How horses (Equus caballus) see the world: humans as significant “objects”

This study aimed to determine whether horses have a kind of memory of humans (based on previous interactions), leading to a general significance of humans revealed by their reactions to humans in subsequent interactions. Subjects were 59 adult horses used to interact daily with humans. Three types of behavioural tests involving an unknown experimenter evaluated three possibly different memorized types of human–animal interactions (not work-related, using work-related objects, unfamiliar working task). We also performed standardized observations of routine interactions between each horse and its familiar handler (caretaker). To get a broad overview of the horses’ reactions to humans, we recorded both investigative and aggressive behaviours during the tests, representing respectively a “positive” and a “negative” memory of the relationship. Whereas correlations between tests revealed a general perception of humans as either positive or negative, unusual tests, i.e. that are not usually performed, elicited more positive reactions. Moreover, some horses reacted positively to a motionless person in their box, but negatively when this same person approached them, for example for halter fitting. Overall, aggressive reactions were more reliable indicators of the relationship than positive reactions, both between tests and between familiar and unfamiliar humans. Our results also show generalization of the perception of humans. These results support our hypothesis that perception of humans by horses may be based on experience, i.e. repeated interactions. Altogether, our results support the hypothesis that horses can form a memory of humans that impacts their reactions in subsequent interactions.     

A new approach to identifying the effect of diabetic peripheral neuropathy on the ability to drive safely

The purpose of this study was to estimate the potential for impaired driving performance in current drivers with diabetic peripheral neuropathy compared to healthy controls. We analysed, using a driving simulator, three important aspects of driving - use of the accelerator pedal, steering wheel and eye-steering coordination - to test for any differences, and then to integrate these findings to identify a unique pattern of changes in people driving with diabetic peripheral neuropathy. Patients with diabetic peripheral neuropathy displayed differences in use of the accelerator pedal compared to healthy control drivers (p < 0.05) which could be a direct consequence of their sensorimotor impairment due to diabetic peripheral neuropathy. Drivers with DPN used the more extreme high and low positions of the pedal to a greater extent than the Control group who exhibited a more graded use of the accelerator pedal over the mid-range. Eye-steering coordination was also different in drivers with diabetic peripheral neuropathy (p < 0.05) and, as it improved during the second drive, becoming closer to healthy drivers’ values, the occasional loss of control experienced during driving reduced. These insights demonstrate that diabetic peripheral neuropathy affects multiple aspects of driving performance suggesting the need for an integrated approach to evaluate the potential for driving safely in this population.     

Influence of pedestrian-to-vehicle technology on drivers’ response and safety benefits considering pre-crash conditions

Pedestrian-to-vehicle (P2V) technology may offer a promising approach to reducing pedestrian crashes. However, its influences on both driver response and safety benefits have been little studied in previous research, particularly in regard to the variation of influences between different pre-crash scenarios. To investigate these influences, this study designed three pre-crash scenarios based on pedestrian crash contributing factors identified from crash reports, and collected 44 drivers’ driving simulator experiments’ data. The results clarified how using P2V technology to warn drivers of an impending collision improves safety by causing a series of changes for both brake operation and braking profile. These series of changes were further demonstrated to vary between scenarios. The study showed that P2V technology may be particularly useful in scenarios in which a pedestrian’s crossing intention is unclear; specifically, in this type of scenario, the P2V warning had changed the braking process from a panic brake of “slow reaction-hard brake” to a comfortable brake of “quick reaction-gentle brake.” In addition, the P2V warning may be less effective in “low-risk” level scenarios where a driver is confident that he/she can handle the situation through a more conservative evasive action and don’t need to react strongly to a warning. Moreover, depending on the pre-crash scenario, the P2V warning may be mostly beneficial for drivers who had a crash/citation in the past five years and working-aged drivers.     

Characteristics of unsafe events involving a motor vehicle for group riders in Western Australia: A naturalistic study

Little is known about the safety issues affecting non-professional group riders. This study aimed to identify the most common unsafe events involving a motor vehicle that occurred while group riding, describe their characteristics and suggest potential preventative measures. A naturalistic study collected video footage from cameras attached to the bicycles of group riders who rode on-road for training, fitness or recreation in Perth, Western Australia. Fifty-two riders from 40 different riding groups, recorded footage of 126 group riding trips, resulting in 135 h of video. A total of 108 unsafe events (‘near-crashes/ crash relevant events’ and ‘close passing only events’) involving the group riders and a motor vehicle were observed. The most common type of unsafe event involved a motor vehicle attempting to pass/ overtake the group (65.7%). For 39.4% of the passing events, the presence of road infrastructure ahead (e.g. roundabout, traffic island) prevented safe passing and led to an unsafe event. Motorists were at fault for 83.3% of all unsafe events and reckless behaviour by the motorist was observed for 13.3% of these at-fault events. Aggressive communication on the part of the motorist or rider/s was observed for 15% of all unsafe events. This study highlighted that motorists were at fault for the majority of unsafe events involving group riders but only a small proportion involved reckless behaviour. Further research should examine the effectiveness of motorist education as well as infrastructure modifications on popular group riding routes, for reducing unsafe events involving group riders.     

Driver perception hypothesis: Driving simulator study

According the driver perception hypothesis, horizontal curves appear sharper or flatter when overlapping with crest or sag vertical curves, respectively. Confirmations of this hypothesis are provided by studies carried out using non-interactive techniques that do not allow the analysis of the driver’s reactions to the visual perception of the road.This study was aimed to add to the body of knowledge concerning driver’s speed behavior on combined curves, as well as to test the perception hypothesis based on the speed data collected during tests in the interactive CRISS driving simulator.Speeds on the tangent-curve transition of crest and sag combinations were compared to those on the tangent-curve transition of horizontal curves with the same radii but on a flat grade (reference curves).For the crest combinations the results of the statistical analyses were fully consistent with the perception hypothesis. On the sag combinations, on the contrary, the driver’s speed behavior did not differ in any statistically significant way from that on the reference curves. Therefore this finding did not support the perception hypothesis on the sag combinations. The effects of the combined curves on the driver’s speed behavior did not change in function of the level of the radius. Some implications of these findings have been highlighted.     

