From anticipation to behavioral intention: Insights into human processing of multiple retrieval cues in road traffic

Anticipation in road traffic enables safer and more comfortable driving. Anticipatory driving is achieved through effective retrieval of prior driving-relevant knowledge using mental models and appropriate cues. Knowing when and which retrieval cues have a critical impact on the anticipation process and how information compatibility affects anticipation can be the basis for supporting people in anticipating and appropriate behavior in road traffic.For generating in-depth insights into the processing of retrieval cues, a video-based experimental study was conducted combining specific compatible and incompatible retrieval cues in urban driving scenarios. From a driver's perspective, participants were asked to anticipate in a two-step approach (measuring low and high certainty anticipation) whether a vehicle ahead would enter their lane or turn onto another street due to a lane blockage ahead. Further, they choose their preferred behavioral intention (accelerate, decelerate or maintain speed). In general, drivers strived for coherent situation representation, and in this process, multiple retrieval cues influenced anticipation in different ways. Participants were more likely to be consistent in their anticipation response. That is, they tend to follow their first intention (equivalent low and high certainty anticipation for either lane change or turn) even in the presence of incompatible stimuli. Inconsistent compared to consistent anticipation responses, however, led to reduced subjective confidence, and in part to increased criticality. Not only anticipation but also intended behavior was influenced by retrieval cues. In accordance, the anticipation of others' behaviors can be considered a predictor of specific intended behavior in road traffic.     

How to nudge drivers to reduce speed: The case of the left-digit effect

To decrease the negative consequences of a road crash, even a small reduction in driving speeds can make a significant difference. We examined the possible application of the left-digit effect as a nudge to reduce road speed. In the marketing field, this effect is based on reporting price tags that are characterized by a low leftmost number and a high rightmost number (e.g., a price tag of €14.99 rather than €15.00). We applied the same strategy to improve road safety. Participants were college students (43.75% female, mean age = 24.06 years in Study 1; 50% female, mean age = 23.53 years in Study 2) who were asked to drive in a simulator on a route that had both usual unmodified road signs (e.g., 50 km/h) and the same road signs increased or decreased by one unit (e.g., 49, 51 km/h). We compared the average median speeds in road segments with unmodified road signs with those in road segments with the corresponding modified signs. The average median speeds in the presence of a sign modified by the reduction of 1 km/h were significantly lower compared with the median average speeds recorded with unmodified signs. We showed that the application of psychological insights can reduce driving speeds and therefore increase road safety.     

Antecedents of consumer loyalty in ride-hailing

The rise of the sharing economy has remarkedly shifted consumers’ traffic behaviour, which gave rise to successful start-up businesses, such as Uber and Grab, that offer innovative transport alternatives through car and ride sharing. This study investigates consumers’ traffic attitudes and behavioural responses to on-demand ride-hailing. Using structural equation modelling, our survey findings showed that price consciousness, perceived usefulness, ease of use, safety risk and customer value exert significant influences on word-of-mouth (WOM), a manifestation of attitudinal loyalty towards ride-hailing. Contrary to findings in previous studies, our study found insignificant effects of personal innovativeness, subjective norm and perceived privacy security on WOM. In addition, although environmental consciousness is a predictor of WOM, its significant effect on WOM is negative. WOM is found to significantly impact purchase intention which is an indicator of behavioural loyalty. By identifying the antecedents of consumer loyalty in ride-hailing, this study provides recommendations for the ride-hailing ecosystem to generate more sustainable urban transport solutions.     

Adaptation of the safe driving climate among friends scale in Chinese drivers and its associations with risky driving behaviours

The present study aimed to adapt the Safe Driving Climate among Friends Scale (SDCaF) to Chinese drivers and to examine its reliability and validity. Three hundred and sixty drivers aged from 18 to 24 years old were asked to complete the SDCaF and the Risky Driving Behaviour Scale. A confirmatory factor analysis (n = 360) was conducted to examine the factorial structure of the SDCaF. The validity of the scale was then evaluated by examining the associations between the SDCaF factors, risky driving behaviours and traffic violations. The CFA results showed that the model fit of the Chinese version of the scale (SDCaF-C) was acceptable. Second, the SDCaF-C factors were weakly or moderately correlated with speeding, self-assertiveness and rule violations. Third, significant gender differences were found for the variables of friend pressure and communication, with male drivers scoring higher than female drivers. Moreover, drivers who had traffic violations in the past year scored higher on friend pressure and lower on both communication and shared commitment to safe driving compared to those who had not had traffic violations. The findings supported the psychological properties of the SDCaF-C and highlighted the importance of concerning the effects of safe diving climate among friends on young drivers’ risky driving behaviours.     

