Examining the effect of visual treatments on truck drivers’ time-to-arrival judgments of motorcycles at T-intersections

An automobile–motorcycle crash most commonly results when an automobile pulls out of a side road into the path of an oncoming motorcycle and violates the motorcyclist’s right-of-way. One of the reasons for this could be that motorists misjudged the motorcycle arrival time. Motorcyclists are particularly vulnerable to injury in crashes with truck due to substantial differences in vehicle mass, protection degree and speed. We investigated truck drivers’ judgments of motorcycle time-to-arrival (TTA) across a number of visual treatments. Participants watched a series of video clips captured at a T-intersection, and they were instructed to respond by clicking the computer mouse at the time they estimated the front wheels of an oncoming vehicle (motorcycle or car) to reach the T-intersection. The results showed that, at long distance between the target motorcycle and the viewer, the motorcycle with daytime running headlights (DRH) was estimated to arrive sooner than the motorcycle whose motorcyclist wore a black helmet with a reflective sticker. However, the opposite is true at a short distance. We also found that a motorcyclist wearing a white helmet and riding a motorcycle with DRH, as well as a motorcyclist wearing a white helmet and white outfit, would improve truck drivers’ judgment with respect to motorcycle TTA. Consequently, truck drivers would be less likely to pull out into a small gap in front of a motorcycle, resulting in a higher safety margin for the motorcycle.     

Quantifying drivers’ comfort-zone and dread-zone boundaries in left turn across path/opposite direction (LTAP/OD) scenarios

The aim of this study is to quantify drivers’ comfort- and dread-zone boundaries in left-turn-across-path/opposite-direction (LTAP/OD) scenarios. These scenarios account for a large fraction of traffic fatalities world-wide. The comfort zone is a dynamic spatiotemporal envelope surrounding the vehicle, within which drivers feel comfortable and safe. The dread zone, a novel concept, describes a zone with a smaller safety margin that drivers will not voluntarily enter, but can push themselves into when conditions provide additional motivation (e.g., when hurried). Quantifying comfort- and dread-zone boundaries in the context of turning left before or after an oncoming vehicle has the potential to inform and improve both the design and driver acceptance of advanced driver assistance systems (ADAS) and autonomous vehicles.Using a within-subject design, a test-track experiment was conducted with drivers turning an instrumented vehicle left across the path of an oncoming vehicle. The oncoming vehicle was a self-propelled full-sized computer-controlled balloon vehicle going straight at a constant speed (50 km/h). The driver assumed full control of the instrumented vehicle approximately 20 m before the intersection and had to make the decision to turn left before or after the oncoming balloon vehicle. There were two experimental conditions, comfortable driving and hurried driving. Measures for each turn included post-encroachment time (PET), lateral acceleration, and self-reports of comfort and risk. Drivers consistently accepted shorter time gaps and higher lateral accelerations when hurried. We interpret these findings to suggest that drivers invoke two dynamic, contextually-defined safety margins. The first is the comfort-zone boundary, a limit which drivers do not voluntarily cross without extra motives. The second is the dread-zone boundary, a more distant limit which drivers do not voluntarily cross even with extra motives. Grouping the responses (high/low) to the driver behavior questionnaire (DBQ) improved the ability to predict the dread-zone boundary PET given the comfort-zone boundary PET.     

Cognitive flexibility mediates the relation between intolerance of uncertainty and safety signal responding in those with panic disorder

There is a growing literature associating anxiety disorders with an inability to inhibit defensive responding during safety conditions of threatening tasks. However, investigations on the relation between panic disorder (PD) and defensive responding to safety have yielded mixed results. A recent study from our laboratory revealed that intolerance of uncertainty (IU) moderates this association, such that only individuals with PD and a high IU exhibit heightened startle potentiation during safety. The mechanism underlying this relationship is unknown. Given that safety conditions typically alternate with periods of threat, cognitive flexibility (i.e., the ability to adjust one's habitual responding to a situation, given the input of new information) may be involved in the ongoing reappraisal of danger and adjustment of defensive responding. Thus, the present study sought to investigate whether deficits in cognitive flexibility mediate the association between IU and defensive responding to safety among a sample of 71 adults diagnosed with PD. As hypothesised, cognitive flexibility mediated the relationship between IU and heightened startle potentiation during safety conditions. This finding suggests that within this subgroup, a failure to inhibit defensive responding during safety conditions may be due to deficits in cognitive flexibility.     

