From Gibson and Crooks to Damasio: The role of psychology in the development of driver behaviour models

This article presents a brief history and perspective of behavioural model development in traffic psychology. As one specific example of a key behavioural model, Gibson and Crooks (1938), in their classic field theoretical study, offered the first scientific attempt to deal with the issue of compensation. Two central theoretical concepts were developed: “Field of safe travel” and “Minimum stopping zone”. The interplay between the two was used to describe and explain risk compensation and illustrated by observing the impact of brakes on driver behaviour: Better brakes could make the field of safe travel – i.e. the distance to the car in front – shorter. Nearly 50 years later, the launch of Wilde’s Risk Homeostasis Theory (RHT) gave rise to a profound debate about risk homeostasis and risk compensation. The core issue in the debate was Wilde’s strict assertion that all individuals, not only car-drivers, carry an inherent target level of risk that they are seeking to maintain or restore. Gibson and Crooks fell well within psychological theories of the time, while Wilde’s RHT emerged more from control theory and economic utility theory than from psychology. In the 1990s neuroscience emerges, especially by Damasio who introduces a paradigm that has proven fruitful as a framework of more recent driver behaviour models. But neuroscience also had its forerunner in Taylor’s proposal that driver behaviour is governed by a constancy in Galvanic Skin Response (GSR) which makes driving a self-paced task aiming at keeping the GSR at a constant level. Näätänen and Summala’s integrated Taylor in their “Zero-risk model” which has persisted and still prevails as a solid and well accepted model. Psychological learning theory has, however, rarely been adequately dealt with which is quite odd given the prevalence of speeding and risk compensation which cannot escape explanations based on operant conditioning. The paper discusses the emerging role of psychology and psychological concepts that has been proposed and evolved through the development of driver behaviour models since Gibson and Crooks’ study of 1938. The views presented are subjective, they do not represent any attempt to describe the objective reality of the time.     

Car status as an inhibitor of passing responses to a low-speed frustrator

Studies have shown that the high status of a car used as a frustrator acts as an inhibitor of drivers’ horn-honking responses at traffic lights. In this field study, we extended the role played by car status through examining its effect on another driver behavior. A confederate driving either a high-status or a low-status car was instructed to drive at a speed below the speed limit. What was measured was the frequency of responses to the frustrator that resulted in passing the slow-moving vehicle. It was found that more passing behaviors occurred in the low-status condition, and that the difference between the low and the high status increased as soon as the confederate’s speed decreased.     

Approach or avoid? The effect of regulatory focus on consumer behavioural responses to personal selling attempts

While salespeople use adaptive influence tactics in interactions with consumers, consumers can act as goal-oriented individuals attempting to manage those interactions. Prior research has documented a repertoire of consumer response behaviours, but little is known about the motivational forces. The present research examines the effects of regulatory focus on consumer behavioural tendencies in response to personal selling attempts. The findings suggest that the more promotion-focused consumers are more likely to engage in goal-seeking behaviours. This research not only addresses a void in the literature, but more importantly, sheds light on motivational antecedents driving consumer behaviours in customer–salesperson interactions.     

Eyes on the road,hands upon the wheel? Reciprocal dynamics between smartphone use while driving and job crafting

Smartphones are essential tools for communications and information management in organizational settings. However, smartphone use is a risky behavior when used while driving to and from work. As work experiences have been found to influence risky commuting behaviors, we hypothesized that job crafting, i.e., a set of proactive work behaviors through which employees change their job demands and resources, influences and is influenced by risky commuting behaviors. We argued that employees' smartphone use during driving commutes is related to how employees proactively choose to transform their demands and resources at work. A quantitative diary study was designed to investigate the process linking smartphone use during driving commutes to and from work and job crafting. A sample of 128 office employees completed two short daily questionnaires for five consecutive workdays (N = 627 observations). Results from multilevel analyses showed that daily talking on the phone while driving to work was positively associated with the proactive optimization of job demands, while daily proactive pursuing of challenging stimuli at work (i.e., seeking challenges) was positively related to looking at the phone when employees drove back from work. Furthermore, on days when employees reduced their hindering job demands, they reported less frequent talking on the phone while driving back from work. Results provide practical implications for the prevention of distracted driving and other risky driving behaviors.     

Effects of blood alcohol testing programmes on drinking behaviour among driving crash patients in emergency departments: A cluster quasi-experimental study

This study aimed to evaluate the effectiveness of blood alcohol testing in decreasing the prevalence of current one-month drinkers among road traffic crash patients within emergency departments at one, two, and three months after a crash. A cluster quasi-experimental study was conducted on 600 crash patients who visited one of the emergency departments at 21 hospitals in Udon Thani province, Thailand. The hospitals were categorised into a (i) high-adherence hospital group (≥70% of all patients) and (ii) low-adherence hospital group (<70% of all patients) according to the compliance of blood alcohol testing in their emergency departments. The data were collected by a trained nurse using a structured questionnaire. The primary outcome was the prevalence of one-month current drinkers. We included 600 patients: 291 from six hospitals in the high-adherence group and 309 from 15 hospitals in the low-adherence group. The prevalence of one-month current drinkers significantly decreased in both the high-adherence and low-adherence groups. However, the prevalence of current drinkers at two and three months after a crash was not statistically significant compared to that one month prior to a crash (48.0% to 19.3% and 31.7% to 13.8% in the high- and low-adherence hospital groups, respectively; p < 0.05 from McNemar’s test). The effectiveness of blood alcohol testing in decreasing the prevalence of one-month current drinkers among traffic crash patients within emergency departments was observed to be statistically significant only at one month after a crash, and not at two and three months.     

Exploring the usage of supervised driving automation in naturalistic conditions

This study reports usage of supervised automation and driver attention from longitudinal naturalistic driving observations. Automation inexperienced drivers were provided with instrumented vehicles with adaptive cruise control (ACC) and lane keeping (LK) features (SAE level 2). Data was collected comparing one month of driving without support to two months where drivers were instructed to use automation as desired.On highways, level 2 automation was used respectively 63% and 57% of the time by Tesla and BMW users, with peak usage during slow stop-and-go traffic (0–30 km/h) and higher speeds (>80 km/h). On roads with speed limits below 70 km/h, automation was used less than 8%, and use on urban roads was incidental rather than habitual. Automation usage increased with time in trip, but no clear time of day effects were found. Head pose data could not classify driver attention, and we recommend gaze tracking in future studies. Head pose deviation was selected as alternative indicator for monitoring activity. Comparing among forms of automation usage on the highway, head heading deviation was smallest during ACC use, but did not differ between automation and baseline manual driving. Head heading deviation during manual driving was smaller in the baseline than the experimental phase, which suggests that motives for manual highway driving may be attention related. Automation usage did not change much over the first 12 weeks of the experimental condition, and there were no longitudinal changes in head pose deviation.