Effects of speed feedback signs and law enforcement on driver speed

This study analyzes the effects of implementing three speed management strategies, namely speed feedback signs, periodic law enforcement, and speed feedback sign supported with periodic law enforcement on driver speed behavior and compliance. To analyze the effectiveness of each strategy, nine locations in Pima County, Arizona, were studied in a cross-sectional framework. For each study site, the driver’s speed, date, time, and vehicle’s length were collected at a location prior to the speed management zone as the baseline, at the speed management zone, and downstream of the speed management zone. The general effect showed that all the strategies were effective in reducing average speed and the proportion of drivers exceeding the speed limit. In addition, the results of the robust heteroscedastic ANOVA test showed that among all the strategies, the speed feedback sign supported with periodic law enforcement was the most effective one. Moreover, it was shown that by supporting the speed feedback sign with periodic law enforcement, the reduction in average speed and proportion of drivers exceeding the speed limit would last, even after passing the speed management strategy. In other words, the existence of periodic law enforcement could potentially modify drivers’ behaviors and increase the spatial effectiveness of speed feedback signs. Comparing the behavior of truck and passenger car drivers also revealed similar results. That is, both truck and passenger car drivers tend to slow down after observing the speed management strategy. The experimental evidence indicates positive benefits for reducing excessive speeding behaviors at the sites.     

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.     

Cumulative estrogen exposure and prospective memory in older women

This study looked at cumulative lifetime estrogen exposure, as estimated with a mathematical index (Index of Cumulative Estrogen Exposure (ICEE)) that included variables (length of time on estrogen therapy, age at menarche and menopause, postmenopausal body mass index, time since menopause, nulliparity and duration of breastfeeding) known to influence estrogen levels across the life span, and performance on prospective and retrospective memory measures in a group of 50 postmenopausal women (mean age=69.3years) who, if they were current or former users of estrogen therapy, had started therapy within 5years of menopause. The ICEE was found to be a significant predictor of performance on the Prospective Memory task (F(1)=4.21, p=.046, η(p)(2)=.084). No significant relationship was noted between the ICEE and performance on measures of retrospective memory. The results suggest that the level of cumulative lifetime exposure to estrogen a woman has influences her prospective memory performance later in life and that the influence of reproductive and biological markers of endogenous estrogen exposure are relevant factors to consider when studying the effect of estrogen therapy on cognitive functioning in postmenopausal women. In addition, the finding that performance on a measure of prospective memory, but not performance on measures of retrospective memory, was associated with the ICEE adds further support to the theory that the frontal cortex may be especially sensitive to estrogen.     

Assessment of working memory components at 6years of age as predictors of reading achievements a year later

The ability of working memory skills (measured by tasks assessing all four working memory components), IQ, language, phonological awareness, literacy, rapid naming, and speed of processing at 6 years of age, before reading was taught, to predict reading abilities (decoding, reading comprehension, and reading time) a year later was examined in 97 children. Among all working memory components, phonological complex memory contributed most to predicting all three reading abilities. A capacity measure of phonological complex memory, based on passing a minimum threshold in those tasks, contributed to the explained variance of decoding and reading comprehension. Findings suggest that a minimal ability of phonological complex memory is necessary for children to attain a normal reading level. Adding assessment of phonological complex memory, before formal teaching of reading begins, to more common measures might better estimate children’s likelihood of future academic success.     

Behavioural adaptation or constraint? The effect of curve proximity on driving behaviour

Horizontal curves are typically associated with increased crash risk when compared with straight roads, but recent analyses have suggested that having more frequent sharp curves decreases the relative crash risk posed by each curve. Here, 90 drivers completed a simulated rural drive with either high proximity (160 m straight tangent between curves) or low proximity (1200 m tangent) curves. Curve proximity had a significant effect on approach speeds, with drivers in the high proximity curve drive showing significantly lower mean and maximum approach speeds before entering the curve. However, they also showed an unexpected tendency to higher speeds while negotiating the curve itself. The current study provides direct empirical evidence that driving behaviour on approach to a given curve is significantly affected by the proximity of other curves, and therefore highlights the need to factor in the characteristics of the road on approach to the curve, as well as the features of the curve itself when assessing risk.     

