BEHAVIOR ANALYSIS APPLIED TO ENVIRONMENTAL/ECOLOGICAL PROBLEMS; A REVIEW1

Recent applications of operant technology, including the manipulation of environmental conditions and response consequences, have been directed toward the improvement of man-environment relations. This document summarizes the research designs, procedures, results, and conclusions of these recent behavioral interventions for ecological rebalance. Each of the 32 studies reviewed was undertaken since 1970; all studies were relatively successful in changing the probability of an ecology-related response; all studies incorporated basic methodologies applicable for large-scale, community programs; most of the investigations were conducted in field settings (e.g., college campuses, grocery stores, mobile-trailer parks, homes, movie theaters, public campgrounds, and a football stadium). Several of the studies are as yet unpublished. Sources for receiving documentation of the unpublished research are provided in this document. About 50% of the investigations reviewed were designed to influence behaviors related to environmental litter; the others were of behavior-modification programs that substantially increased bus-ridership, decreased lawn-trampling, promoted the purchase of drinks in returnable rather than throwaway containers, initiated a recycling process, or reduced energy consumption. Essentially, the interventions were either preventive in nature (i.e., designed to discourage environment-destructive behaviors before they occur), or remedial (i.e., designed to encourage behaviors that correct an existing environmental problem). Usually, the preventive measures emphasized responses priming (or prompting), while the corrective measures applied some form of positive reinforcement. Response priming was accomplished with modelling techniques, or with written and/or verbal prompts presented either publicly or on a personal, one-to-one basis. Among the positive reinforcement procedures were field applications of token economies, lottery systems, feedback programming, and intergroup contests, as well as individual contingency contracting. Some experimental designs provided for comparisons between the behavioral effects of response priming and positive reinforcement.     

Culture of distracted driving among intra-city commercial bus drivers in Ile-Ife,South-western Nigeria

This study investigated the culture of driving distractions among commercial bus drivers in Ile-Ife, Southwestern Nigeria. The aim was to identify the most prominent non-driving activity (N-DA) causing distraction to drivers. 16 independent research assistants were engaged in naturalistic recording of 128 commercial bus drivers in the study area. Among the variables selected for observation, passenger scouting (93%), fare collection (89.8%) and money counting (75%) were found to be the frequent N-DAs in their order of importance. These variables (passenger scouting, fare collection and money counting), however, have correlations with drivers having no conductor on-board. More so, relationships existed between certain N-DAs (call making, passenger scouting, fare collection sight-seeing and money counting) and loss of concentration by drivers on one hand; and between loss of concentration and the forms the loss of concentration took. It can be concluded from the findings that driving was disrupted and uncoordinated when combined with non-driving activities.     

Career and work attitudes of blue-collar workers,and the impact of a natural disaster chance event on the relationships between intention to quit and actual quit behaviour

Despite being part of a highly visible and important occupational group, blue-collar workers have, to date, been under-represented in careers research. We explore the relevance and applicability of new career concepts to blue-collar employees, specifically, bus drivers. Based on a survey of 112 bus drivers, we test a model specifying the relationship between career attitude, perceived organizational support, psychological contract, and job satisfaction, as well as intention to quit. Employing a two-phase data collection process, we also test relationships between intentions and actual quit behaviour. Our results support the validity of career theories for blue-collar workers but with notable exceptions, such as lack of relationships between protean career and intention to quit. Contrary to intention-behaviour theory we find that actual quit behaviour was not related to intention to quit, which we attribute to a significant external chance event, a devastating earthquake, which took place during the study period. In addition, we identify relationships that appear to be unique to blue-collar workers.     

THE USE OF CONTINGENT-INTERRUPTED MUSIC IN THE TREATMENT OF DISRUPTIVE BUS-RIDING BEHAVIOR

The present study evaluated the efficacy of using contingent-interrupted music in treating the disruptive bus-riding behavior of an 8-year-old profoundly retarded female. Music was played during each bus ride as long as the subject was sitting appropriately, and interrupted contingent upon each response defined as disruptive bus riding, during an ABCDCDCDA design. A significant reduction in disruptive bus riding occurred with each introduction of contingent-interrupted music. The treatment procedure described in this report was easy to administer, produced rapid treatment gains, and showed virtually no regression during an 8-week follow-up period.     

When the wheels on the bus go round: social interactions on the school bus

Children’s social interactions are often dependent upon the setting or context in which they occur. The current study explored the school bus as a unique context for social interaction. One hundred and fifty-seven elementary school students (78 males and 79 females), in grades 3, 4, and 5, completed a questionnaire concerning the rate and types of prosocial and aggressive behaviors that occur on the school bus ride. Overall, findings indicated that students were prosocial more often on the school bus than they were aggressive. Regarding the types of social behaviors, differences found in the current study were distinctive. Participants mentioned non-traditionally studied prosocial behaviors (e.g., companionship and benevolence) more often than traditionally studied behaviors (e.g., sharing and helping). In addition, participants mentioned physical aggression more often among their female peers than among their male peers. This study reveals the importance of context in understanding children’s social behaviors. It is concluded that the present results have important implications for the school bus context and for future research on children’s social interactions.

