On-to-off-path gaze shift cancellations lead to gaze concentration in cognitively loaded car drivers: A simulator study exploring gaze patterns in relation to a cognitive task and the traffic environment

Appropriate visual behaviour is necessary for safe driving. Many previous studies have found that when performing non-visual cognitive tasks, drivers typically display an increased amount of on-path glances, along with a deteriorated visual scanning pattern towards potential hazards at locations outside their future travel path (off-path locations). This is often referred to as a gaze concentration effect. However, what has not been explored is more precisely how and when gaze concentration arises in relation to the cognitive task, and to what extent the timing of glances towards traffic-situation relevant off-path locations is affected. To investigate these specific topics, a driving simulator study was carried out. Car drivers’ visual behaviour during execution of a cognitive task (n-back) was studied during two traffic scenarios; one when driving through an intersection and one when passing a hidden exit. Aside from the expected gaze concentration effect, several novel findings that may explain this effect were observed. It was found that gaze shifts from an on-path to an off-path location were inhibited during increased cognitive load. However, gaze shifts in the other direction, that is, from an off-path to an on-path location, remained unaffected. This resulted in on-path glances increasing in duration, while off-path glances decreased in number. Furthermore, the inhibited off-path glances were typically not compensated for later. That is, off-path glances were cancelled, not delayed. This was the case both in relation to the cognitive task (near-term) and the traffic environment (far-term). There was thus a general reduction in the number of glances towards situationally relevant off-path locations, but the timing of the remaining glances was unaffected. These findings provide a deeper understanding of the mechanism behind gaze concentration and can contribute to both understanding and prediction of safety relevant effects of cognitive load in car drivers.     

Effects of speed display signs on driving speed at pedestrian crossings on collector streets

This study was designed to evaluate the short- and long-term effects of speed display signs on driving speed at pedestrian crossings in a low-speed (40 km/h) urban environment. Driving speeds were compared 1 week before installation, after installation (1 week; 1 month; 3 months; 5 months) and 1 week after removal. The main results showed that the speed displays decreased the mean speed by 0.5–2.9 km/h, which translates to a 4–22% drop in pedestrian fatality risk. Furthermore, there was a drop in the proportion of speeding vehicles and approaching speed of individual vehicles. The decrease in speed persisted over time, suggesting that speed displays may reduce speeds in the long term. In conclusion, installing speed displays at pedestrian crossings on collector streets reduces driving speeds and could contribute to the safety of pedestrians.     

医疗事故纠纷的本质及法律责任

医疗事故纠纷及处理的道德本质和司法原则在于对病人权利的维护。强化医务人员对病人生命与健康的医德责任感和病人权利意识,并使之成为自律、自觉的行为是预防和减少医疗事故纠纷发生的第一要素;而提高医务人员的法律意识,完善法律的制约机制,对医疗事故的防范是同样重要的。     

Everyday risk taking as a function of regulatory focus

Uncertainty is an inherent aspect of everyday life. However, faced with uncertainty, some individuals take risks more eagerly than others. Regulatory focus theory may explain such differences because risky behavior may arise naturally from the eagerness of promotion focused individuals, while safe behavior may arise naturally from the vigilance of prevention focused individuals. A highly relevant real-life context for studying risk is mobility, as engaging in traffic inherently carries uncertainty about negative outcomes. We present two studies showing a direct link between regulatory focus and risky behavior going beyond traditional laboratory approaches. In both naturalistic speeding behavior (Study 1) and simulated risk taking (Study 2) promotion focus was positively, and prevention focus was negatively related to actual risky behavior.     