An online hazard perception training course reduces heavy braking,speeding, and over-revving rates during everyday driving

In essence, driver training involves learning the skills required to drive safely and avoid dangerous events. However, in traditional on-road driver instruction, drivers virtually never accrue experience of the most significant types of events that they are learning to avoid: crashes. One means of providing this experience safely is to present novice drivers with video clips of real crashes, as part of structured learning exercises. A six-week automated online hazard perception training course for drivers, incorporating evidence-based training methods and over a hundred crash clips, was previously found to improve novice drivers’ hazard perception skill, which is known to be an important attribute for avoiding crashes. However, since hazard perception was measured using computer-based methods, the possibility remained that the training effect might not transfer to actual driving. We report a randomized control trial in which novice drivers were recruited to assess everyday driving behaviour objectively, using g-force triggered dashcams and GPS trackers installed in their vehicles. On-road data were collected for a one-month baseline period, and for a further two months after half of the sample completed the hazard perception training course. Drivers who completed the course significantly reduced their rate of heavy-braking events, their speeding behaviour, and their rate of over-revving events. These findings support the proposal that a relatively inexpensive and highly scalable hazard perception training intervention can improve on-road driving behaviour, with the clear potential to impact real-world driver safety.     

Implicit Transfer of Reversed Temporal Structure in Visuomotor Sequence Learning

Some spatio‐temporal structures are easier to transfer implicitly in sequential learning. In this study, we investigated whether the consistent reversal of triads of learned components would support the implicit transfer of their temporal structure in visuomotor sequence learning. A triad comprised three sequential button presses ([1][2][3]) and seven consecutive triads comprised a sequence. Participants learned sequences by trial and error, until they could complete it 20 times without error. Then, they learned another sequence, in which each triad was reversed ([3][2][1]), partially reversed ([2][1][3]), or switched so as not to overlap with the other conditions ([2][3][1] or [3][1][2]). Even when the participants did not notice the alternation rule, the consistent reversal of the temporal structure of each triad led to better implicit transfer; this was confirmed in a subsequent experiment. These results suggest that the implicit transfer of the temporal structure of a learned sequence can be influenced by both the structure and consistency of the change.     

Driving speed choice: The role of conscious monitoring and control (reinvestment) when driving

This study aimed to examine the role of reinvestment - the propensity to consciously monitor and control actions (movement specific reinvestment) and to consciously monitor and evaluate decision making processes (Decision specific reinvestment) while driving in everyday risky scenarios. The study also aimed to evaluate the association between reinvestment and previously validated driver attitude measures. Fifty one participants completed a series of questionnaires (Driving Self-Efficacy Scale, Driver Attitude Questionnaire, Movement Specific Reinvestment Scale, Decision Specific Reinvestment Scale) after which they completed a test phase in a driving simulator. In the test phase, driving scenarios included roads with different markings (i.e., double yellow, wide centrelines, wire rope barriers, Audio Tactile Profiled markings) and alerting scenarios (i.e., police car present, high crash risk area sign, reduced speed zone). Results revealed that on risky roads (wide centrelines), participants with a high propensity for decision specific reinvestment drove slower than those with a low propensity. Driver experience, attitudes towards speeding and scores on the Decision Reinvestment subscale of the Decision Specific Reinvestment Scale significantly predicted speed choice. More experienced participants with higher scores on the Decision Reinvestment subscale were more likely to drive slower and participants with worse attitudes towards speeding were likely to drive faster. Participants with a low propensity for movement specific reinvestment (specifically, Movement Self-Consciousness) reduced their speed to a greater extent than those with a high propensity when driving in the police car scenario. There was some evidence to suggest that high decision specific and movement specific reinvesters were more likely to be involved in crashes and receive driving infringements. The current study is the first to demonstrate a significant relationship between reinvestment and driving. The implications of these findings for road safety are discussed.