The neural underpinnings of facial emotion recognition in ischemic stroke patients

Deficits in facial emotion recognition occur frequently after stroke, with adverse social and behavioural consequences. The aim of this study was to investigate the neural underpinnings of the recognition of emotional expressions, in particular of the distinct basic emotions (anger, disgust, fear, happiness, sadness and surprise). A group of 110 ischaemic stroke patients with lesions in (sub)cortical areas of the cerebrum was included. Emotion recognition was assessed with the Ekman 60 Faces Test of the FEEST. Patient data were compared to data of 162 matched healthy controls (HC’s). For the patients, whole brain voxel-based lesion–symptom mapping (VLSM) on 3-Tesla MRI images was performed. Results showed that patients performed significantly worse than HC’s on both overall recognition of emotions, and specifically of disgust, fear, sadness and surprise. VLSM showed significant lesion–symptom associations for FEEST total in the right fronto-temporal region. Additionally, VLSM for the distinct emotions showed, apart from overlapping brain regions (insula, putamen and Rolandic operculum), also regions related to specific emotions. These were: middle and superior temporal gyrus (anger); caudate nucleus (disgust); superior corona radiate white matter tract, superior longitudinal fasciculus and middle frontal gyrus (happiness) and inferior frontal gyrus (sadness). Our findings help in understanding how lesions in specific brain regions can selectively affect the recognition of the basic emotions.     

Interactions entre règles sociales de santé publique : étude des liens entre le port du masque et les règles routières en temps de crise sanitaire

IntroductionThe health crisis that France has experienced since the beginning of 2020 has justified the introduction of new health rules requiring changes in behaviour. The context of the implementation of these health rules, instituted very recently and for a limited period of time, raises the question of their perception and respect among the population.ObjectiveMobilising the social developmental psychology, the objective of this article is to explore inter-individual differences in the perception of these health rules measured through the wearing of masks. It aims also at studying the links between these perceptions with the experience of the health context and the perception of other legal public health rules, apprehended through some road safety rules.MethodThe questionnaire survey, carried out during the second confinement with a representative sample of 4999 people, made it possible to measure the experience of the health context, the internalisation of the rules and their justifications, the usefulness of the rules and the perception of the legal system.ResultsThe results show the links between internalisation, the type of arguments used to justify it for wearing a mask and for road rules respectively, as well as the links between internalisation and the perception of the legal system. They also show that women use moral and prudential arguments more to justify their internalisation of rules and that they have internalised the traffic rules (but not the wearing of masks) more than men.ConclusionThese results show that the perception of the rule of wearing a mask is more related to the general perception that individuals have of the legal system and other legal public health rules involving the relationship with others than to the context in which these rules were put in place.     

How is the visual working memory load of driver influenced by information density of traffic signs?

The rapid development of urban roads has resulted in an increase in the amount of information that needs to be displayed on traffic signs. The overloading of information on traffic signs may increase drivers’ visual cognition burden and cause driving errors. It could be an important factor affecting driving safety and result in accidents. To enable drivers to cognize traffic signs, the information density that they could endure under reasonable workload levels should be determined. In this study, we designed and implemented trials to analyze drivers’ visual working memory load (VWML) caused by different information densities (including stimulus intensity (SI) and interval time of stimulus (IS)) of traffic signs. Twenty-four paid participants (12 females) with a mean age of 23.38 years (SD = 1.38) participated in laboratory simulation trials based on the memory retrieval approach. Subjective ratings (rating scale mental effort (RSME)), and performance measurement based on reaction time and accuracy of information-matching task were measured to reflect drivers’ VWML at different information densities. The results show that information density is an important factor affecting drivers’ VWML. The following are the significant observations of the study: (1) The subjective ratings on mental effort increased with increase in the SI. Meanwhile, it first decreased and then increased with increase in the IS. (2) The response accuracy results show that a high accuracy (≥0.7) was achieved by drivers in an IS of 15 s when the SI was at most 14.16 bit/m². Correspondingly, the drivers underwent less mental workload as a result of their better short-term memory characteristic. (3) The mean reaction time was over 1800 ms when the SI was over 14.16 bit/m². This indicated a reduction in the information-processing capability of the drivers. The results indicate that cognition of information of unreasonable density on traffic signs would increase drivers’ VWML. This would, in turn, result in an increase in their reaction time and decrease in accuracy. The threshold of information density was also determined through the experiment. It would satisfy the information demand of drivers and prevent information redundancy. The results contribute to an understanding of drivers’ VWML while cognizing traffic signs with different information densities and provide safety, effectiveness, and information continuity considerations for the design and setting of traffic signs.     

