers aged 17–73 years (n = 280) in Queensland, Australia, completed a self-report survey. Measures included sensation seeking, trait aggression, driving anger, endorsement of aggressive driving responses and ethical ideology (Ethical Position Questionnaire, EPQ). Scores on the two underlying dimensions of the EPQ idealism (highI/lowI) and relativism (highR/lowR) were used to categorise drivers into four ideological groups: Situationists (highI/highR); Absolutists (highI/lowR); Subjectivists (lowI/highR); and Exceptionists (lowI/lowR). Mean aggressive driving scores suggested that exceptionists were significantly more likely to endorse aggressive responses. After accounting for demographic variables, sensation seeking and driving anger, ethical ideological category added significantly, though modestly to the prediction of aggressive driving responses. Patterns in results suggest that those drivers in ideological groups characterised by greater concern to avoid affecting others negatively (i.e. highI, Situationists, Absolutists) may be less likely to endorse aggressive driving responses, even when angry. In contrast, Subjectivists (lowI, HighR), reported the lowest levels of driving anger yet were significantly more likely to endorse aggressive responses. This provides further insight into why high levels of driving anger may not always translate into more aggressive driving.     

Older drivers’ visual search behaviour at intersections

Previous research has indicated that older drivers are more likely to be involved in collisions in complex traffic scenarios like intersections even if they are not more involved in accidents in general. Moreover, being more vulnerable, the older driver is generally at higher risk of sustaining an injury when involved in a traffic accident. Even though there may be many factors leading to the over-involvement of older drivers in intersection collisions it is clear that the visual capacity and the ability to observe may be one of the possible causes that is of high interest to understand further. The objective of the study is to identify to what degree the visual behaviour could explain older drivers’ involvement in intersection accidents. A 20 km long route composed by intersections in rural and urban environment was selected to collect both driving and eye movement data. Two groups of drivers were compared, one group aged 35–55 years and one aged 75 and above. Apart from the driving data, neck flexibility measurement was performed. The results from the neck flexibility measurement showed a clear age effect, with the older drivers showing less neck flexibility. When it comes to visual behaviour data, a difference was also found concerning the area of interest the drivers looked at; while the older drivers looked more at lines and markings on the road to position themselves in the traffic, the younger drivers looked more at dynamic objects such as other cars representing a possible threat. The difference in the visual behaviour should be used to design safety systems for all drivers to support them when they drive through an intersection.     

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 impact of social relationships on Ugandan children’s sharing decisions

Recent studies provided evidence for an impact of social relations on preschool children’s sharing behavior. Children have been shown to be more generous towards friends than nonfriends or strangers. As evidence comes largely from studies with western children, little is known about cross-cultural differences and commonalities in this pattern. Here, we show that preschool and elementary school aged Ugandan children show high levels of generosity independent of the social relationships with the recipient. This finding points to societal differences in early sharing. The results are discussed in terms of a formative impact of cultural traditions on the early development of sharing in the preschool years.     

The effect of psychologists’ disclosure of personal religious background on prospective clients

The present study explored the relation of religious coping and spirituality to adjustment and psychological distress in urban early adolescents. The participants were 76 sixth-, seventh-, and eighth-grade students attending Catholic day schools in the New York City area. They completed a set of self-report measures assessing religious coping, daily spiritual experiences, positive and negative affect, life satisfaction, and psychological distress. Correlational and regression analyses found positive religious coping and daily spiritual experiences to be associated with positive affect and life satisfaction, while negative religious coping was associated with negative affect and psychological distress. The relations generally were more robust among males, and their overall robustness decreased with age. Implications of the findings for research and clinical practice are offered to address the gap (compared to adults) in the literature on youth religious coping.     

The effect of thematic content on the ‘Wason selection task’

This paper concerns the differential effects of use of ‘thematic’, rather than abstract (symbolic), content on the ‘Wason selection task’. An effect of thematic content has been reported several times, originally by Wason & Shapiro (1971), but Manktelow & Evans (1979) report five experiments that failed to obtain an effect and argue against the validity of the content effect in general. However, it is pointed out that four of their experiments use a novel content and that there are previous reports of non-effective content in the literature. It is concluded that a particular type of thematic content cannot be treated as a ‘random sample’ of thematic content in general, and that their argument thus rests upon their failure to produce an effect of the specific (’towns and transport’) content used by Wason and Shapiro. This produces an essentially empirical controversy which is settled in two ways. First, Manktelow and Evans’s criticisms of two previous replications are shown to be misleading. Second, an experiment is reported that exactly copies the Wason and Shapiro design and produces a significant effect of content. It is concluded that the Manktelow and Evans result most probably was due to a Type 2 error. Finally, a hypothesis is developed to account for both the effect of certain types of content and the lack of effect of others, including that used in Manktelow and Evans’s first four experiments.     

The effect of mother-intervener opinion divergence on mothers’ attitudes towards interveners

IntroductionSeveral researchers show that the quality of the relationship between therapist and client is related to a wide range of positive results.AimThe aim of this study was to analyze how the opinions of mothers and interveners about handling problems of adolescents influenced the mothers’ attitudes towards the interveners.MethodsThe methods involved the participation of mothers of adolescents receiving services at the Centre Jeunesse in the Quebec area. Attitudes were measured by a semantic differential and a question. The design included 2 experimental groups divided according to the order of application of the 2 treatments. The condition of convergence or divergence of opinions between a mother and an intervener was forced by an opinion given by the intervener.ResultsThe results demonstrated that the convergence of opinions between mothers and interveners led to more positive attitudes towards the interveners than divergence of opinions.ConclusionThis research was the first to be conducted in an applied setting and treatment was adapted to the most important problem that each mother had with her adolescent. Because the mother's opinions were related to her main problem, the attitudinal response elicited by the interveners’ opinion was strong.