Auditory driving and affective influences

Past research has shown that variations in musical tempo influence the perceived rate of visual motion. The goal here was to investigate whether this effect is influenced by audiovisual affect. Participants were presented with montages (slideshows) of positive or negative scenes accompanied by positive or negative music whose rate was either the same as, or 15% faster or slower than that of the montage. The results of a subsequent recognition task showed a higher false alarm rate to faster and slower visual scenes in the presence of accelerated and decelerated soundtracks, respectively. Moreover, the magnitude of these effects significantly increased when music–montage pairs displayed a positive and negative affect, respectively. In contrast, variations in visual rate exerted no influence on auditory rate recognition. These findings have implications for audiovisual art forms as well as theories of cross‐modal perception.     

Cell Phone-Related Near Accidents Among Young Drivers: Associations With Mindfulness

Cell phone use while driving (CPWD) has been shown to significantly reduce driver safety. This is a particular concern among young drivers who possess less driving experience and tend to engage in high rates of cell phone use. The present study identified psychological predictors of near accidents related to CPWD among a sample of 385 college student drivers. Participants answered a series of questions regarding their use of a cell phone while driving and completed measures of mindfulness, polychronicity, and intrusive thinking. Students who reported talking on their phone or texting more frequently while driving reported a higher incidence of near accidents related to each behavior. However, after controlling for CPWD, multiple regression analysis indicated that those who reported experiencing more cell phone-related intrusive thoughts also experienced more near accidents. Furthermore, two facets of mindfulness—acting with awareness and nonjudging of inner experience—were negatively associated with near accidents. These findings suggest that individuals who are more aware of the present moment and accepting of their affective responses may better regulate their attention while using a cell phone behind the wheel.     

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.     

Frequency and impact of hands-free telephoning while driving – Results from naturalistic driving data

The frequency and impact of hands-free telephoning while driving was analyzed based on naturalistic driving data from 106 drivers. The results from naturalistic driving data were compared with the results from experimental approaches. The implication of the overall results and the differences across drivers are discussed. Continuous information on the usage of the hands-free phone equipment was available which made it possible to include the entire database (∼1 000 000 km) in a completely automatized analysis. Results show that drivers talked on a hands-free phone about 11% of driving time. There were large differences across drivers in the frequency and usage of a hands-free phone. While telephoning, an adaptation of driving behavior could be found. Drivers slowed down and increased their distance to the lead vehicle. Furthermore, during telephoning, an overall reduction of potentially critical driving situations was found. Overall, the results indicate that compensation for telephoning was carried out with a long-term change of driving behavior, rather than with a short term adaption to the situation.     

A matter of style? Driver attributional ‘style’ in accounting for the driving of others as protective or as predisposing drivers towards retaliatory aggressive driving

Driver cognitions about aggressive driving of others are potentially important to the development of evidence-based interventions. Previous research has suggested that perceptions that other drivers are intentionally aggressive may influence recipient driver anger and subsequent aggressive responses. Accordingly, recent research on aggressive driving has attempted to distinguish between intentional and unintentional motives in relation to problem driving behaviours. This study assessed driver cognitive responses to common potentially provocative hypothetical driving scenarios to explore the role of attributions in driver aggression. A convenience sample of 315 general drivers 16–64 yrs (M = 34) completed a survey measuring trait aggression (Aggression Questionnaire AQ), driving anger (Driving Anger Scale, DAS), and a proxy measure of aggressive driving behaviour (Australian Propensity for Angry Driving AusPADS). Purpose designed items asked for drivers’ ‘most likely’ thought in response to AusPADS scenarios. Response options were equivalent to causal attributions about the other driver. Patterns in endorsements of attribution responses to the scenarios suggested that drivers tended to adopt a particular perception of the driving of others regardless of the depicted circumstances: a driving attributional style. No gender or age differences were found for attributional style. Significant differences were detected between attributional styles for driving anger and endorsement of aggressive responses to driving situations. Drivers who attributed the on-road event to the other being an incompetent or dangerous driver had significantly higher driving anger scores and endorsed significantly more aggressive driving responses than those drivers who attributed other driver’s behaviour to mistakes. In contrast, drivers who gave others the ‘benefit of the doubt’ endorsed significantly less aggressive driving responses than either of these other two groups, suggesting that this style is protective.     