Cyclists’ handheld phone use and traffic rule knowledge

Phone use is likely to distract cyclists and possibly increase crash risk. Therefore, handheld phone use among cyclists is forbidden by law in some countries, even though cyclists use compensatory strategies to attempt to mitigate distractions and related effects. Both demographic, environmental, and psychological factors have been associated with cyclists’ phone use. This study extends the existing literature by including traffic rule beliefs as an explanatory measure in predicting cyclists’ handheld phone use and additionally explores how well cyclists know these rules in different legislative contexts. Online questionnaire responses were collected in 2019 among 1055 cyclists living in Denmark (N = 568), where handheld phone use for cyclists was forbidden, and in the Netherlands (N = 487), where it was legal. Responses on phone use, traffic rule knowledge, cycling behaviour, demographic, and psychological measures were used to identify factors contributing to the likelihood of handheld phone use in three regression models; one for all respondents and one for each country. In the combined model, believing there are no rules on handheld phone use increased the likelihood of handheld phone use while cycling. Other significant factors were subjective norm, perceived behavioural difficulty, self-identity as a safe cyclist as well as demographic factors. The country-specific models found that male gender was only associated with more handheld phone use in the Netherlands, while believing there was no ban was only connected to an increase in the likelihood of using handheld phone in Denmark. Correct traffic rule knowledge was almost three times higher in Denmark, where handheld phone use was forbidden. The results identify subjective norms, potential overconfidence, and traffic rule awareness (when there is a ban) as relevant factors in reducing the likelihood of cyclists’ handheld phone use. Findings from country-specific models possibly point to a connection between culture and traffic rules. Future research should focus on underlying mechanisms and awareness of traffic rules.     

How do the recognizability and driving styles of automated vehicles affect human drivers’ gap acceptance at T- Intersections?

Future traffic will be composed of both human-driven vehicles (HDVs) and automated vehicles (AVs). To accurately predict the performance of mixed traffic, an important aspect is describing HDV behavior when interacting with AVs. A few exploratory studies show that HDVs change their behavior when interacting with AVs, being influenced by factors such as recognizability and driving style of AVs. Unsignalized priority intersections can significantly affect traffic flow efficiency and safety of the road network. To understand HDV behavior in mixed traffic at unsignalized priority T-intersections, a driving simulator experiment was set up in which 95 drivers took part in it. The route in the driving simulator included three T-intersections where the drivers had to give priority to traffic on the major road. The participants drove different scenarios which varied in whether the AVs were recognizable or not, and in their driving style (Aggressive or Defensive). The results showed that in mixed traffic having recognizable aggressive AVs, drivers accepted significantly larger gaps (and had larger critical gaps) when merging in front of AVs as compared to mixed traffic having either recognizable defensive AVs or recognizable mixed AVs (composed of both aggressive and defensive). This was not the case when merging in front of an HDV in the same scenarios. Drivers had significantly smaller critical gaps when driving in traffic having non-recognizable aggressive AVs compared to non-recognizable defensive AVs. The findings suggest that human drivers change their gap acceptance behavior in mixed traffic depending on the combined effect of recognizability and driving style of AVs, including accepting shorter gaps in front of non-recognizable aggressive AVs and changing their original driving behavior. This could have implications for traffic efficiency and safety at such priority intersections. Decision makers must carefully consider such behavioral adaptations before implementing any policy changes related to AVs and the infrastructure.     

Attributions for Different Types of Traumatic Events and Post-Traumatic Stress Among Women

This study investigated the relationship of attributions to post-traumatic stress symptoms among women exposed to different types of traumatic events. Participants were 424 female undergraduates who previously experienced a serious accident, natural disaster, child abuse, or adult interpersonal violence. Path analysis indicated a significant indirect pathway from event type to post-traumatic stress through global attributions. Interpersonal-violence survivors exhibited the highest levels of global attributions and post-traumatic stress symptoms. Regression analyses revealed significant interactions between event type and attributions in predicting post-traumatic stress. Stable attributions were associated with increased symptoms in sexual-assault survivors and decreased symptoms in natural-disaster survivors. These findings have implications for improving cognitive interventions for survivors of different types of traumatic events.