Social influence matters: We follow pandemic guidelines most when our close circle does

Why do we adopt new rules, such as social distancing? Although human sciences research stresses the key role of social influence in behaviour change, most COVID-19 campaigns emphasize the disease’s medical threat. In a global data set (n = 6,675), we investigated how social influences predict people’s adherence to distancing rules during the pandemic. Bayesian regression analyses controlling for stringency of local measures showed that people distanced most when they thought their close social circle did. Such social influence mattered more than people thinking distancing was the right thing to do. People’s adherence also aligned with their fellow citizens, but only if they felt deeply bonded with their country. Self-vulnerability to the disease predicted distancing more for people with larger social circles. Collective efficacy and collectivism also significantly predicted distancing. To achieve behavioural change during crises, policymakers must emphasize shared values and harness the social influence of close friends and family.     

I can see myself helping: The effect of self-awareness on prosocial behaviour

Many studies indicate that increasing self-awareness leads to individuals reflecting on their values and ideals (Silvia & Duval, 2001). This self-reflection appears to increase prosocial behaviour (Berkowitz, 1987). However, previously studies typically manipulated self-awareness in situations in which the individual may have felt pressure from the researcher to help. Thus, experimenter pressure to behave prosocially confounds the self-awareness explanation provided in past research. We used a novel experimental paradigm to manipulate self-awareness and remove the researcher's presence to decrease the likelihood that the participant would conform to experimenter demand. Participants were 36 college students (M_age = 19.52; 25 women). The results indicated a strong probability that the experimental condition participants were more prosocial than control condition participants. These findings provide additional support for the hypothesis that self-reflection increases prosocial behaviour, even without experimenter demands. These findings and the importance of studying objective self-awareness in light of the coronavirus are discussed.     

Do early birds share their worms? How prosocial behaviour and empathy vary across the day

Social behaviours have been proposed to follow circadian patterns across the course of the day, but empirical support is mixed. As a within-subject test of circadian effects on everyday behaviour, we conduct an experience-sampling study with a near-representative population of 285 Americans (7405 observations). Prosocial behaviour and empathy were both somewhat more frequent in the morning (d = 0.08). However, these non-linear patterns only described morning-type participants; evening-types had consistent (and lower) rates of prosocial behaviour and empathy across time-of-day. These patterns were explained by morning-types reporting more social opportunities earlier in the day. These findings suggest that small, within-subject diurnal effects on social behaviour occur in daily life, and that some circadian effects may be driven by situation selection.     

错失恐惧对亲社会行为的影响

网络信息的纷繁复杂,让人们担忧因错失信息而导致自身的利益受损,本研究探讨这种现象的加剧对个体的亲社会行为的影响。本研究分别使用问卷法（研究1）和实验法（研究2）,探究错失恐惧对亲社会行为的影响以及在其过程中人际安全感的中介作用和基本心理需要满足的调节作用。结果发现：（1）个体的错失恐惧程度负向预测了其亲社会行为;（2）人际安全感在错失恐惧对亲社会行为的影响中起中介作用,高的错失恐惧水平会降低个体的人际安全感,从而减少个体的亲社会行为;（3）基本心理需要满足在错失恐惧对亲社会行为的负向预测作用中起调节作用,当个体的基本心理需要满足程度低的时候,错失恐惧对亲社会行为的消极影响显著增强。     

Intraindividual variability in driving simulator parameters of healthy drivers of different ages

