Stereotypes and implicit social comparison: Shifts in comparison-group focus

Stereotypes affect how people understand implicit comparisons. In two studies, people judged the comparison implied by a statement (e.g., “Math is easy for me,” “I’m really aggressive”) made by an African-American, White, or Asian-American male. Counter-stereotypic comments, such as the African-American saying he was “bad” at basketball, caused participants to think the target was comparing himself to his narrow ingroup; stereotypic statements caused people to infer that the comparison group was broader. When compared to a fixed standard (all people in USA), evidence that people used stereotypes consistently emerged. Whether motivated or not, by narrowing the comparison standard when presented with a counter-stereotypic case, participants constructed an understanding of the target that protected the stereotype from challenge.     

Testing for effects of racial attitudes and visual contrast on the speed of a driver’s response to a pedestrian

Although ethnic minorities are overrepresented in pedestrian-vehicle collisions, previous driving studies did not examine racial attitudes in such collisions. Our objective was to determine whether the speed of a driver’s response to a pedestrian was affected by the driver’s racial attitudes and the contrast between the pedestrian’s skin colour and background. Participants viewed simulated driving scenes of a pedestrian on a road and pressed a button as soon as they saw an obstacle. Visual information, but not racial attitudes, affected the time it took observers to respond to pedestrian and non-pedestrian stimuli in driving scenes. Results indicated that contrast affected response time even when the stimulus was subliminal. We believe this is the first demonstration of contrast effects with subliminal stimuli in a driving context. Results have implications for traffic safety and for methodology used to study racial attitudes.     

Functional Consequences of HIV-Associated Neuropsychological Impairment

This review focuses on the “real world” implications of infection with HIV/AIDS from a neuropsychological perspective. Relevant literature is reviewed which examines the relationships between HIV-associated neuropsychological impairment and employment, driving, medication adherence, mood, fatigue, and interpersonal functioning. Specifically, the relative contributions of medical, cognitive, psychosocial, and psychiatric issues on whether someone with HIV/AIDS will be able to return to work, adhere to a complicated medication regimen, or safely drive a vehicle will be discussed. Methodological issues that arise in the context of measuring medication adherence or driving capacity are also explored. Finally, the impact of HIV/AIDS on mood state, fatigue, and interpersonal relationships are addressed, with particular emphasis on how these variables interact with cognition and independent functioning. The purpose of this review is to integrate neuropsychological findings with their real world correlates of functional behavior in the HIV/AIDS population.     

Effects of primary task predictability and secondary task modality on lane maintenance

The objective of this work was to investigate the effects of auditory and visuo-spatial secondary tasks on variability in lane position in predictable and unpredictable driving conditions. Sixty-six participants drove a simulated vehicle. Predictability was manipulated by adding wind gusts, and the secondary task load by either an auditory task (Experiment 1) or a visuo-spatial task (Experiment 2). Results demonstrated that in the predictable driving condition, lane position variability decreased when auditory secondary task load was given, but it was not affected by visuo-spatial secondary task load. In the unpredictable driving condition; however, while the auditory secondary task load did not affect lane position variability, visuo-spatial secondary task load increased it. The data suggests that the effects of cognitive load on lane maintenance may depend on the type of the secondary task beside predictability of primary task.     

Validating an older adult driving behaviour model with structural equation modelling and confirmatory factor analysis

The Multilevel Older Persons Transportation and Road Safety (MOTRS) model postulates a role for demographic, functional, and psychosocial factors in driving self-regulation. This study formally tested the constructs of the MOTRS model, and its ability to account for variation in older adult’s driving self-regulation. Four exogenous constructs dealing with sociodemographic and driving-related variables (driving space, dependency on other drivers, health, and driving performance) and three endogenous constructs of psychosocial appraisals (driving confidence, attitudes and beliefs towards driving) were used to predict driving self-regulation. A sample of 277 Australian drivers, aged 65 years or over, completed standardised questionnaires to assess these variables. Structural equation modelling was used to evaluate one of the model’s assumptions. Findings established that sociodemographic and driving-related factors influence older adults’ driving self-regulation by impacting psychosocial variables. A re-specified model accounted for 75% of the variance in self-reported driving self-regulation. When other variables were considered, attitude towards driving was the strongest single predictor of driving self-regulation. These findings provide an initial partial validation of the MOTRS model. The results indicate that psychosocial variables are important determinants of driving self-regulation by older adults. This model could guide future research into older adults’ driving self-regulation.     