Climate as situational strength: Safety climate strength as a cross-level moderator of the relationship between conscientiousness and safety behaviour

Extant research on climate strength has frequently invoked situational strength in passing. Given this, it is surprising that the fundamental prediction from the situational strength literature—namely, that strong situations attenuate personality–behaviour relationships—has thus far never been tested empirically using climate strength as an operationalization of situational strength. Consequently, in the present study, we tested this fundamental prediction by positing that organizational safety climate strength moderates the relationships between employee conscientiousness and two forms of employee safety behaviour, such that those relationships are attenuated in strong climates. Using a multilevel design consisting of 964 Korean employees nested within 17 manufacturing organizations, we found support for these cross-level interaction hypotheses. These findings legitimize the frequent invocation of situational strength by climate strength researchers, contribute to the theoretical foundation underlying climate strength, and yield important implications for future research and practice.     

Drunk driving offenders’ knowledge and behaviour in relation to alcohol-involved driving in Yinchuan and a comparison with Guangzhou,China

ObjectiveThis study was conducted after a legislative amendment criminalising drunk driving (BAC > 80 mg/100 ml) had been in force for a year and investigated whether drunk driving offenders in Yinchuan, China were aware of the law, and whether their knowledge of and exposure to enforcement and the existence of alcohol use disorders were related to their alcohol-involved driving behaviour. The results were compared with results from an earlier study in Guangzhou, China.MethodA survey was conducted from July to October 2012 in Yinchuan to collect information on drunk driving offenders’ knowledge and practice in relation to alcohol-involved driving. The Alcohol Use Disorders Identification Test (AUDIT) was used to assess hazardous drinking levels. In total, 106 drunk driving offenders were recruited while in detention. The findings were compared with those of the Guangzhou study, where the same procedure was used to recruit 101 drunk driving offenders.ResultsThe mean age of the sample was 31.7 years (SD = 8.1; range 17–59 years). Males constituted 96% of the sample. The mean age at which offenders reported starting to drink alcohol was 18.7 years (SD = 3.2; range 10–26 years). Driver’s licenses had been held for an average of 8.5 years. The status of knowledge in relation to alcohol-involved driving in Yinchuan was slightly lower in proportion than in Guangzhou. The rate of alcohol-involved driving reported in the previous 12 months in Yinchuan (43%) was slightly higher than in Guangzhou (39%). The proportion of recidivists in Guangzhou (21.8%) was higher than Yinchuan’s (10.4%). On average, offenders had experienced 1.6 police alcohol breath tests in the previous year (SD = 1.3; range 1–10). AUDIT scores indicated that a substantial proportion of the offenders had high levels of alcohol use disorders.DiscussionLimited awareness of legal alcohol limits might contribute to drunk driving offences. The high level of alcohol consumption by many offenders suggests that hazardous drinking levels may be a contributor. Recidivist drivers also had higher AUDIT scores, which suggest there may be benefit in using the AUDIT to identify potential drink drivers and recidivists, subject to further research.     

Characterising the Personality of the Public Safety Offender and Non‐offender using Decision Trees: The Case of Colombia

The aim of this paper was to create a decision tree (DT) to identify personality profiles of offenders against public safety. A technique meeting this requirement was proposed that uses the C4.5 algorithm to derive decision rules for personality profiling of public safety offenders. The Mini‐Mult test was used to measure the personality profiles of 238 individuals. With the test results as our database, a C4.5 DT was applied to construct rules that classify each profile into one of two groups, those without and those with records of offences against public safety. The model correctly classified 80% of the personality profiles and delivered a set of decision rules for distinguishing the profiles by group, and the principal personality profiles were interpreted. We conclude that DTs are a promising technique for analysing personality profiles by their offender or non‐offender status. Finally, we believe that the development of a classifying model using DT may have practical applications in the Colombian prison system. Copyright © 2016 John Wiley & Sons, Ltd.     