Public transportation training: in vivo versus classroom instruction

This study evaluated a classroom program to teach public transportation usage (bus-riding skills) to retarded persons. Based on a task analysis of specific skills, five retarded male students were taught each of the components of locating, signalling, boarding and riding, and exiting a bus. These skills were taught sequentially, using training procedures consisting of role playing, manipulating the actions of a doll on a simulated model, and responding to questions about slide sequences. Before, during, and after training, subjects were tested on generalization probes in the classroom and in the natural environment. Results of a multiple-baseline design across subjects indicated that up to 12 months after termination of training, each subject exhibited appropriate bus-riding skills on actual city buses. Two other subjects were trained on each skill component in vivo, on city buses, in order to compare the relative effectiveness and efficiency of classroom versus in vivo training. Both of these subjects acquired appropriate bus-riding skills; however, the in vivo training procedure was both more time consuming and expensive than classroom training. These findings further demonstrate the effectiveness and practicality of properly designed classroom training procedures for teaching community survival skills to retarded persons.     

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.     

Sharing is (s)caring? Interactions between buses and bicyclists on bus lanes shared with bicyclists

This paper presents the results of an observation study of interactions between bicyclists and buses on shared bus lanes. The aim of the paper is to analyse bicyclists’ safety on bus lanes shared with bicyclists. Straight sections of two bus lanes shared with bicyclists in Belgium are observed. All interactions between bicyclists and buses over two full weeks are recorded and analysed. Additionally, the lateral position and riding speed of bicyclists that are in interaction with buses are compared with the behaviour of bicyclists that are not in interaction with buses. One of the observed bus lanes is in line with road design guidelines in a number of countries that state that a sufficiently narrow bus lane (<3.5 m) is hypothesised to be safer than a somewhat wider bus lane; the other observed bus lane is deemed too wide according to these guidelines and is hypothesised to lead to close overtaking manoeuvres.The results show that close interactions between bicyclists and buses are relatively frequent on both types of analysed bus lanes. Close overtaking manoeuvres (a bus overtakes a bicyclist with a lateral distance less than 1 m) as well as close bicycle-following situations (a bus drives behind a bicyclist with a time gap less than 2 s) are quite common on both analysed bus lanes. The analyses could not confirm the hypothesis that a sufficiently narrow bus lane is safer than a wider bus lane. On the contrary, close interactions seem even slightly more common on the narrower bus lane. Slightly more close overtaking manoeuvres take place on the narrower bus lane, but the difference is not statistically significant. Additionally, more bicycle-following situations take place on the narrower bus lane because overtaking is more difficult. The results show that buses often maintain a close time gap in these situations. The overtaking speed of the buses is, however, significantly higher on the wider bus lane compared to the narrower one.Moreover, the presence of a bus has an influence on the behaviour of bicyclists. Bicyclists who get overtaken by a bus ride more closely to the edge of the road than bicyclists who are not in interaction with a bus. While the road design guidelines assume that bicyclists take up a width of one meter from the edge on bus lanes shared with bicyclists, the observations show that bicyclists take up much less space while being overtaken. The presence of a bus does not have a significant influence on the standard deviation of the lateral position of the bicyclist. On the narrower bus lane, some findings suggest that bicyclists who are involved in an interaction with a bus ride faster than bicyclists who are not involved in an interaction with a bus.     

Autonomous buses: Intentions to use,passenger experiences,and suggestions for improvement

Research on the use of autonomous vehicles as a mode of public transport in a city context is lacking. This paper focuses on the use of recently established autonomous buses (self-driving electric shuttle buses) running along a regular public transport line in a residential area of Oslo, Norway. We use a mixed-methods approach based on survey and interview data from two independent studies. The paper examines intentions to use autonomous buses before and after these were introduced in the case area as well as how passengers experience traveling by autonomous bus. Results show that the intention to use the autonomous buses was mostly positive both before and after using them. Most users felt safe while traveling by autonomous bus. Two suggestions for improvement made by the users were to: increase the speed and reduce the abrupt breaking of the autonomous buses. Overall, outcomes from this paper suggest that residents would be willing to use autonomous buses if these offer more frequent bus departures than the existing ones. However, as full automation has not been achieved yet and there is a host on board who can control the vehicle if necessary, passenger experiences and intentions to use should be reassessed with fully automated buses in future studies.     

危险类型对公交驾驶员危险知觉的影响

结合反应时方法和多维度驾驶风格量表,以140名公交驾驶员为研究对象,采用2（危险类型：隐藏危险、明显危险）×2（驾驶员分组：有无交通违规/事故记录）的混合实验设计考察危险类型对危险知觉的影响。结果发现：驾驶员对明显危险的反应时比隐藏危险短,无交通违规/事故记录驾驶员对明显和隐藏危险的反应时均比有交通违规/事故记录驾驶员短。控制驾驶风格后,危险类型主效应不再显著。结果表明,公交驾驶员危险知觉的特点随着危险类型不同而变化。