The Force/Force-Variability Relationship Under Controlled Temporal Conditions

Previously, an inverted U relationship between force and force variability was demonstrated in both static and dynamic responses. Recent research suggests that the inverted U function may be due to a lack of control of the temporal aspects of the response. To investigate this hypothesis, we examined the relationship between force and force variability in rapid movements under controlled temporal conditions. Subjects (N = 4) made rapid reversal responses with a horizontal lever (using elbow flexion and extension) such that the time to reversal (160 ms) and the distance to reversal (45°) were held constant in each of six load conditions (either 0, .260, .520, .780,1.040, or 1.560 kg added to the lever). When time to reversal and time to peak acceleration were held constant, a curvilinear relationship between force and force variability resulted, suggesting that the inverted U function is related to control of the temporal aspects of the response.     

Posttraumatic Stress,Depression, and Insomnia Among U.S. Air Force Pararescuemen

Few studies have examined rates of mental health problems among special duty military personnel, who often have frequent deployments and high exposure to operational stressors and trauma. The current study examined the severity and rates of positive screening for posttraumatic stress, depression, and insomnia among 194 U.S. Air Force pararescuemen (PJs) in the active duty (AD) and National Guard/Reserve (NG/R) components. Overall estimated rates were 11.6% for probable posttraumatic stress disorder (PTSD), 1.6% for probable depression, and 16.1% for clinical insomnia. PJs in the NG/R reported significantly more severe posttraumatic stress symptoms (F(1, 162) = 10.031, p = .002, partial η² = .058) and were approximately twice as likely to screen positive for probable PTSD (8.5% vs. 19.1%; χ²[1] = 3.679, p = .055). No differences in the rate or severity of depression or insomnia symptoms were found. Rates of positive screens are comparable to or lower than previously published rates among military personnel.     

Do older individuals have difficulty processing motion or excluding noise? Implications for safe driving

This study aimed to determine if difficulties extracting signal from noise explained poorer coherent motion thresholds in older individuals, particularly women. In four experimental conditions the contrast of the signal and noise dots used in a random dot kinematogram was manipulated. Coherence thresholds were highest when the signal dots were of a lower contrast than the noise dots and lowest when the signal dots were of a higher contrast than the noise dots. In all conditions the older group had higher coherence thresholds than the younger group, and women had higher thresholds than men. Significant correlations were found between coherence thresholds and self-reported driving difficulties in conditions in which the signal dots had to be extracted from noise only. The results indicate that older individuals have difficulties extracting signal from noise in cluttered visual environments. The implications for safe driving are discussed.     

Drivers’ performances and their subjective feelings about their driving during a 40-min test on a circuit versus a dynamic simulator

Car manufacturers expect driving simulators to be reliable research and development tools. Questions arise, however, as to whether drivers’ behavior on simulators exactly matches that observed when they are driving real cars. Drivers’ performances and their subjective feelings about their driving were compared between two groups during a 40-min driving test on the same circuit in a real car (n = 20) and a high-fidelity dynamic simulator (n = 27). Their speed and its variability, the braking force and the engine revolutions per minute (rpm) were recorded five times on a straight line and three times on a curve. The differences observed in these measurements between circuit driving (CD) and simulator driving (SD) from the 6th to 40th minute showed no significant changes during the drive. The drivers also completed the NASA Raw Task Load Index (NASA RTLX) questionnaire and the Simulator Sickness Questionnaire (SSQ) and estimated the ease and standard of their own driving performances. These subjective feelings differed significantly between the two groups throughout the experiment. The SD group’s scores on the NASA RTLX and SSQ questionnaires increased with time and the CD group’s perceived driving quality and ease increased with time, reaching non-significantly different levels from their usual car driving standards by the end of the drive. These findings show the existence of a fairly good match between real-life and simulated driving, which stabilized six minutes after the start of the test, regardless of whether the road was straight or curved. These objective findings and subjective assessments suggest possible ways of improving the match between drivers’ performances on simulators and their real-life driving behavior.