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.     

Selective effects of excessive engagement in health-related behaviours on disgust propensity

The present study examined the extent to which engagement in health-related behaviours modulate disgust propensity, a purportedly stable personality trait. Participants were randomised into a health behaviour (n = 30) or control condition (n = 30). After a baseline period, participants in the health behaviour condition spent one week actively engaging in a clinically representative array of health-related behaviours on a daily basis, followed by a second week-long baseline period. Participants in the control condition monitored their normal use of health behaviours. Compared to control participants, those in the health behaviour condition reported significantly greater increases in disgust propensity after the health behaviour manipulation. This effect was most robust for contamination disgust propensity and remained significant when controlling for changes in health anxiety and disease fear. In contrast, self-disgust and anxiety sensitivity did not significantly differ between the two groups as a function of the health behaviour manipulation. Mediational analyses were consistent with the hypothesis that changes in the frequency of health-related behaviours, but not changes in health anxiety and disease fear, mediated the effects of the experimental manipulation on changes in contamination disgust propensity. These findings suggest that the purportedly stable personality trait of disgust propensity can be modulated by excessive engagement in health-related behaviours.     

Un point sur la responsabilité civile du fait des prothèses

The evolutions of the medical liability depend on the walking (step) of the jurisprudence, and on that of the European law. Crossings renewed the reflection on the consequences of the protheses failures, and make paradoxically return to the contractual obligation.     

Using optical illusions in the shoulder of a cycle path to affect lateral position

An important factor in single-sided accidents of older cyclists is that they ride off the cycle path onto the verge. Two experiments were performed to assess the feasibility of using virtual 3D objects in the verge to affect the lateral position of bicyclists. In the first experiment, different virtual objects were placed in the shoulder and 1150 passing bicyclists were observed using a fixed camera. The (standard deviation of the) lateral position and speed in four conditions with virtual objects differing in colour, structure, or 3D effect were compared with a control condition in which no virtual objects were applied. In a second experiment, the behaviour of 32 bicyclists aged 50 years or older was measured by mounting two digital action cameras with GPS on the participants’ bicycles. The participants cycled a route of approximately 12 km in which several locations were passed, one of these contained 15 virtual objects similar to the ones used in the first experiment placed in the shoulder of the cycle path. Cyclist behaviour was compared with behaviour at a control location consisting of a solitary two-way cycle path with a grass shoulder. Results indicate that the virtual objects in the tested format had little overall effect on cyclists’ behaviour. However, bicyclists were positioned closer to the virtual objects and the shoulder when they looked at the objects or when they reported that they saw them while cycling. This suggests that the overall visibility of the object design may have been too conservative.     

Inferred threat and safety: Symbolic generalization of human avoidance learning

Symbolic generalization of avoidance may underlie the aetiology and maintenance of anxiety disorders. The aim of the present study was to demonstrate inferred threat-avoidance and safety (non-avoidance) behaviours that occur in the presence of stimuli indirectly related to learned threat and safety cues. A laboratory experiment was conducted involving two symbolic stimulus equivalence relations consisting of three physically dissimilar stimuli (avoidance cues: AV1–AV2–AV3 and neutral cues: N1–N2–N3). During avoidance learning involving aversive images and sounds, a key-press avoidance response was trained for one member of one of the relations (AV2) and non-avoidance for another (N2). Inferred threat and safety behaviour and ratings of the likelihood of aversive events were tested with presentations of all remaining stimuli. Findings showed a significantly high percentage of avoidance to both the learned and inferred threat cues and less avoidance to both the learned and inferred safety cues. Ratings in the absence of avoidance were high during training and testing to threat cues and low to safety cues and were generally lower in the presence of avoidance. Implications for associative and behavioural accounts of avoidance, and modern therapies for anxiety disorders are discussed.     

Do Visually Salient Stimuli Reduce Children’s Risky Decisions?

Children tend to overestimate their physical abilities, and that tendency is related to risk for unintentional injury. This study tested whether or not children estimate their physical ability differently when exposed to stimuli that were highly visually salient due to fluorescent coloring. Sixty-nine 6-year-olds judged physical ability to complete laboratory-based physical tasks. Half judged ability using tasks that were painted black; the other half judged the same tasks, but the stimuli were striped black and fluorescent lime-green. Results suggest the two groups judged similarly, but children took longer to judge perceptually ambiguous tasks when those tasks were visually salient. In other words, visual salience increased decision-making time but not accuracy of judgment. These findings held true after controlling for demographic and temperament characteristics.     

