Sensation seeking, television viewing motives, and home television viewing patterns

This study examined the relationships between sensation seeking and television viewing motives and home TV viewing preferences. A total of 189 participants completed a sensation seeking scale, rated the importance of several global television viewing motives, and indicated viewing frequency for 18 categories of TV programming. Findings indicated that, contrary to previously-reported results, high sensation seekers did not watch less television or rate it as less important in their lives compared to low sensation seekers. Sensation seekers did, however, indicate several program viewing preferences. Compared to low sensation seekers, high sensation seekers watched more music videos, daytime talk shows, stand-up comedy programs, documentaries, and animated cartoons; they watched fewer newscasts and drama series. Findings are discussed in terms of selective exposure processes and social-environmental influences on behavioral manifestations of sensation seeking.     

Sensation seeking and the aversive motivational system

Sensation seeking (SS) has traditionally been viewed as a phenomenon of the appetitive motivational system. The limited SS research exploring contributions from the aversive motivational system reveals greater anxious reactivity to dangerous activities among low sensation seekers. The present study extends this line of work by comparing levels of fear and anxiety during anticipation of predictable and unpredictable aversive stimuli across high- and low-SS groups. Low sensation seekers displayed greater fear-potentiated startle (FPS) to predictable aversive stimuli, and only those low on SS showed FPS and skin conductance response effects during experimental contexts in which aversive stimuli were delivered unpredictably. Findings implicate enhanced apprehensive anticipation among those low on SS as a potential deterrent for their participation in intense and threatening stimulus events.     

Sensation seeking and risk taking in mortality salience

This study aimed to examine responses of sensation seekers concerning their tendency to take risks in driving in mortality salience. Ss completed the Zuckerman's Sensation Seeking scale (SSS). Two weeks later Ss were divided into two groups; the experimental group, which was exposed to a terrifying video film dealing with consequences of risky driving and a control group with a nature video film. After watching the films, each participant was asked to complete a risk-taking inventory (RT), which referred to the extent of risk s/he would take while driving. High sensation seekers reported more risk taking in driving than sensation avoiders. Furthermore, a significant interaction was found between Mortality Salience and Sensation Seeking regarding risky driving, especially speeding. The implications of these findings on the well-established educational approaches based on terror are presented in the discussion.     

Effect of environmental factors and individual differences on subjective evaluation of human-like and conventional automated vehicle controllers

Achieving optimal performance in human-machine systems, such as highly automated vehicles, relies, in part, on individuals’ acceptance and use of the system, which is in turn affected by their enjoyment of engaging with, or experiencing, the system. This driving simulator study investigated individuals’ real-time subjective evaluation of four different Automated Vehicle (AV) driving styles, in different environmental contexts. Twenty-four participants were recruited to manually drive a contextually rich simulator environment, and to experience human-like and non-human-like AV driving styles, as well as the automated replay of their own manual drive. Their subjective real-time feedback towards these driving styles was analyzed. Our results showed that participants gave higher positive feedback towards the replay of their own drive, compared to the other three controllers. This difference was statistically significant, when compared to the high-speed controller (named as Fast), particularly for sharp curves. With respect to the replay of their own drive, participants gave higher negative feedback when navigating an Urban environment, compared to Rural settings. Moreover, changes in roadside furniture affected individuals’ feedback, and this effect was more prominent when the vehicle was driving closer to the edge of the road. Based on our results, we conclude that individuals’ perception of different AV driving styles changes based on different environmental conditions, including, but not limited to, road geometry and roadside furniture. These findings suggest that humans prefer a slower human-like driving style for AV controllers that adapts its speed and lateral offset to roadside objects and furniture. Investigating individual differences in AV driving style preference showed that low Sensation Seeking individuals preferred the slower human-like controller more than the faster human-like controller. Consideration of this human-centered feedback is important for the design of future AV controllers, to enhance individuals’ ride experience, and potentially improve acceptance and use of these vehicles.     

Reduced sensitivity to visual looming inflates the risk posed by speeding vehicles when children try to cross the road

Almost all locomotor animals respond to visual looming or to discrete changes in optical size. The need to detect and process looming remains critically important for humans in everyday life. Road traffic statistics confirm that children up to 15 years old are overrepresented in pedestrian casualties. We demonstrate that, for a given pedestrian crossing time, vehicles traveling faster loom less than slower vehicles, which creates a dangerous illusion in which faster vehicles may be perceived as not approaching. Our results from perceptual tests of looming thresholds show strong developmental trends in sensitivity, such that children may not be able to detect vehicles approaching at speeds in excess of 20 mph. This creates a risk of injudicious road crossing in urban settings when traffic speeds are higher than 20 mph. The risk is exacerbated because vehicles moving faster than this speed are more likely to result in pedestrian fatalities.     

