Users of different travel modes differ in journey satisfaction and habit strength but not environmental worldviews: A large-scale survey of drivers,walkers, bicyclists and bus users commuting to a UK university

People who travel to the same university workplace by bicycle, bus, car, and walking were compared in a survey (N = 1609). Data are presented on environmental worldviews, journey affective appraisals, and habit strength. Unexpectedly, findings showed comparable levels of environmental worldview across modes. This might reflect the role of attitudes on behaviour, or question the validity of the established environmental worldview scale used here. Results also replicated previous work on affective appraisal, and suggested that whilst walking, bicycling and bus use have distinctive affective appraisals associated with each mode, car driving was affectively neutral, generating no strong response on any dimension – a finding tentatively explained with reference to the normative status of driving. The survey also showed users of active travel modes reported stronger habit strength than car or public transport users, with possible links to the role of affect in formulating habit strength in line with habit theory.     

The role of psychological factors on the choice of different driving controls: On manual,partial, and highly automated controls

The present study investigates the role of psychological factors on the choice of three controls (modes) in driving a vehicle, namely highly automated, partially automated, and manual control. Traditional driving habits, resistance to change, and behavioural beliefs were all assessed along with individual and socioeconomic variables. Using survey data (n = 595) of car users, a model was developed to predict the share of different driving controls and determine the effects of psychological variables. Results indicate that up to 55% of people prefer driving with highly automated control, and 30% prefer partially automated control. Behavioural beliefs (e.g., attitudes toward highly automated control) are not as critical to driving control as habits. People with stronger driving habits are less likely to use highly automated controls. A one-unit increase in worry could reduce driving in highly automated control by 5.5% and increase manual control by 4.5%, and those who welcome the new technologies are more likely to prefer highly automated control. Some practical policy solutions are also provided.     

Exploring the memory advantage for moving scenes

Recognition memory is better for moving images than for static images (the dynamic superiority effect), and performance is best when the mode of presentation at test matches that at study (the study–test congruence effect). We investigated the basis for these effects. In Experiment 1, dividing attention during encoding reduced overall performance but had little effect on the dynamic superiority or study–test congruence effects. In addition, these effects were not limited to scenes depicting faces. In Experiment 2, movement improved both old–new recognition and scene orientation judgements. In Experiment 3, movement improved the recognition of studied scenes but also increased the spurious recognition of novel scenes depicting the same people as studied scenes, suggesting that movement increases the identification of individual objects or actors without necessarily improving the retrieval of associated information. We discuss the theoretical implications of these results and highlight directions for future investigation.     

Footbridge usage in high-traffic flow highways: The intersection of safety and security in pedestrian decision-making​

In the Decade of Action for Road Safety, the vulnerability of pedestrians to severe outcomes from road crash is well-recognised. This study explored the factors that are influential in pedestrians’ decisions to cross a high-traffic highway in Barranquilla, Colombia, by using a footbridge over the highway, or by cutting across the highway in close proximity to a footbridge. Participants were recruited at each crossing (n = 105 footbridge, n = 105 ground; n = 117 males; M(SD) age = 23.28(5.98) years) and completed a paper survey exploring demographics, highway crossing behaviour, and attitudes regarding the safety and security of the crossing. Despite the majority of participants reporting the ground crossing was dangerous, and that the footbridge crossing was safe, one third of participants never or rarely (approximately 0% and 25% of the time) used the footbridge to cross the highway. Logistic regression revealed that the decision regarding the highway crossing mode (footbridge or ground) was predicted by (a) the frequency in which the footbridge is crossed, (b) the perception of footbridge security in relation to crime, (c) the perception of footbridge safety about traffic conflicts in general, (d) the proximity of the footbridge to the highway ground crossing, and (e) if the subject had experienced an injury during a previous highway crossing. The findings extend our understanding of pedestrian behaviour in crossing highways, not only in relation to the use of footbridges which separate both road user groups, but also ground crossings which place the pedestrians at significant risk especially those in areas with high traffic flow density. Moreover, the findings highlight the complexity involved in improving pedestrian road safety, particularly as the provision of an engineering solution (a footbridge) in close proximity to a high-risk zone (highway) is clearly not the only solution in the much larger road safety system.     

Breaking and creating habits on the working floor: A field-experiment on the power of implementation intentions

Previous research has shown that implementation intentions are effective tools to promote new behavior. The present study aimed to provide the first evidence that conscious planning is an effective tool in replacing well-learned habits with new habits. This was tested in a field-experiment on repetitive behavior in the domain of recycling, using 109 employees of a tele-company as participants. Recycling behavior of the participants was observed by the actual amount of paper and the number of plastic cups in their personal wastebaskets. Following a pre-measure, participants were assigned to either implementation intention conditions, conditions in which an eye-catching facility was placed to promote recycling behavior, or control conditions. Recycling behavior was substantially improved in the facility as well as the implementation intention conditions in week 1 and week 2 and still 2 months after the manipulation. These data supported our hypothesis that planning breaks down unwanted habits and creates new ones.     

The effect of reinforcement probability on time discrimination in the midsession reversal task

We examined how biasing time perception affects choice in a midsession reversal task. Given a simultaneous discrimination between stimuli S1 and S2, with choices of S1 reinforced during the first, but not the second half of the trials, and choices of S2 reinforced during the second, but not the first half of the trials, pigeons show anticipation errors (premature choices of S2) and perseveration errors (belated choices of S1). This suggests that choice depends on timing processes, on predicting when the contingency reverses based on session duration. We exposed 7 pigeons to a midsession reversal task and manipulated the reinforcement rate on each half of the session. Compared to equal reinforcement rates on both halves of the session, when the reinforcement rate on the first half was lower than on the second half, performance showed more anticipation and less perseveration errors, and when the reinforcement rate on the first half was higher than on the second half, performance showed a remarkable reduction of both types of errors. These results suggest that choice depends on both time into the session and the outcome of previous trials. They also challenge current models of timing to integrate local effects.