The effects of music tempo on simulated driving performance and vehicular control

The automobile is currently the most popular and frequently reported location for listening to music. Yet, not much is known about the effects of music on driving performance, and only a handful of studies report that music-evoked arousal generated by loudness decreases automotive performance. Nevertheless, music tempo increases driving risks by competing for attentional space; the greater number of temporal events which must be processed, and the frequency of temporal changes which require larger memory storage, distract operations and optimal driving capacities. The current study explored the effects of music tempo on PC-controlled simulated driving. It was hypothesized that simulated driving while listening to fast-paced music would increase heart rate (HR), decrease simulated lap time, and increase virtual traffic violations. The study found that music tempo consistently affected both simulated driving speed and perceived speed estimates: as the tempo of background music increased, so too did simulated driving speed and speed estimate. Further, the tempo of background music consistently affected the frequency of virtual traffic violations: disregarded red traffic-lights (RLs), lane crossings (LNs), and collisions (ACs) were most frequent with fast-paced music. The number of music-related automobile accidents and fatalities is not a known statistic. Police investigators, drivers, and traffic researchers themselves are not mindful of the risks associated with listening to music while driving. Implications of the study point to a need for drivers' education courses to raise public awareness about the effects of music during driving.     

Driving stimuli increases accessibility of aggression-related concepts in “angry” drivers

Stimuli present in aversive situations (even initially neutral stimuli) can become associated with aggressive feelings and thoughts become capable of acting as cues for aggressive thoughts. The present research examined whether driving stimuli can serve as triggers for aggression-related concepts for individuals predisposed to becoming angry while driving (i.e., high in self-reported trait driving anger). Using the General Aggression Model (Anderson & Bushman, 2002) as a guide, two studies demonstrated that participants high in trait driving anger responded more quickly to aggressive words when paired with driving than neutral stimuli. There were no differences in primes for nonaggressive words and nonwords. Study 2 also found that, for participants high in driving anger, increased accessibility of aggressive words following driving primes predicted self-reported anger in a provoking driving scenario.     

Is the principle of minimization of secondary moments validated during various fingertip force production conditions?

During the application of fingertip forces with simultaneous flexion of the four fingers, namely index, middle, ring, and little fingers, a stable force sharing among fingers is adopted. Several studies have hypothesized that this stable force sharing is established to minimize unnecessary rotational moments (different from the main flexion moments). This principle labeled "minimization of secondary moments" is presented in the literature as a principle used by the central nervous system to solve musculoskeletal redundancy. However, this principle has only been tested with one solicited degree of freedom and in one finger posture. Our study tests this principle with various degrees of freedom solicited as secondary moments and in two different finger postures. Participants (n=6) were asked to apply a downward vertical force using their four fingers with the forearm placed in two different configurations: a "horizontal" condition (involving flexion/extension and pronation/supination at the wrist joint) and a "vertical" condition (involving flexion/extension and radial/ulnar deviation at the wrist joint). Additionally, two finger postures were tested in each forearm configuration: in the first, the distal inter-phalangeal joints (DIP) were extended and the proximal inter-phalangeal joints (PIP) highly flexed. In the second finger posture, both DIP and PIP joints were flexed. The resultant four-finger force and the relative involvement of each finger in the resultant four-finger force (force sharing) were analyzed. Results showed that the finger postures did not influence the finger force sharing, showing that the minimization of the secondary moment principle was stable among the finger joint angle configurations. Nonetheless, the relative involvement of each finger was dependent on the secondary degree of freedom solicited (pronation/supination vs. radial/ulnar). The modifications of the finger force sharing between the "horizontal" and "vertical" conditions were in accordance with the principle of minimization of the secondary moments.     