Intraindividual variability is a fundamental behavioural characteristic of aging but has been examined to a very limited extent in driving. This study investigated intraindividual variability in driving simulator measures in healthy drivers of different ages using the coefficient of variation (COV) as a variability measure. Participants were healthy volunteers who were regular drivers, who were divided into a “young” group, a “middle-aged” group, and an “old” group. They drove in two environments (rural, 72 drivers; urban, 60 drivers), under conditions of moderate and high traffic load, without and with distraction (conversation). Significant differences in COV were observed in the rural condition for headway distance and lateral position as a function of traffic load, with high traffic (without and with distraction) resulting in increased COV of headway and decreased COV of lateral position. Significant differences in COV were observed in the urban condition for headway distance only, with high traffic (without and with distraction) resulting in increased COV of headway. No age effects were found for any of the driving conditions. The results indicate that traffic load affected headway distance and lateral position in opposite directions in all three age groups: high traffic resulted in increased variability of headway in both rural and urban conditions but in decreased variability of lateral position in the rural conditions compared to moderate traffic irrespective of distraction. The study indicates that driving conditions affect the intraindividual variability of driving measures in selective ways, which may be linked to the extent of automatization of the driving variables and to adaptive changes to traffic condition challenges.     

Adaptations in driver deceleration behaviour with automatic incident detection: A naturalistic driving study

Traffic congestion and crash rates can be reduced by introducing variable speed limits (VSLs) and automatic incident detection (AID) systems. Previous findings based on loop detector measurements have revealed that drivers reduce their speeds while approaching traffic congestion when the AID system is active. Notwithstanding these behavioural effects, most microscopic traffic flow models assessing the impact of VSLs do not describe driver response accurately.This study analyses the main factors that influence driver deceleration behaviour while approaching traffic congestion with and without VSLs. The Dutch VSL database was linked to the driver behaviour data collected in the UDRIVE naturalistic driving study. Driver engagement in secondary tasks and glance behaviour were extracted from the video data. Linear mixed-effects models predicting the characteristics of deceleration events were estimated.The results show that the maximum deceleration is high when approaching a slower leader, when driving at high speeds and short distance headways, and close to the beginning of traffic congestion. The minimum time headway is short when driving at high speeds and changing lanes. Certain drivers showed higher decelerations and shorter time headways than others. Controlled for these main factors, smaller maximum decelerations were found when the VSLs were present and visible, and when the gantries were within close proximity. These factors could be incorporated into microscopic traffic simulations to evaluate the impact of AID systems on traffic congestion more realistically. Further research is needed to clarify the link between engagement in secondary tasks, glance behaviour and deceleration behaviour.     

Evaluating pedestrian interaction preferences with a game theoretic autonomous vehicle in virtual reality

Localisation and navigation of autonomous vehicles (AVs) in static environments are now solved problems, but how to control their interactions with other road users in mixed traffic environments, especially with pedestrians, remains an open question. Recent work has begun to apply game theory to model and control AV-pedestrian interactions as they compete for space on the road whilst trying to avoid collisions. But this game theory model has been developed only in unrealistic lab environments. To improve their realism, this study empirically examines pedestrian behaviour during road crossing in the presence of approaching autonomous vehicles in more realistic virtual reality (VR) environments. The autonomous vehicles are controlled using game theory, and this study seeks to find the best parameters for these controls to produce comfortable interactions for the pedestrians. In a first experiment, participants’ trajectories reveal a more cautious crossing behaviour in VR than in previous laboratory experiments. In two further experiments, a gradient descent approach is used to investigate participants’ preference for AV driving style. The results show that the majority of participants were not expecting the AV to stop in some scenarios, and there was no change in their crossing behaviour in two environments and with different car models suggestive of car and last-mile style vehicles. These results provide some initial estimates for game theoretic parameters needed by future AVs in their pedestrian interactions and more generally show how such parameters can be inferred from virtual reality experiments.     