Comparing simulator sickness in younger and older adults during simulated driving under different multisensory conditions

Driving simulators are valuable tools for traffic safety research as they allow for systematic reproductions of challenging situations that cannot be easily tested during real-world driving. Unfortunately, simulator sickness (i.e., nausea, dizziness, etc.) is common in many driving simulators and may limit their utility. The experience of simulator sickness is thought to be related to the sensory feedback provided to the user and is also thought to be greater in older compared to younger users. Therefore, the present study investigated whether adding auditory and/or motion cues to visual inputs in a driving simulator affected simulator sickness in younger and older adults. Fifty-eight healthy younger adults (age 18–39) and 63 healthy older adults (age 65+) performed a series of simulated drives under one of four sensory conditions: (1) visual cues alone, (2) combined visual + auditory cues (engine, tire, wind sounds), (3) combined visual + motion cues (via hydraulic hexapod motion platform), or (4) a combination of all three sensory cues (visual, auditory, motion). Simulator sickness was continuously recorded while driving and up to 15 min after driving session termination. Results indicated that older adults experienced more simulator sickness than younger adults overall and that females were more likely to drop out and drove for less time compared to males. No differences between sensory conditions were observed. However, older adults needed significantly longer time to fully recover from the driving session than younger adults, particularly in the visual-only condition. Participants reported that driving in the simulator was least realistic in the visual-only condition compared to the other conditions. Our results indicate that adding auditory and/or motion cues to the visual stimulus does not guarantee a reduction of simulator sickness per se, but might accelerate the recovery process, particularly in older adults.     

The influence of road familiarity on distracted driving activities and driving operation using naturalistic driving study data

This paper analyzed the influence of familiarity on the involvement of secondary tasks and driving operation using naturalistic driving study (NDS) data. Distracted driving activities were extracted from face videos captured in 557 trips, including 501 trips on familiar roads and 56 trips on unfamiliar roads. These trips were completed by 155 drivers using their own vehicles during daytime hours under good weather conditions. The data showed the frequency of distracted driving activities and duration time were higher on familiar roads compared to unfamiliar roads. More types of secondary tasks were found on familiar roads. Focusing on objects was the most common distracted driving activity on familiar roads. The average time drivers used to eat or drink was highest (8.67 s) on familiar roads. The time drivers spent checking their cell phone was high on both familiar roads and unfamiliar roads. Since driving operation is directly related to crash risk, this paper also analyzed the difference of driving operation on familiar roads and unfamiliar roads. The speed profiles were generated on well-known versus unfamiliar roads. It was shown that drivers were more likely to be speeding and select a short distance to deceleration near the intersections. The findings indicated that distracted driving phenomenon was more serious on familiar roads.     

The extent and characteristics of driving anxiety

Research over the last two decades has resulted in improved understandings of the nature and characteristics of driving anxiety. However, we still do not know the extent of driving anxiety in the general population, as most studies have focused on clinical or vehicle accident samples, and the only population study is of older adults. The present study addressed this gap in knowledge using data from 441 people who responded to a survey sent to a random sample of 1500 adults recruited from the compulsory voting register in New Zealand. While 31% reported no driving anxiety, 52% endorsed mild driving anxiety and 16% reported moderate to severe driving anxiety. There were small but significant differences in the average age at which participants in these three groups started to learn to drive, but there were no differences in driving-related accidents and incidents over the past 12 months. Those with higher driving anxiety endorsed more anxiety about road rage, lower feelings of safety while driving, and more driving-related avoidance and negative cognitions than the less anxious participants. However, levels of helpseeking were low, and suggest the need to develop online self-help packages that are more accessible and acceptable to those experiencing driving anxiety.     

Modelling the human lane-change execution behaviour through Multilayer Perceptrons and Convolutional Neural Networks

Driving is a highly complex task that involves the execution of multiple cognitive tasks belonging to different levels of abstraction. Traffic emerges from the interaction of a big number of agents implementing those behaviours, but until recent years, modelling it by the interaction of these agents in the so called micro-simulators was a nearly impossible task as their number grows. However, with the growing computing power it is possible to model increasingly large quantities of individual vehicles according to their individual behaviours. These models are usually composed of two sub-models for two well-defined tasks: car-following and lane-change. In the case of lane-change the literature proposes many different models, but few of them use Computational Intelligence (CI) techniques, and much less use personalization for reaching individual granularity. This study explores one of the two aspects of the lane-change called lane-change acceptance, where the driver performs or not a lane-change given his intention and the vehicle environment. We demonstrate how the lane-change acceptance of a specific driver can be learned from his lane change intention and surrounding environment in an urban scenario using CI techniques such as feed-forward Artificial Neural Network (ANN). We work with Multilayer Perceptron (MLP) and Convolutional Neural Networks (CNN) architectures. How they perform one against the other and how the different topologies affect both to the generalization of the problem and the learning process are studied.     

Driving anger and its relationship with aggressive driving among Chinese drivers

Driving anger poses a serious threat to road safety. Increasing attention is being paid on this issue, with driving anger usually measured by a 14-item version of the Driving Anger Scale (short DAS). However, driving anger problem in China has received limited research attention and there is no corresponding Chinese version of the short DAS. This study adapted the short DAS for use with Chinese drivers and investigated the relationship between driving anger and aggressive driving with an Internet-based survey conducted to a sample of Chinese drivers. The Confirmatory Factor Analysis results showed that a three-factor DAS structure provided a good fit to the data obtained, with the three subscales used being hostile gesture, safety-blocking and arrival-blocking. The hostile gesture subscale and arrival-blocking subscale were positive predictors while the safety-blocking subscale was a negative predictor of aggressive driving. In China, the overall driving anger was lower but its association with aggressive driving was stronger, than that in western countries. These findings provide important insights into causes and consequences of driving anger for the development of effective strategies to reduce driving anger and to enhance road safety.