Dimensions of driver anger, aggressive and highway code violations and their mediation by safety orientation in UK drivers

Aggressive behaviour on the roads is reported to be on the increase. This study administered Driving Anger Scale (Deffenbacher et al. (1994). Development of a driving anger scale. Psychological Reports, 74, 83–91.), the Driver Behaviour Questionnaire, and the Driving Skill Inventory to a sample of 270 British drivers. Factor analysis of the Driving Anger Scale items yielded three factors measuring anger generated by the reckless driving, direct hostility and impeded progress by others—contrary to the six subscales found with the original US sample. Younger drivers and low mileage drivers were more likely to exhibit all three types of driving anger, but no differences between male and female drivers were found. In addition, a driver’s safety orientation predicted (negatively) anger evoked by impeded progress and direct hostility whereas self-assessed perceptual-motor skills were positively related to anger generated by impeded progress. Both Highway Code and aggressive violations were significantly related to the anger factors, and, using the procedure by Baron and Kenny (Baron & Kenny (1986). The moderator–mediator variable distinction in social psychological research: conceptual, strategic, and statistical considerations. Journal of Personality and Social Psychology, 51, 1173–1182.), the prediction of violating behaviour (Driver Behaviour Questionnaire) by reported anger was shown to be mediated by the self-assessed safety skill scale but not the perceptual-motor skill scale (Driver Skill Inventory), and moderated by neither. Implications for driver education countermeasures are noted.     

A rational-emotive group intervention for preventing and coping with stress among safety officers

A stress management and prevention workshop for nonclinical industrial workers using rational-emotive principles with 18 months followup is reported. Twenty-two senior safety officers participated in an intervention program of five weekly meetings aimed at improving cognitive skills and assertiveness mainly by decreasing irrational thought processes. We hypothesized an increase in assertiveness, and a decrease in irrational beliefs, and emotional and cognitive stress symptoms (manifested in somatic complaints and cognitive weariness). Assertiveness improved and somatic complaints and irrationality decreased in the short term. Eighteen months later, cognitive weariness was also reduced. The other improvements were still evident, but not to the same extent as short-term effects. Although the workshop improved rationality, further practice would be needed in the behavioral aspect of stress prevention to achieve long-term improvements in assertiveness.Talma Kushnir, Ph.D., is a social and medical psychologist at the Occupational Health and Rehabilitation Institute, Raanana, Israel, and teaches psychology and health promotion at the Tel-Aviv University Medical School.Ruth Malkinson, Ph.D., fellow and RET trainer and supervisor of the Institute for RET, and teaches at the School of Social Work and Medical School at Tel-Aviv University, Israel. Both authors contributed equally to this studyThis study was supported by the Committee for Preventive Action and Research in Occupational Health, The Ministry of Labor and Social Affairs, Jerusalem, Israel.The authors thank Estie Weisberg for her administrative assistance in organizing the workshops.     

The effect of widening longitudinal road markings on driving speed perception

Road markings may influence driver behavior, and therefore road safety. An increase in the width of road markings might lead drivers to perceive lanes to be narrower than they really are, creating the illusion of traveling faster. The objective of this paper is to analyze whether wider longitudinal road markings can affect the perception of lane width and thus induce drivers to slow down. To this end, three curves with reduced visibility were selected for a field experiment. The road markings were painted wider than normal, and video recordings were made with narrow and wide markings by a camera installed in a vehicle. A total of 14 videos were shown to each of the 185 participants; then a survey was carried out to analyze in which video the participants perceived higher speed. The results showed that if the participants perceived differences in speed, the higher speed was perceived with the wide markings. This perception of higher speed increased if the participant was female, or if the participant had ever had an accident. In view of the obtained results, it can be said that the use of wider road markings could help reduce vehicle speed, thus contributing to improved road safety.     

Effects of personality on driving behaviors among professional truck drivers: The mediating effect of safety climate

Introduction: The number of traffic accidents involving truck drivers remains high, and strategies to eliminate the probability of such accidents have been proposed, among which enhancing the safety climate has attracted much interest. The main purpose of the current study was to validate the Chinese version of the safety climate scale for truck drivers and apply it to investigate the mediating effect of safety climate between truck driver personality and driving behavior. Method: A total of 389 male truck drivers completed the Big Five Inventory, the Chinese version of the trucking safety climate scale, the driver behavior questionnaire and the positive driver behavior scale. Results: The reliability and validity of the Chinese version of the organization-level safety climate scale and the group-level safety climate scale were confirmed through factor analysis. More importantly, a path analysis revealed that the organization-level safety climate mediated the effects of agreeableness and neuroticism on aggressive violations, ordinary violations and lapses, while the group-level safety climate mediated the influences of agreeableness, neuroticism and openness on positive behavior and all four kinds of aberrant driving behaviors. Conclusions: This study introduced the trucking safety climate scale into China and stressed the significance of improving both the organizational and the group levels of safety climate to reduce accidents involving professional truck drivers. Practical Applications: First, the adapted safety climate scale for Chinese truck drivers contributes to further investigating the role that safety climate plays in the safety problem of truck drivers in China. Moreover, the critical impacts of both levels of the trucking safety climate serve as reminders for relevant companies to not only pay attention to establishing an organization-level safety climate but also invest more effort into promoting the group-level safety climate.