Make this detour and be unselfish! Influencing urban route choice by explaining traffic management

Traffic management policies aim to improve traffic flow by influencing the route choice of drivers, therefore preventing traffic jams in crowded cities. With respect to a system-optimum of the traffic network, drivers might have to make small-scale detours. The aim of this article is to encourage unselfish route choice behaviour in an urban context by informing drivers in advance about the objectives of traffic management. Two studies were conducted: (1) an online survey (N = 244) and (2) a driving simulation study (N = 48). The first study focussed on the general effect of recommendations for routes with longer travel times (system-optimal routes) when traffic management is explained. Other route choice attributes (travel time, red-light duration, time pressure) were analysed as well. Drivers were randomly confronted with 35 route choice scenarios consisting of a main route with certain red-light duration and an alternative route without. Results showed that the compliance with system-optimal routes is increased by around 10 percentage points when comparing the group with recommendation to the group without. This effect occurred independently of the variation of other route choice attributes. The second study aimed to determine if the compliance can be increased even more if drivers receive in-depth information about traffic management and experience ‘good’ as well as ‘bad’ recommendations in a driving simulator. Results showed no further effect of these manipulations on route choice. Only decision-making times and subjective evaluation were influenced by in-depth information compared to basic information. Altruism was partly correlated with decision-making. This article shows a novel approach to encouraging drivers to select routes with longer travel times for the benefit of the common good. Drivers’ knowledge gap regarding traffic management needs to be closed in order to enhance their understanding of traffic regulations. Finally, results of this research should be transferred to driver models within traffic simulations to estimate the effects on traffic networks.     

Visual exploration of pedestrian crossings by adults and children: Comparison of strategies

In pedestrian crossing situations, children are less able to make safe crossing decisions compared to adults.The aim of the present study was to analyze and compare the ocular behaviour of children and adults in the pedestrian crossing situations using the eye tracking. The study involved 22 children ranging in age from 5 years to 6 years 2 months and 22 adults. Children and adults participated in a brief eye tracking session designed to explore field of view in road crossing scenarios. They were presented with four pictures of pedestrian crossing and instructed to observe the pictures as if they were on the sidewalk getting ready to cross the road. The eye movements of the subjects looking at the pictures on the screen were collected through the eye tracker.The results showed that adults used a far more intense exploration of the useful visual field of view. They looked at all the different areas of the field of view more frequently and for a longer time. Another interesting point is that the children gazed at areas and elements that are irrelevant to a safe crossing but prove salient for various reasons. Implications for road safety training are discussed.     

How do public transport users adjust their travel behaviour if public transport ceases? A qualitative study

Mode shift from public transport (PT) to private car when a PT shut-down occurs results in an increase in the number of car trips on the road network which may contribute to traffic congestion. Policies aimed at reducing the mode shift to car can be designed through a better understanding of PT users’ mode shift in the event of a PT disruption. Furthermore, the share of car mode shift is also an important parameter for assessing traffic congestion relief associated with day to day PT provision in cities. This study sought to uncover factors influencing the mode shift to car among PT users in the event of a PT disruption. Semi-structured interviews were conducted with 30PT users from Melbourne, Australia. Grounded theory was used to derive categories and subcategories of behavioural responses. Factors affecting mode shift to car if PT ceases in the short term were classified into three main themes with several subcategories: individual-specific factors, context-specific factors and journey-specific factors. In the long term, the analysis reveals that only context-specific factors have an influence on mode shift. Findings show that car access, travel time, travel cost, trip importance, non-central business district (CBD) trips, weather, flexibility and accessibility to PT stations are the most important factors favouring use of the car if PT ceases in the short term. This acts to increase traffic congestion due to the mode shift to car. However, in the long term, removing PT is expected to have an impact on land use, leading to individuals changing their residential and workplace location.     

Yielding behavior and traffic conflicts at cyclist crossing facilities on channelized right-turn lanes

Channelized right-turn lanes (CRTLs) improve traffic flow efficiency, enabling right-turning drivers to bypass traffic lights at signalised intersections (for right-hand drive countries). Many CRTLs provide crossing facilities for pedestrians and cyclists. Previous studies examining the safety performance of CRTLs indicate that they increase overall safety levels but hint that safety issues regarding vulnerable road users exist. This study investigated these issues through site-based observations of yielding behavior and evaluated the effect of the priority rule on cyclists’ safety in two CRTL designs. Four locations in Belgium were selected for video observations: two where the priority rule favoured cyclists and two where motorists had priority.With regard to yielding, four types of crossing behavior were identified and defined. Independent of the priority rule, cyclists crossed the conflict zone first in most interactions without taking the initiative to cross first. Underlying reasons for motorists willingly giving away their right-of-way could not be determined, but possible courtesy or fear of inflicting injuries at vulnerable road users might be at hand. A safety evaluation was performed using two traffic conflict indicators (TTC_min and the TA value). High correlations between the two indicators were found (r² > 0.83), but no conclusions about the safest priority rule for cyclists could be drawn. The results hinted, however, that locations with motorist priority and cyclists crossings from right to left (from the driver’s point of view) yields the highest proportion of safety critical events.     

Personality,dangerous driving,and involvement in accidents: Testing a contextual mediated model

The present study tested the role of various personality traits in explaining dangerous driving and involvement in accidents, using a contextual mediated model (N = 311). We initially found direct effects of personality traits on dangerous driving indicators (Big-5, Dark Triad, sensation seeking, aggression, and impulsivity). Subsequently, personality variables with predictive power were tested in the mediation model. Indirect effects of anger, psychopathy and sensation seeking on the history of involvement in traffic accidents were found, which was predicted directly by risky driving. The results are discussed based on the characteristics of each trait. Overall, our research replicates and extends previous findings and highlights the importance of psychological evaluations (e.g., personality test) when prospective drivers are applying for a driver license.     