Traffic safety climate attitudes of road users in Germany

This paper validates traffic safety climate attitudes based on a representative sample of road users of all travel modes. We use the German version of the Traffic Climate Scale (TCS) which was applied in a large-scale road safety survey in 2010. A total of 1680 people were surveyed. The sample is representative for socio-demographic characteristics and travel mode choice in Germany. Factor analysis reveals a three-factor structure of traffic safety climate with the factor ‘External affective demands’ describing emotional engagement in traffic, the factor ‘Internal requirements’ representing individual skills and abilities to successfully participate in traffic, and the factor ‘Functionality’ describing requirements for a functional traffic system. The less emotionally demanding and the more functional traffic is perceived to be, the safer people feel in traffic. External affective demands are consistently related to the perception of others’ driving/riding style but not to one’s own, whereas internal requirements are consistently related to one’s own driving/riding style but not to the perception of others. There is no relation between traffic safety climate and accidents or near accidents. Contrary to our expectations, a positive traffic safety climate is associated with more secondary tasks while driving and traffic violations. Behavioural control beliefs may mediate the traffic climate–traffic behaviour relationship. The results are discussed with reference to attitude research and the theory of planned behaviour in particular.     

Introducing naturalistic cycling data: What factors influence bicyclists’ safety in the real world?

Presently, the collection and analysis of naturalistic data is the most credited method for understanding road user behavior and improving traffic safety. Such methodology was developed for motorized vehicles, such as cars and trucks, and is still largely applied to those vehicles. However, a reasonable question is whether bicycle safety can also benefit from the naturalistic methodology, once collection and analyses are properly ported from motorized vehicles to bicycles. This paper answers this question by showing that instrumented bicycles can also collect analogous naturalistic data. In addition, this paper shows how naturalistic cycling data from 16 bicyclists can be used to estimate risk while cycling. The results show that cycling near an intersection increased the risk of experiencing a critical event by four times, and by twelve times when the intersection presented some form of visual occlusion (e.g., buildings and hedges). Poor maintenance of the road increased the risk tenfold. Furthermore, the risk of experiencing a critical event was twice as large when at least one pedestrian or another bicyclist crossed the bicyclist’s trajectory. Finally, this study suggests the two most common scenarios for bicycle accidents, which result from different situations and thus require different countermeasures. The findings presented in this paper show that bicycle safety can benefit from the naturalistic methodology, which provides data able to guide development and evaluation of (intelligent) countermeasures to increase cycling safety.     

Why male adolescent bicyclists perform risky stunts? A qualitative study

Stunts are one of the main reasons for traffic accidents, particularly among male adolescent bicyclists (ABs). Nonetheless, there are limited data about the theoretical framework of its contributing factors. Moreover, the theoretical frameworks explaining the factors contributing to other risky behaviors have not been used in the area of risky bicycle stunts. The aim of this qualitative study was to explore the factors contributing to risky stunts among male ABs in Iran. This qualitative study was conducted from September 2019 to December 2020 using conventional content analysis. Participants were 29 male ABs purposively selected from Isfahan, Iran. Data were collected through eighteen interviews with sixteen ABs and three focus group discussions with thirteen ABs. Data analysis was conducted concurrently with data collection through conventional qualitative content analysis. The mean of participants’ age was 16.4 ± 1.1 years. Factors contributing to their engagement in risky stunts were grouped into three main themes, namely predisposing personal factors (such as risk underestimation, perceived superiority, sensation seeking, emotional condition, and previous stunt-related experiences), reinforcing social factors (such as supportive social norms and weaknesses of traffic regulations), and environmental conditions (such as time conditions and structural factors). This study provides a new classification of the facilitators to risky stunts among male ABs and reveals new facilitators to these stunts, namely perceived superiority and police non-deterrent reactions to stunts. Therefore, programs on the improvement of safe bicycling should focus not only on perceptual and emotional factors and correction of false perceived superiority through education, but also on social norms and beliefs, regulations, and environmental factors.     