企业核心竞争力与企业伦理品质

企业真正的核心竞争力来自企业伦理品质所产生的道德实力。企业的道德实力是企业遵循与市场经济理性相适应的道德准则,它一贯尊重和尽力满足利益相关人利益,并与利益相关人和谐交往共同发展而产生的道德凝聚力和影响力。与企业经营实力一样,企业道德实力是可以描述和量度的客观状态。具体可以从顾客忠诚度、员工忠诚度、股东忠诚度、融资资信度、同行联系度、供销稳定度、社区融洽度和社会美誉度等八个方面进行考量。     

An application of the prototype willingness model to drivers' speeding behaviour

We tested the prototype willingness model (PWM). The participants (N = 198) completed online questionnaire measures of PWM constructs (Time 1) and subsequent speeding behaviour (Time 2). Path analyses showed that the PWM accounted for 89% of the variance in subsequent (self‐reported) speeding behaviour. This significantly exceeded the variance accounted for by the theory of planned behaviour. In line with the PWM, both behavioural intention and behavioural willingness had direct effects on behaviour. Behavioural willingness had a significantly larger effect. Attitude and subjective norm both had indirect effects on behaviour through both behavioural intention and behavioural willingness. Prototype (similarity) perceptions had indirect effects on behaviour through behavioural willingness only. The findings support the notion that driving is governed by reactive decision‐making (willingness), underpinned by prototype perceptions, attitudes and subjective norms, to a greater extent than it is deliberative decision‐making (intentions), underpinned by attitudes and subjective norms. The implications for safety interventions are discussed.     

Effects of driving anger on driver behavior – Results from naturalistic driving data

There is a positive relationship between driving anger and near-crash or crash risk. However, it remains unclear if anger in fact contributes to traffic accidents and whether this happens due to cognitive overload or aggressive driving behaviors. This study investigated how anger affects driving behavior based on naturalistic driving data from the second Strategic Highway Research Program (SHRP 2). Ten-minute trip segments were analyzed in which drivers exhibited anger with regard to driving errors, violations, and aggressive expressions. This data was compared to a matched baseline consisting of the same drivers not exhibiting anger. Results showed that anger resulted in more frequent aggressive driving behaviors but did not increase driving error frequency. Anger consequently creates danger due to deliberate behaviors rather than because of cognitive overload. In congruence with this finding, only anger triggered by threats, provocations, and frustrations increased the frequency of deliberate infringements. In contrast, anger due to having conflicts with someone on the phone or with a passenger was not linked to any type of aberrant driving behavior. Finally, severe displays of anger were accompanied by more violations as compared to slight or marked anger.     

Sensitivity to reward and risky driving,risky decision making,and risky health behaviour: A literature review

Young driver road safety has persisted as a global problem for decades, despite copious and diverse intervention. Recently the influence in reward sensitivity, which refers to the individual’s personal sensitivity to rewards, has received attention in health-related research, including more generally through decision making in risky circumstances, and in risky driving behaviour specifically. As such, a literature review and synthesis of the literature regarding reward sensitivity in relation to risky driving, risky decision making, and risky health behaviour, with a focus on literature in which adolescents and young adults feature, is timely. Thirty-one papers were identified, and the literature revealed that young drivers with greater reward sensitivity engage in more risky driving behaviours including speeding, crashes and traffic violations; and that individuals with greater reward sensitivity engage in more risky decision making and other risky health-related behaviours (such as drinking and drug use). Adolescents and young adults exhibit heightened sensitivity to rewards in the presence of peers, which has considerable implications for young driver road safety as research consistently demonstrates that carrying peer passengers places all vehicle occupants at greater risk of being involved in a road crash. Consideration of the influence of reward sensitivity in young driver road safety, and other adolescent/young adult health-related safety, appears to be a promising avenue of intervention, with gain-framed messages more likely to be accepted by young drivers with greater reward sensitivity. Future research in jurisdictions other than Australia and Europe will increase our understanding of the influence of reward sensitivity, and exploration of the differential impacts of reward-responsiveness and fun-seeking specifically are warranted.