Analysing the influence of visible roadwork activity on drivers’ speed choice at work zones using a video-based experiment

The present study used a video-based experimental design to investigate the influence of visible roadwork activity on speed preferences at work zones. Four videos from real work zones in Norway were used. Two roadwork areas were filmed at two moments – with and without visible roadwork activity. A total of 815 drivers watched two videos and answered a questionnaire online. Participants stated speed preferences for both videos and then evaluated the influence of 17 common work zone elements on their speed choice. The results showed lower preferred speeds for the videos with visible roadwork activity. The elements considered by drivers to influence their speed included speed regulation (e.g. speed limit signs), transient motives (e.g. time pressure), flow pressure (e.g. speed of the rear driver) and situational conditions (e.g. road situation). Results from the regression analysis showed that visible roadwork activity was the strongest predictor of lower preferred speeds. Speed regulation and transient motives were also significant predictors of preferred speeds. Those who considered speed regulation more important to influence their speed choice at work zones were likely to state lower preferred speeds, while those who considered transient motives as more important were likely to state higher preferred speeds. These findings support the hypothesis that visible roadwork activity is an important factor for lower speed preferences at work zones. The main practical implication is that road authorities should consider various countermeasures to achieve safe driving speeds at work zones, not only roadworks warning signs.     

Enhanced optic flow speed discrimination while walking: contextual tuning of visual coding

We tested the hypothesis that long-term adaptation to the normal contingencies between walking and its multisensory consequences (including optic flow) leads to enhanced discrimination of appropriate visual speeds during self-motion. In experiments 1 (task 1) and 2 a two-interval forced-choice procedure was used to compare the perceived speed of a simulated visual flow field viewed while walking with the perceived speed of a flow field viewed while standing. Both experiments demonstrated subtractive reductions in apparent speed. In experiments 1 and 3 discrimination thresholds were measured for optic flow speed while walking and while standing. Consistent with the optimal-coding hypothesis, speed discrimination for visual speeds near walking speed was enhanced during walking. Reduced sensitivity was found for slower visual speeds. The multisensory context of walking alters the coding of optic flow in a way that enhances speed discrimination in the expected range of flow speeds.     

Allocation of attention in familiar and unfamiliar traffic scenarios

Increased travel worldwide has led to an escalation of road traffic accidents, particularly among tourists driving in unfamiliar, opposite traffic flow driving scenarios. Ability to allocate attention to driving-relevant information and regions is predicted to be the main cause of tourist accidents, with a lack of attention directed to areas of space that are inhibited in familiar traffic conventions but relevant in overseas driving. This study investigated the influence of habit and expectancy on driver behaviour and allocation of attention in familiar (left-hand traffic; LHT) and unfamiliar (right-hand traffic; RHT) contexts. Twenty-eight drivers from the UK were presented with video clips of driving taken in the UK and in Poland and asked to judge whether it was safe to enter a roundabout in each clip. Half were given information about differences in LHT and RHT situations prior to the task. Judgement performance was not influenced by this information, however accuracy was higher for LHT and the RHT task was rated more difficult, supporting the notion that driving in unfamiliar surroundings is more effortful. In LHT both groups made more fixations to the right side of each roundabout, however in RHT, whilst the control group allocated attention in the same way, the intervention group made significantly more fixations to the left. Pre-drive preparatory information can therefore increase attention to the most relevant areas of space in unfamiliar driving contexts. This has implications for drive tourism and it is suggested that such information is made more explicit to drivers.     

Sensation seeking and music preferences

A Musical Preference Scale was devised from factor analyses of preference ratings for established categories of music based on divisions in the recording industry in the U.S.A. The scales of the Sensation Seeking Scale form V were correlated with rated likings of each of the categories derived from the factor analysis. Total Sensation Seeking correlated positively with liking for all types of rock music and negatively with liking for bland, soundtrack music. In addition to a liking of rock music, those having high scores of the Thrill and Adventure Seeking and Experience Seeking subscales liked folk and classical music. High scorers on the Disinhibition subscale liked rock and disliked religious and soundtrack music. The results are consistent with the theory that high sensation seekers have a high optimal level of stimulation and thus tolerate and like high intensity and/or complexity in music, and stimulation in general.     

Cortisol and behavioral reaction of low and high sensation seekers differ in responding to a sport-specific stressor

Background/objectives: Sensation seeking is closely related to practicing high-risk sports. This domain offers individuals an opportunity to achieve an increased level of arousal. Moreover, stress reactivity implies interindividual differences in the capacity to respond to a stressor. The purpose of this study was to examine whether high sensation seekers (HSS) compared to low sensation seekers (LSS) experience lower levels of stress on a physiological and psychological basis. Stress was induced in a sport-specific experimental paradigm with a climbing task through a jump into the rope.