Alcohol use and problem drinking in South Africa: Results from a national-population-based survey 2014-2015

The aim of this study was to estimate the pattern of alcohol use among South African adults by their socio-demographic and health status indicators. We analysed data from a 2014–2015 South African national population-based survey which sampled 22 752 adults (mean age 37.1 years, SD?=?17.6, age range of 15–109 years). Results indicate 3.9% were hazardous or harmful alcohol users. In adjusted logistic regression analysis, both men and women who self-reported to use tobacco, and women to have hypertension, were at higher risk for harmful alcohol use. Age and socioeconomic status moderated harmful alcohol use among men so that those in middle age (35–49 years) and with above average household income were at lower risk for hazardous or harmful alcohol use. Socio-demographic factors appear to primarily influence risk for hazardous or harmful alcohol use among South African adults.     

Long term course of chronic posttraumatic stress disorder in traffic accident victims: a three-year prospective follow-up study

The purpose of the present study was to gather prospective longitudinal data on the long-term course and outcome of chronic posttraumatic stress disorder (PTSD). The target population for this study was 74 injured traffic accident victims who had been previously followed-up for one year after the trauma. Nineteen of the original 24 PTSD subjects (79%) and 39 of the original 50 Non-PTSD subjects (78%) were available for this study, which took place during the fourth year after the accident. Our results show that 10 (53%) of the 19 patients with PTSD at one-year still suffered from PTSD after another two-year follow-up interval, while 9 recovered from PTSD during this follow-up period. Only 2 of the 39 without PTSD at one year developed delayed onset PTSD. The best predictor of recovery from chronic PTSD was the initial level of posttraumatic reaction immediately after the accident. These results demonstrate that spontaneous recovery from PTSD can occur even among patients who are currently considered chronic. Severity of initial reaction to the trauma appears to be a major risk factor for non-remitting chronic PTSD.     

Predicting the job and life satisfaction of Italian teachers: Test of a social cognitive model

This study tested a social cognitive model of work and life satisfaction (Lent & Brown, 2006, 2008) in a sample of 235 Italian school teachers. The model offered good overall fit to the data, though not all individual path coefficients were significant. Three of five predictors (favorable work conditions, efficacy-relevant supports, and positive affectivity) produced significant, direct paths to job satisfaction. Job satisfaction, progress at personal work goals, and positive affectivity were predictive of teachers' life satisfaction. Task self-efficacy was related indirectly both to job satisfaction (via work conditions) and life satisfaction (via goal progress). Implications of the findings for future research and efforts to promote teachers' job satisfaction are discussed.     

Effects of listening to music, and of using a handheld and handsfree telephone on cycling behaviour

The effects of listening to music on cycling behaviour were evaluated. Twenty-five participants completed a track on a bicycle while listening to music with two standard earbuds, with one earbud, and with two in-earbuds. Conditions with high tempo music and loud volume were also included in the experiment, as were two mobile phone conditions, one in which participants operated the phone hand held and one handsfree condition.Cycle speed was not affected by listening to music, but was reduced in the telephone conditions. In general the response to auditory signals worsened when participants listened to music, in particular when listening with in-earbuds loud auditory stop signals were missed in 68% of the cases. However, when listening with only one standard earbud performance was not affected. In the conditions when participants listened to high volume and to high tempo music, the auditory stop signal was also heard in significantly fewer cases. Completing a task on the mobile phone, using both handheld and handsfree sets, resulted in increased response time to an auditory stop signal and also reduced overall auditory perception. Furthermore, handsfree operation only had minor advantages opposed to hand held operation, with only response time to an auditory stop signal resulting in faster performance. This is likely to be related to the fact that both hands could be used for braking.It is concluded that listening to music worsens auditory perception, in particular if in-earbuds are used. Furthermore, both handheld and handsfree operation of mobile phones has a negative effect on perception, potentially forming a threat to cyclist traffic safety.     

Does the effect of traffic calming measures endure over time? – A simulator study on the influence of gates

Accident statistics show that transitions from rural to urban areas are accident prone locations. Inappropriate speed and mental underload have been identified as important causal factors nearby such transitions. A variety of traffic calming measures (TCM) near rural–urban transitions has been tested in field experiments and driving simulator studies. Simulator experiments repeatedly exposing participants to the same treatment are scarce, hence it is unclear to what extent the effects of a TCM endure over time.This is precisely the objective of the current study: to examine what happens with the behavior of drivers when they are exposed multiple times to the same treatment (in this case a gate construction located at a rural–urban transition). Over a period of five successive days, seventeen participants completed a 17 km test-drive on a driving simulator with two thoroughfare configurations (gates present or absent) in a within-subject design. Results indicate that gates induced a local speed reduction that sustained over this five-day period. Even though participants were inclined to accelerate again once passed by this gate configuration, they always kept driving at an appropriate speed. We did not find any negative side effects on SD of acceleration/deceleration or SDLP.Overall we conclude that gate constructions have the potential to improve traffic safety in the direct vicinity of rural–urban transitions, even if drivers are repeatedly exposed. Notwithstanding, we advise policy makers to appropriately use this measure. Best is to always carefully consider the broader situational context (such as whether the road serves a traffic- rather than a residential function) of each particular location where the implementation of a gate construction is one of the options.