Factors related to the use of pedestrian bridges in university students of Honduras

Considering that deaths and injuries due to run overs near pedestrian bridges (PB) are preventable events, this research aims to analyze the factors related to the use of pedestrian bridges in students of a public university of Honduras. This was made through a quantitative methodology; 330 questionnaires were applied to a sample of university students. Results suggest that 17.27% of the respondents don’t use the bridge. Most respondents (62.42%) believe it’s faster to cross the street and that using the bridge is tiresome (79.90%). Pedestrian bridges are also considered to be unsafe places, prone to robberies. Pearson’s r coefficient determined that this belief is significantly associated with the perception of cleanliness, quality of the infrastructure and illumination. There is a correlation between stress and considering the use of the bridge as a tiresome activity. A logistic regression model determined that significant variables explained the use of the PB included: being in a hurry, believing it’s faster to cross the street, thinking that PBs have a bad infrastructure, laziness and thinking that using the PB is tiresome, all of them reducing the chance that someone will use the bridge. On the other hand, non-significant variables in the model included: age, considering that using the PB is stressful, thinking that crossing the street is stressful, thinking PBs have good illumination. Safety related variables were not able to discriminate between users and non-users. These results are discussed in the light of previous research and their implication for public policy and future research.     

App-based feedback on safety to novice drivers: Learning and monetary incentives

An over-proportionally large number of car crashes is caused by novice drivers. In a field experiment, we investigated whether and how car drivers who had recently obtained their driving license reacted to app-based feedback on their safety-relevant driving behavior (speeding, phone usage, cornering, acceleration and braking). Participants went through a pre-measurement phase during which they did not receive app-based feedback but driving behavior was recorded, a treatment phase during which they received app-based feedback, and a post-measurement phase during which they did not receive app-based feedback but driving behavior was recorded. Before the start of the treatment phase, we randomly assigned participants to two possible treatment groups. In addition to receiving app-based feedback, the participants of one group received monetary incentives to improve their safety-relevant driving behavior, while the participants of the other group did not. At the beginning and at the end of experiment, each participant had to fill out a questionnaire to elicit socio-economic and attitudinal information.We conducted regression analyses to identify socio-economic, attitudinal, and driving-behavior-related variables that explain safety-relevant driving behavior during the pre-measurement phase and the self-chosen intensity of app usage during the treatment phase. For the main objective of our study, we applied regression analyses to identify those variables that explain the potential effect of providing app-based feedback during the treatment phase on safety-relevant driving behavior. Last, we applied statistical tests of differences to identify self-selection and attrition biases in our field experiment.For a sample of 130 novice Austrian drivers, we found moderate improvements in safety-relevant driving skills due to app-based feedback. The improvements were more pronounced under the treatment with monetary incentives, and for participants choosing higher feedback intensities. Moreover, drivers who drove relatively safer before receiving app-based feedback used the app more intensely and, ceteris paribus, higher app use intensity led to improvements in safety-related driving skills. Last, we provide empirical evidence for both self-selection and attrition biases.     

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.     

Distressed in the queue? Psychophysiological and behavioral evidence for two alternative car-following techniques

BackgroundNature offers numerous examples of animal species exhibiting harmonious collective movement. Unfortunately, the motorized Homo sapiens sapiens is not included and pays a price for it. Too often, drivers who simply follow other drivers are caught in the worst road threat after a crash: congestions. In the past, the solution to this problem has gone hand in hand with infrastructure investment. However, approaches such as the Nagoya Paradigm propose now to see congestion as the consequence of multiple interacting particles whose disturbances are transmitted in a waveform. This view clashes with a longlasting assumption ordering traffic flows, the rational driver postulate (i.e., drivers’ alleged propensity to maintain a safe distance). Rather than a mere coincidence, the worldwide adoption of the safety-distance tenet and the worldwide presence of congestion emerge now as cause and effect. Nevertheless, nothing in the drivers’ endowment impedes the adoption of other car-following (CF) strategies. The present study questions the a priori of safety-distance, comparing two elementary CF strategies, Driving to keep Distance (DD), that still prevails worldwide, and Driving to keep Inertia (DI), a complementary CF technique that offsets traffic waves disturbances, ensuring uninterrupted traffic flows. By asking drivers to drive DD and DI, we aim to characterize both CF strategies, comparing their effects on the individual driver (how he drives, how he feels, what he pays attention to) and also on the road space occupied by a platoon of DD robot-followers.MethodsThirty drivers (50% women) were invited to adopt DD/DI in a driving simulator following a swinging leader. The design was a repeated measures model controlling for order. The CF technique, DD or DI, was the within-subject factor. Order (DD-DI / DI-DD) was the between-subjects factor. There were four blocks of dependent measures: individual driving performance (accelerations, decelerations, crashes, distance to lead vehicle, speed and fuel consumption), emotional dimensions (measures of skin conductance and self-reports of affective states concerning valence, arousal, and dominance), and visual behavior (fixations count and average duration, dwell times, and revisits) concerning three regions of the driving scene (the Top Rear Car –TRC- or the Bottom Rear Car –BRC- of the leading vehicle and the surrounding White Space Area -WSA). The final block concerned the road space occupied by a platoon of 8 virtual DD followers.ResultsDrivers easily understood and applied DD/DI as required, switching back and forth between the two. Average speeds for DD/DI were similar, but DD drivers exhibited a greater number of accelerations, decelerations, speed variability, and crashes. Conversely, DI required greater CF distance, that was dynamically adjusted, and spent less fuel. Valence was similar, but DI drivers felt less aroused and more dominant. When driving DD visual scan was centered on the leader’s BRC, whereas DI elicited more attention to WSA (i.e., adopting wider vision angles). In spite of DI requiring more CF distance, the resulting road space occupied between the leader and the 8th DD robot was greater when driving DD.     