Methods: Two extreme groups (n?=?28 male athletes) were examined in a mixed-factorial design (between: HSS vs. LSS; within: repeated measurements of several variables related to stress reactivity - cortisol, heart rate, anxiety).

Results: In response to the stressor HSS compared to LSS released a significantly lower amount of cortisol and needed less time for the climbing task. Heart rate and anxiety were not significant.

Conclusions: Individuals seem to react physiologically differently to a sport-specific stressor, depending on their level of sensation seeking. HSS seem to be less strained, and seem to perform better. These findings might be relevant not only for the evaluation of (sport-) psychological interventions but also for other contexts (e.g., special forces).     

高感觉寻求者对危险意义声音的自动加工优势：N1、P2和MMN的证据

Zuckerman关于感觉寻求特质的唤醒理论认为,高感觉寻求者为提高其大脑唤醒,会不惜以冒险方式来寻求高强度、变化、新异和复杂的刺激经验。既往研究已经证实了高感觉寻求者对高强度的、变化的和新奇的刺激材料的认知加工偏向,但尚缺乏来自复杂的和具有危险意义刺激材料的研究证据。我们运用反转Oddball实验范式,以听觉N1、P2和MMN（Mismatch negativity）为ERPs指标,系统比较了高、低感觉寻求者对危险意义声音的自动唤醒、注意偏向和特征探测这三个方面的认知加工差异。结果发现,高感觉寻求者的N1、P2和MMN波幅均显著大于低感觉寻求者。结果表明,高感觉寻求者对危险意义声音产生了更高的唤醒水平、注意偏向和特征探测自动加工优势,这些优势可能是其偏于冒险行为的认知神经机制。     

The role of preference in speed choice

Individual differences with regard to speed preference may be a source of speed heterogeneity and conflicts in traffic, such as tailgating and dangerous overtaking. The main aim of the current study was to explore drivers’ speed preferences when driving for different reasons (saving money on fuel, driving safely, driving for fun or driving as usual) and the relationship of these preferences to observed speeds and self-reported speed. 193 drivers were interviewed at five different locations, and were asked about their speeds on roads they had just travelled. Drivers’ speeds on these roads were also sampled with a speed gun. The results showed large differences between speeds chosen for different driving purposes; the lowest speeds were chosen when the goal was economy and the highest when driving for fun. In addition, there were individual differences in speed preferences such that some drivers indicated that their usual speed was above what they believed was a safe speed while others indicated that they usually drove even slower than what they thought was safe. These differences may account for much of the speed heterogeneity observed in on-road behaviour. The results also showed that drivers’ speed choices are highly influenced by their usual speeds, even more so than their beliefs regarding what constitutes a safe speed, which may help explain non-compliance with speed limits. No relationship was found between speed choice and risk perception.     

Reducing contrast makes speeds in a video-based driving simulator harder to discriminate as well as making them appear slower

We investigated the effect of reducing image contrast on speed perception using a video-based driving simulator in which participants viewed pairs of scenes and were asked to judge whether the second scene was faster or slower than the first scene. We predicted two outcomes: (i) that vehicle speeds would become harder to discriminate, and (ii) that vehicle speeds would appear slower. There is previous evidence confirming the latter prediction in a less realistic computer-based driving simulation, but none demonstrating the former. Our results supported both predictions, each of which may have traffic-safety implications when reduced-contrast conditions are experienced in real life, such as with fog or when the driver has cataracts.     

Beyond cognition: predicting health risk behaviors from instrumental and affective beliefs.

OBJECTIVE: Two studies assessed the relative contribution of affective and instrumental beliefs to the prediction of 2 risk behaviors: driving above the speed limit and smoking. DESIGN: Both studies took the form of large-scale questionnaire surveys (Study 1, N=292; Study 2, N=500) measuring instrumental and affective beliefs and self-reported behavior. In both cases, behavior was also measured objectively. OUTCOME MEASURES: In Study 1, speeding behavior was measured via infrared camera along sections of road with 30 mph, 40 mph, and 60 mph speed limits. Self-reports of speeding in these same contexts represented a 2nd dependent variable. In Study 2, level of smoking was measured via a carbon monoxide monitor, and participants were asked to indicate the number of cigarettes they smoked in a week. RESULTS: In Study 1, positive and negative instrumental and affective beliefs were significant predictors of self-reported speed. The most powerful predictor was negative affective beliefs. Observed speed was predicted by negative affective beliefs only. In Study 2, the significant predictors of self-reported smoking and objective measures of smoking were positive and negative affective beliefs. CONCLUSION: The findings indicate the importance of affective beliefs across 2 health risk behaviors. Implications for social cognition models and interventions are discussed.     

