ALBERT

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 64〈/p〉 〈p〉Author(s): Kayla Fleskes, David S. Hurwitz〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉One proposed benefit of automated vehicles (AVs) is their potential to mitigate the occurrence of serious crashes due to human error or poor decision making while driving. However, there are still many concerns associated with the use of SAE Level 3 AVs, which require intervention by a human driver after a take-over request (TOR). These concerns intensify when vulnerable road users, such as bicyclists, are introduced to the driving environment. The objective of this research was to investigate how human drivers of AVs interact with bicyclists during a right-turn maneuver after receiving a TOR. Changes in driver performance, including visual attention and crash avoidance behavior, were measured by using a high-fidelity driving simulator, with 43 participants each completing 18 right-turn maneuvers. Three independent variables were studied: the bicyclist’s proximity to the intersection, the driver’s proximity from the intersection when the TOR was received, and the driver’s engagement in a distracting secondary task (a game on a tablet). In general, the results showed that the introduction of the secondary task led to decreased driver performance with respect to time-to-collision and the time that it took a driver to first identify the bicyclist on the roadway. When given more time to react before the intersection, drivers generally had safer interactions with the bicyclist.〈/p〉〈/div〉 〈/div〉 〈div xml:lang="en"〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S136984781830411X-ga1.jpg" width="426" alt="Graphical abstract for this article" title=""〉〈/figure〉〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 66〈/p〉 〈p〉Author(s): J. Pablo Nuñez Velasco, Haneen Farah, Bart van Arem, Marjan P. Hagenzieker〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Partially and fully automated vehicles (AVs) are being developed and tested in different countries. These vehicles are being designed to reduce and ultimately eliminate the role of human drivers in the future. However, other road users, such as pedestrians and cyclists will still be present and would need to interact with these automated vehicles. Therefore, external communication interfaces could be added to the vehicle to communicate with pedestrians and other non-automated road users. The first aim of this study is to investigate how the physical appearance of the AV and a mounted external human-machine interface (eHMI) affect pedestrians’ crossing intention. The second aim is to assess the perceived realism of Virtual reality based on 360° videos for pedestrian crossing behavior for research purposes. The speed, time gap, and an eHMIs were included in the study as independent factors. Fifty-five individuals participated in our experiment. Their crossing intentions were recorded, as well as their trust in automation and perceived behavioral control. A mixed binomial logistic regression model was applied on the data for analysis. The results show that the presence of a zebra crossing and larger gap size between the pedestrian and the vehicle increase the pedestrian’s intention to cross. In contrast to our expectations, participants intended to cross less often when the speed of the vehicle was lower. Despite that the vehicle type affected the perceived risk of the participants, no significant difference was found in crossing intention. Participants who recognized the vehicle as an AV had, overall, lower intentions to cross. A strong positive relationship was found between crossing intentions and perceived behavioral control. A difference in trust was found between participants who recognized the vehicle as automated, but this did not lead to a difference in crossing intentions. We assessed the research methodology using the presence questionnaire, the simulation sickness survey, and by comparing the results with previous literature. The method scored highly on the presence questionnaire and only 2 out of 55 participants stopped prematurely. Thus, the research methodology is useful for crossing behavior experiments.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Rico Krueger, Taha H. Rashidi, Joshua Auld〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper presents an empirical analysis of a survey among public transit users in the Chicago metropolitan area. The survey collected information about travelers’ general preferences for travel-based multi-tasking during public transit use, revealed preferences for travel-based multi-tasking during a reference trip by public transit in the Chicago metropolitan area and general preferences for travel-based multitasking during the use of ride-hailing services. To analyze the preference data, a rank-ordered logit models is estimated. The findings show that preferences for performing different productive and non-productive tasks while traveling can largely be explained by individual-specific attributes such as age and marital status as well as by trip-specific attributes such as the trip duration and travel party composition. In addition, the survey requested information about the usefulness of travel-based multitasking during the reference trip. Individuals traveling by themselves and for at least twenty minutes are found to be comparatively more likely to have been able to free up time later in the day, as they were able to multitask during the reference trip.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Sogol Kharrazi, Bruno Augusto, Niklas Fröjd〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This article investigates the potential of a motion based driving simulator in assessing and comparing dynamic performance of different heavy vehicles. A driving simulator study with 55 professional truck drivers is performed and the achieved results show a strong correlation between the objective and subjective measures of the different vehicles performance. The motion based driving simulator is used to compare the performance and controllability of high capacity transport vehicles with conventional heavy vehicles.