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.     

高低水平汉英二语者阅读难易英语句子的知觉广度

通过考察高、低水平汉英二语者阅读难易英语句子的知觉广度,本研究发现二语水平和句子难度调节汉英二语者的英语阅读速度,但不影响其阅读知觉广度,均表现为注视词左侧1个词至右侧1个词。该结果表明汉英二语者采用相对固定的注意分配策略来阅读英语,与中央凹加工负荷假说不一致。     

定量运动负荷后间隔不同时间的肘关节动觉方位准确性

该研究以过去研究中发现的定量运动负荷可以显著提高肘关节动觉方位准确性为基础,试图讨论这种定量运动负荷后间隔不同时间的肘关节动觉方位准确性。     

高校多媒体教学环境下的教-学-学习绩效关系的建模与分析

本文是在先前建立的多媒体教学环境下教师授课、学生学习和学习绩效的3个因素结构模型基础上,采用路径建模技术,建立了多媒体教学环境下教一学一学习绩效关系模型。基于对该路径模型的分析,获得如下结论：（1）多媒体教学中影响因素的主导作用是沿着学习者认知加工过程中的信息流而展开的;（2）对于学生在课堂中的信息加工,影响最大的因素是教师授课时对学生的能力培养,影响为其次的因素是教师的授课技术;（3）课件的良好界面信息设计对学生的知识掌握起重要作用;（4）诸如授课速度过快、信息量过大等多媒体教学中的易现问题会增加学生的外在认知负荷而降低学习效果;（5）在多媒体教学中,教师与学生都要注意学生学习风格来更好地进行教学或学习。     

如何削弱产品来源国效应*—— 产品信息呈现方式的影响研究

以元认知和双系统模式的心理学理论为背景, 研究了分析式系统对来源国效应的削弱, 检验了产品信息呈现方式对来源国效应的调节作用。三个研究说明, 分析式系统的启动可以有效削弱来源国效应; 特定的产品信息呈现方式所引起的消费者信息处理不流畅性感知会激发消费者的元认知困难, 从而使他们在产品评价过程中主要依赖分析式系统, 达到削弱来源国效应的目的; 并不是所有能引起信息处理不流畅性的产品信息呈现方式都能削弱来源国效应, 过于复杂的呈现方式由于给消费者带来过多认知负荷, 反而不能成功启动分析系统, 从而无法削弱产品来源国形象对消费者产品评价的影响。     

The effects of a concurrent task on human optimization and self control

Memory deficits have been shown to hamper decision making in a number of populations. In two experiments, participants were required to select one of three alternatives that varied in reinforcer amount and delay, and the effect of a concurrent task on a behavioral choice task that involved making either an impulsive, self-controlled, or optimal response was studied. The studies aimed to see whether or not individuals were capable of optimizing when confronted with a three-alternative choice paradigm, and if a concurrent task could induce over-selectivity toward a self-controlled, or impulsive, choice, rather than an optimal choice. Various factors which could possibly influence optimization were also explored. The results suggest that some, but not all, individuals are capable of optimizing in a three-alternative choice paradigm, especially when there is a great differential between reinforcement rates of optimal versus non-optimal behaviors. Participants with a concurrent task (continuously subtracting seven from a large number) displayed over-selectivity, evidenced by the high proportion of self-controlled responses.