Professional drivers’ fatigue as a problem of the modern era

ObjectiveAll around the world numerous studies have been carried out and indicated that 20–50% of commercial vehicle accidents occur because of fatigue. Professional drivers represent an important category of drivers who are present in traffic on a daily basis transporting passengers or goods and their responsibility is at a very high level. These drivers are most exposed to the impact of fatigue. The review of the literature has provided three main factors which can influence the onset of fatigue: sleep factors, work factors, health factors. The main aim of this study was to determine the influence of the three main factors of fatigue between bus and truck drivers in the Republic of Serbia.MethodsThe survey has been conducted among bus and truck drivers who are employed in transportation companies across the Republic of Serbia. The research consists of collecting and analyzing bus and truck drivers’ answers according to the above mentioned factors which influence the occurrence of fatigue.ResultsIn this study we have found that circadian rhythm, sleep and work factors have an impact on drivers’ fatigue. On the other side, time of going to sleep has no impact on the quality of sleep and on fatigue. The results show that if the drivers work over the legal limit, they are 3 times more likely to sleep less than 6 h in 24 h and if they sleep less than 6 h, it is likely that the poor quality of their sleep will be 8 times higher. The poor quality of sleep reduces driver performance, and therefore increases the risk of accidents.Conclusions2 of 3 investigated factors have an impact on the occurrence of fatigue. The third factor, health factor, should be examined in more detail, and other elements should be analysed in order to determine their influence on the fatigue.     

Investigating cycling kinematics and braking maneuvers in the real world: e-bikes make cyclists move faster,brake harder,and experience new conflicts

Pedelecs (e-bikes), which facilitate higher speeds with less effort in comparison to traditional bicycles (t-bikes), have grown considerably in popularity in recent years. Despite the large expansion of this new transportation mode, little is known about the behavior of e-cyclists, or whether cycling an e-bike increases crash risk and the likelihood of conflicts with other road users, compared to cycling on t-bikes. In order to support the design of safety measures and to maximize the benefits of e-bike use, it is critical to investigate the real-world behavior of riders as a result of switching from t-bikes to e-bikes.Naturalistic studies provide an unequaled method for investigating rider cycling behavior and bicycle kinematics in the real world in which the cyclist regularly experiences traffic conflicts and may need to perform avoidance maneuvers, such as hard braking, to avoid crashing. In this paper we investigate cycling kinematics and braking events from naturalistic data to determine the extent to which cyclist behavior changes as a result of transferring from t-bikes to e-bikes, and whether such change influences cycling safety.Data from the BikeSAFE and E-bikeSAFE naturalistic studies were used in this investigation to evaluate possible changes in the behavior of six cyclists riding t-bikes in the first study and e-bikes in the second one. Individual cyclists’ kinematics were compared between bicycle types. In addition, a total of 5092 braking events were automatically extracted after identification of dynamic triggers. The 286 harshest braking events (136 cases for t-bike and 150 for e-bike) were then validated and coded via video inspection.Results revealed that each of the cyclists rode faster on the e-bike than on the t-bike, increasing his/her average speed by 2.9–5.0 km/h. Riding an e-bike also increased the probability to unexpectedly have to brake hard (odds ratio = 1.72). In addition, the risk of confronting abrupt braking and sharp deceleration were higher when riding an e-bike than when riding a t-bike.Our findings provide evidence that cyclists’ behavior and the way cyclists interact with other road users change when cyclists switch from t-bikes to e-bikes. Because of the higher velocity, when on e-bikes, cyclists appear to have harder time predicting movements within the traffic environment and, as a result, they need to brake abruptly more often to avoid collisions, compared with cycling on t-bikes. This study provides new insights into the potential impact on safety that a cycling society moving to e-bikes may have, indicating that e-cycling requires more reactive maneuvers than does cycling traditional bicycles and suggesting that any distractive activity may be more critical when riding e-bikes compared to traditional bikes.     

Testing extrinsic and intrinsic motivation as explanatory variables for the safety climate–safety performance relationship among long-haul truck drivers

The paper tests the proposition that the organizational climate-behavior relationship is based primarily on extrinsic motivation induced by climate perceptions. Using safety climate as exemplar, the effect of climate-induced extrinsic motivation was compared with that of engagement-induced intrinsic motivation on safety behavior and subsequent injury outcomes. Using a sample of long-haul truck drivers representing lone employees, (individual-level) safety climate perceptions and employee engagement predicted safety behavior, which mediated their effect on subsequently measured road injury outcomes. Consistent with meta-analytic evidence suggesting a non-symmetric compensatory relationship between extrinsic and intrinsic motivation, high safety climate undermined the effect of engagement on safety behavior with the reverse being true under low safety climate. This resulted in a moderation effect of engagement on the strength of relationship between climate perceptions and safety behavior. Theoretical and practical implications for climate, engagement, and lone work research are discussed.