Are all safety behaviours created equal? A comparison of novel and routinely used safety behaviours in obsessive-compulsive disorder

Contamination fear is one of the most common symptoms of obsessive-compulsive disorder (OCD). Exposure and response prevention (ERP) is effective for OCD, but a significant minority of treatment-seeking individuals refuse ERP entirely or drop out prematurely. Research suggests that safety behaviour (SB) may enhance the acceptability of ERP; however, questions remain about how to incorporate SB into existing treatments. Clinical participants with OCD and contamination fear (N = 57) were randomized to receive an exposure session with no SB (ERP), a routinely used SB (RU), or a never-used SB (NU). Significant reductions in contamination fear severity were observed in all conditions. Although omnibus comparisons were only marginally significant, pairwise comparisons revealed some condition differences. NU demonstrated significantly lower self-reported contamination fear severity at post-exposure, as well as marginally higher treatment acceptability ratings. Findings suggest that exposure with SB may be effective and acceptable, and are discussed in terms of cognitive-behavioural theory and treatment of anxiety and related disorders.     

Pedestrian interaction with automated vehicles at uncontrolled intersections

Automated Vehicles (AVs) are being developed rapidly and tested on public roads, but pedestrians’ interaction with AV is not comprehensively understood or thoroughly investigated to ensure safe operations and the public’s trust of AVs. In this study, we aimed to provide another research evidence to enhance such understanding with the use of external interfaces for facilitating the interaction between pedestrians and AVs. We developed five external interfaces, including text, symbol, animated-eye, a combination of text and symbol, and speed. These interfaces communicated five types of information, including (1) intent of AV; 2) advice to pedestrians of what to do, (3) AV’s awareness of pedestrians, (4) combination of intent and advice, and (5) vehicle movement (i.e., speed). We tested the interfaces through two field studies at uncontrolled intersections with crosswalks. The Wizard of Oz method was used, in which an experimenter worked as a driver in an instrumented vehicle and wore an outfit to be invisible to the pedestrians, thus rendering the set-up to simulate an AV interacting with a pedestrian. The interfaces were displayed on an LED panel mounted on the AV. Results showed that the AV’s external interface did not change pedestrians’ response time in comparison with the baseline without any interface. There was no statistically significant difference in response time among the external interfaces either. According to the post-experimental interview, vehicle movement pattern (e.g., vehicle speed) continued to be a significant cue for pedestrians to decide when to cross the intersections. Participants perceived the communication of the AV’s intent and vehicle speed as more beneficial than the communication of AV’s awareness. The subjective ratings showed positive effects of those interfaces that were easy to understand (e.g., text interface and speed interface), which also helped pedestrians feel safer when interacting with the AV.     

Evaluating the impact of real-time coaching programs on drivers overtaking cyclists

Innovative motor insurance schemes involve the use of on-board devices to collect kinematic driving data as part of the so-called ‘Pay-How-You-Drive’ schemes, which charge premiums based on drivers’ behavior. Some of these schemes also involve on-board coaching programs, which give real-time feedback to users.Here, we aimed to investigate the influence of motor insurance on-board real-time coaching programs on drivers’ behavior while overtaking cyclists, as motor vehicle/bicycle interactions are a relevant issue in road safety. The tested programs give real-time feedback to users on their acceleration, promoting smoother and safer driving styles.Data were collected with a driving simulator experiment involving 67 young drivers. The experiment was divided into two trials: in the first, participants drove as normally as possible without receiving any type of feedback; in the second, which took place one month later, they received feedback based on their driving behavior. Using data from the first trial, participants were clustered (k-mean approximation) into two groups, according to their driving style (aggressive vs. defensive). For each group, half of the drivers received contingent positive feedback (when a smooth driving event occurred) and the other half received contingent negative feedback (when a harsh driving event occurred). Feedback was presented in the form of auditory cues (for half of one group) or as visual cues (for the others). Thus, there were eight groups based on driving style, feedback type, and feedback modality.Multiple kinematic variables were studied with mixed ANOVA, and included not only clearance distances, speeds, and acceleration, but also the chosen overtaking strategy (accelerative vs. flying). Driving style, gender, car usage, feedback type and modality were considered as factors in the analysis.Results showed that the coaching programs had a significant positive effect, in terms of safety, reducing acceleration and speeds during the overtaking and inducing drivers to adopt the safer accelerative strategy. It was also particularly effective in improving the performance of aggressive drivers. These results are of high interest for real-world applications because they were obtained with a general-purpose coaching program; conversely, it might be impractical to develop dedicate programs for specific situations such as drivers overtaking cyclists.