Explanations for “understating” in self-reported speeding behaviour

Self-report is a valuable methodology of social research, especially in regard to offending behaviour on and off the road. While assessing the validity of self-report is rarely easy, taking objective measures of drivers' speed choice behaviour does provide an opportunity to assess the correlation with subjective measures. Noting studies where this has been possible, research carried out by the author and colleagues in England which allowed similar assessments is discussed. Significant correlations resulted between reported and observed speed in all six surveys comprising the research, but they were of a low order. Analysis of the data showed a consistent and systematic bias towards drivers travelling above the 30 mph speed limit reporting their normal speeds as lower than those observed, with those travelling below the 30 mph speed limit reporting their speeds as higher than those observed. These patterns are discussed in light of other studies which have found tendencies either to overstate or to understate, and the possibilities that drivers either have difficulty reporting accurately or choose not to do so. Psychophysical limitations on accuracy of self-report and the social and cognitive processes that could mediate them are considered. In particular, the notion that drivers may seek to comply with normative speeds, and that these can be perceived as safer than complying with posted limits are discussed in light of normal police practice to tolerate low margins of excess speed.     

Examining Adolescents' Responses to Antimarijuana PSAs

The research reported here investigated sensation seeking as a moderating variable of 368 adolescents' reactions to antimarijuana public service announcements. Participants rated the perceived message sensation value of 3 antimarijuana TV ads, their processing of the consequences of marijuana use, their affective responses to the ads, and antimarijuana attitudes. Two structural equation models—1 for high sensation seekers and the other for low sensation seekers—revealed 2 very different styles of processing the ads. Specifically, antimarijuana attitudes for high sensation seekers were influenced directly and indirectly by sympathetic distress and directly by argument‐based processing. In contrast, antimarijuana attitudes for low sensation seekers were influenced solely by argument‐based processing.     

Adaptations in driver deceleration behaviour with automatic incident detection: A naturalistic driving study

Traffic congestion and crash rates can be reduced by introducing variable speed limits (VSLs) and automatic incident detection (AID) systems. Previous findings based on loop detector measurements have revealed that drivers reduce their speeds while approaching traffic congestion when the AID system is active. Notwithstanding these behavioural effects, most microscopic traffic flow models assessing the impact of VSLs do not describe driver response accurately.This study analyses the main factors that influence driver deceleration behaviour while approaching traffic congestion with and without VSLs. The Dutch VSL database was linked to the driver behaviour data collected in the UDRIVE naturalistic driving study. Driver engagement in secondary tasks and glance behaviour were extracted from the video data. Linear mixed-effects models predicting the characteristics of deceleration events were estimated.The results show that the maximum deceleration is high when approaching a slower leader, when driving at high speeds and short distance headways, and close to the beginning of traffic congestion. The minimum time headway is short when driving at high speeds and changing lanes. Certain drivers showed higher decelerations and shorter time headways than others. Controlled for these main factors, smaller maximum decelerations were found when the VSLs were present and visible, and when the gantries were within close proximity. These factors could be incorporated into microscopic traffic simulations to evaluate the impact of AID systems on traffic congestion more realistically. Further research is needed to clarify the link between engagement in secondary tasks, glance behaviour and deceleration behaviour.     

Attention to speed and guide traffic signs with eye movements

The goal of this research is to describe the visual search patterns for diverse traffic signs. Twelve drivers of both genders and different driving experience levels took part in real driving research with an instrumented car provided with an eye-tracking system. Looking at signs has a weak relation with speed reduction in cases where actual driving speed was higher. Nevertheless, among the people who looked at the sign, the percentage of those who reduce the speed below the limit is greater than of those who do not look at the sign. Guide traffic signs, particularly those mounted over the road, are more frequently glanced at than speed limit signs, with a glance duration of more than one second, in sequences of more than two consecutive fixations. Implications for driving and the possibilities and limitations of eye movement analysis for traffic sign research are discussed.     

Fear versus humor: the impact of sensation seeking on physiological, cognitive, and emotional responses to antialcohol abuse messages

This study investigates the differences in physiological, cognitive, and emotional responses to existing emotional antialcohol abuse advertisements (fear vs. humor appeal) between high and low sensation seekers. A 2 (Message Type) x 2 (Sensation-Seeking Tendency) x 4 (Message Repetition) mixed-model experiment with repeated measures was conducted with 71 college students. The results, based on self-reports, indicated that fear messages generated more interest and perceived danger of excessive drinking regardless of sensation-seeking tendency, whereas humorous messages were rated as more likeable than fear messages, and the difference was bigger among low sensation seekers than among high sensation seekers. One interesting finding was that for both fear and humor appeals, low sensation seekers showed greater emotional responses (greater corrugators activities and greater zygomatic activities) than high sensation seekers overall. The implications of the current study as well as suggestions for future study were discussed.