Ways to independence

Much research attests to the beneficial effects of equine interventions on physical development and ability. However, less is known about the possible psychological benefits of horse activities, such as therapeutic riding or interactions with horses. Although there is public consensus that horses can have psychological benefits, it is an under-researched area and conclusions are largely based on anecdotal data. The little empirical evidence that is available about the efficacy of equine-assisted interventions on psychological outcomes tends to be mixed and is often difficult to interpret due to the lack of rigorous research designs. The purpose of this review was to examine the current state of the literature regarding the psychological effects of equine-assisted interventions, and to make recommendations for future research. Findings from this review suggest that equine-assisted interventions hold much promise, particularly in terms of child/adolescent social and behavioural issues, and perhaps adult affective disorders. However, the current state of the literature does not allow us to definitively conclude that equine-assisted interventions are efficacious. Well-designed randomised controlled trials are greatly needed in this area, as it is an appreciation of the need to standardise and document equine-assisted interventions and outcomes in future research.     

An examination of the relationships between cannabis use,driving under the influence of cannabis and risk-taking on the road

IntroductionSome studies have suggested that regular cannabis users appear to exhibit a general reckless driving style that may contribute to an inflated estimate of collisions related to driving under the influence of cannabis (DUIC) among this group.ObjectiveThis study investigated whether patterns of cannabis use would predict levels of self-reported unsafe driving behaviours and levels of performance observed in a driving simulator.MethodThe study investigated 48 young cannabis users with respect to frequency of cannabis consumption, alcohol use, driving exposure, self-reported dangerous driving habits, impulsivity, sensation seeking and performance in a driving simulator.ResultsCannabis use was positively associated with DUIC, with sensation seeking and with self-reports of risky driving. An ANOVA confirmed a significant effect of levels of consumption of cannabis among participants on self-report risk-taking in driving. Moreover, the observed behaviours during the simulation tasks correlated with risky driving habits, and with the self-reported frequency of driving in the hour following smoking cannabis or immediately after drinking alcohol.ConclusionSince cannabis usage and DUIC appear to be related to an overall reckless style of driving, it is proposed that public safety policies should be more holistic, simultaneously targeting multiple on-road dangerous behaviours for intervention.     

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.     

Car following with an inertia-oriented driving technique: A driving simulator experiment

BackgroundFor many decades, car-following (CF) and congestion models have assumed a basic invariance: drivers’ default driving strategy is to keep the safety distance. The present study questions that Driving to keep Distance (DD) is a traffic invariance and, therefore, that the difference between the time required to accelerate versus decelerate must necessarily determine the observed patterns of traffic oscillations. Previous studies have shown that drivers can adopt alternative CF strategies like Driving to keep Inertia (DI) by following basic instructions. The present work aims to test the effectiveness of a DI course that integrates 4 tutorials and 4 practice sessions in a standard PC computer designed to learn more adaptive driving behaviors in dense traffic. Methods. Sixty-eight drivers were invited to follow a leading car that varied its speed on a driving simulator, then they took a DI course on a PC computer, and finally they followed a fluctuating leader again on the driving simulator. The study adopted a pretest-intervention-posttest design with a control group. The experimental group took the full DI course (tutorials and then simulator practice). The control group had access to the DI simulator but not to the tutorials. Results. All participating drivers adopted DD as the default CF mode on the pre-test, yielding very similar results. But after taking the full DI course, the experimental group showed significantly less accelerations, decelerations, and speed variability than the control group, and required greater CF distance, that was dynamically adjusted, spending less fuel in the post-test. A group of 8 virtual cars adopting DD required less space on the road to follow the drivers that took the DI course.     

Improved driver behaviour at bus stops on local roads: Comparison of different treatments

Every day, millions of students use school bus as a mean of transportation to and from schools. Nevertheless, most of the school bus related crashes occur at or near bus stops. The overtaking of stopped school buses during boarding and alighting of students imposes safety risks on students and drivers. This study aims to investigate the impact of three different treatments on driving behavior at bus stops. In total, this study compared four different conditions. Three of them were treatment conditions namely (Red Pavement, Road Narrowing, and smart LED), which were compared with a control condition (i.e., the default bus stop layout without any additional treatments as implemented in the State of Qatar). Each condition was tested for three situations. Situation 1 and Situation 2 were designed with the presence of a stopped school bus on the same and on the opposite travel directions, respectively, while, Situation 3 was designed without any school bus at the bus stop location. A total of 72 subjects participated in the experiment. Generalized Linear Mixed Model (GLMM) was employed to study the impact of several factors on the overtaking/crossing probability of the stopped school bus. In Situation 1, Road_narrowing condition outperformed the other conditions by making 94.3 % of drivers to stop for the bus, while in Situation 2, LED condition performed best by making 48.6 % of drivers stop for the bus that is stopped at the opposite travel direction. Moreover, the LED and Road_narrowing treatments were effective in moderating drivers’ speed behavior, lowering their traveling speed by 5.16 km/h and 5.11 km/h, respectively even in the absence of any bus at the bus stop. Physical road narrowing condition outperformed the other tested conditions, and therefore, can be recommended as a low-cost treatment to improve safety at bus stops. In locations where the implementation of physical road narrowing is not feasible, LED treatment can be used to moderate driver traveling speed and stopping behavior.