On-road study investigating the mode of feedback delivery on young drivers’ speed management

Feedback has been shown to be instrumental in learning. Refining how it is delivered in driver training has the potential to reduce crash risk. Therefore, the aim of the present study was to examine the effect of the medium in which feedback is delivered (verbal, written, graphical) on young drivers’ speed management behaviour. Sixty young drivers, randomly allocated to one of four feedback groups (i.e., Control, Verbal feedback, Written feedback, and Graphical feedback) completed one training and two test drives using an instrumented vehicle on-road. After the first (baseline) drive, participants were provided feedback about the number of times they exceeded the speed limit, their maximum speed, as well as the financial penalties associated with such driving behaviour, and safety implications. The content of feedback remained the same for all training groups, except for the manner in which the feedback was presented. Verbal feedback was provided verbally by the researcher; written feedback on paper; and graphical feedback using a series of graphs on a computer screen. Control received no such intervention. Two test drives followed, one immediate post-training, and the second one week post-training. Feedback, irrespective of medium improved young drivers’ speed management. Verbal and graphical feedback yielded the greatest reduction in speeding behaviour, with graphical feedback having the most impact in the two speed zones under examination (50 km/h & 80 km/h). Control showed the poorest speed management behaviour in all drives. These findings have important implications for the development of a new approach to improve young drivers’ speed management behaviour.     

Driver conflict response during supervised automation: Do hands on wheel matter?

Securing appropriate driver responses to conflicts is essential in automation that is not perfect (because the driver is needed as a fall-back for system limitations and failures). However, this is recognized as a major challenge in the human factors literature. Moreover, in-depth knowledge is lacking regarding mechanisms affecting the driver response process. The first aim of this study was to investigate how driver conflict response while using highly reliable (but not perfect) supervised automation differ for drivers that (a) crash or avoid a conflict object and (b) report high trust or low trust in automation to avoid the conflict object. The second aim was to understand the influence on the driver conflict response of two specific factors: a hands-on-wheel requirement (with vs. without), and the conflict object type (garbage bag vs. stationary vehicle). Seventy-six participants drove with highly reliable but supervised automation for 30 min on a test track. Thereafter they needed to avoid a static object that was revealed by a lead-vehicle cut-out. The driver conflict response was assessed through the response process: timepoints for driver surprise reaction, hands-on-wheel, driver steering, and driver braking. Crashers generally responded later in all actions of the response process compared to non-crashers. In fact, some crashers collided with the conflict object without even putting their hands on the wheel. Driver conflict response was independent of the hands-on-wheel requirement. High-trust drivers generally responded later than the low-trust drivers or not at all, and only high trust drivers crashed. The larger stationary vehicle triggered an earlier surprise reaction compared to the garbage bag, while hands-on-wheel and steering response were similar for the two conflict object types. To conclude, crashing is associated with a delay in all actions of the response process. In addition, driver conflict response does not change with a hands-on-wheel requirement but changes with trust-level and conflict object type. Simply holding the hands on the wheel is not sufficient to prevent collisions or elicit earlier responses. High trust in automation is associated with late response and crashing, whereas low trust is associated with appropriate driver response. A larger conflict object trigger earlier surprise reactions.     

Sexual activity while driving: A content analysis of media reports

Sexual activity while driving fits the definition of distracted driving because it involves the diversion of attention away from the driving task. However, this risky driving behaviour has received little attention compared to other distracted driving activities. To address the lack of research on sexual activity while driving, the internet was searched from April to June 2020 for media reports in which sexual activities occurred within the cabin of a moving vehicle, taking specific note of: gender, the presence of others, time of day, use of substances, the nature of the circumstances surrounding the incident, and whether crashes had occurred. A total of 106 unique and verified cases were identified from 2004 to 2020. The reports involved 76 male (71.7%) and 30 female drivers (28.3%), and there were 43 (40.5%) serious incidents that involved a crash and 23 fatalities (21.7%). In 17 (16.0%) incidents their vehicle hit another car, and a pedestrian or cyclist was hit in 3 (2.8%) incidents. The risk of a serious incident was higher during oral sex or intercourse than solitary activities (i.e. masturbation). A total of 63 (59.5%) mild incidents (without crashes or fatalities) were identified, in which reports included accounts by witnesses or police regarding sexual activity while driving. Given the potential seriousness of incidents, this topic deserves further research to better understand the prevalence and safety implications of sexual activity while driving.