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Sonia Adelé, Sabine Tréfond-Alexandre, Corinne Dionisio, Pierre-Alain Hoyau〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Little research has examined the behavior of public transport users in response to a service disruption that has just occurred. This article aims to identify the different ways in which suburban train passengers cope with service interruptions or delays and to identify the factors involved in their decision-making process. We conducted a study mixing two methods: a revealed-preference questionnaire that asked 185 participants about their choices during the last major disruption they encountered and a diary study in which participants described all disruptions they experienced during a two-week period. Eighty disruptions were reported in detail by 38 users. We analyze our results using multiple correspondence analysis and ascending hierarchical clustering to construct eight suburban train passenger behavioral profiles. Additionally, we compare different cases of disruption (in a multiple-case study). We identify three categories of factors affecting suburban train user behavior: individual-specific factors, journey-specific factors and information-specific factors. The findings show that user expertise, car availability, perception of service recovery time, opinions on passenger information services, available transport services, time constraints, and the moment and place at which communication about the disruption is received influence user behavior.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Dennis van Soest, Miles R. Tight, Christopher D.F. Rogers〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In order to transform urban transport systems to get a potentially healthier and happier travelling public, it is important to understand how people perceive different urban travel modes, since this can affect their travel satisfaction, health and well-being. These perceptions were explored for five transport modes (walking, cycling, car driving, using bus and using train), in four areas in Birmingham, UK. The areas were chosen to reflect differing levels of deprivation and public transport provision. Data were collected using a postal questionnaire, which included a ‘free associations’ methodology. Respondents had to write down the first three associations that come to mind when thinking about each of the five modes, and subsequently rated how positive or negative each association felt to them. Perceptions of all modes except car driving differed significantly across the four neighbourhoods. The level of deprivation seemed to play a particularly distinctive role, as did the availability of public (rail) transport. There were strong relationships between the perceptions of a transport mode and its use, and sometimes also the use of other modes. Exploring perception using a free associations methodology provides insights into the strengths and weaknesses of transport modes as perceived by citizens from different backgrounds, as well as their predisposition to change modes.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Kyle S. Bunds, Jonathan M. Casper, James A. Hipp, Joerg Koenigstorfer〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Walking is one mode of active transportation that cities around the world promote not only to increase public health, but also to fight climate change. The goal of the present study is to assess the relevance of air quality, noise, green environment, and traffic as well as time and distance considerations on individuals stated walking preferences. In total, 501 US residents participated in an adaptive choice based conjoint study. The following seven attributes were considered (with three levels each): air pollution level, air pollution source, noise level, noise source, natural environment, traffic, as well as walking time and distance. Part-worth utility and relative importance scores were estimated using hierarchical Bayes analyses. Air pollution level was the most important attribute, followed by traffic, noise level, and the natural environment. The findings help identify burdens for walking in urban areas, particularly with regard to air pollution levels and traffic condition (which have a combined relative importance of 41%). Pro-environmentalists select their routes based on both air pollution and noise levels, thus they might be particularly interested in informing themselves about, and monitoring, these attributes. City planners should create opportunities for active routes that offer clean air, some greenery, natural sound, and low traffic, and inform city residents better about these attributes.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Md Mahmudur Rahman, Shuchisnigdha Deb, Lesley Strawderman, Reuben Burch, Brian Smith〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Self-driving vehicles (SAE Level 5) are driven by automated vehicle technology and without any human driver input. These vehicles will especially be helpful to people who cannot drive, whether for medical- or age-related reasons. Since the current population of older Americans is the largest it has ever been, it is important to study transportation needs for older population and the potential of self-driving vehicles to solve their mobility problems. This study investigated older adults’ (aged 60 and over) perception of self-driving vehicles from the perspective of users and pedestrians. Five factors were measured to assess older adults’ perception including 〈em〉attitude〈/em〉, 〈em〉perceived usefulness〈/em〉, 〈em〉social norm〈/em〉, 〈em〉trust〈/em〉, and 〈em〉compatibility〈/em〉. Older adults’ willingness to use a self-driving vehicle, defined as 〈em〉acceptance〈/em〉, was also assessed. Data collection (〈em〉N〈/em〉 = 173) was done using an online survey approach. The results show that older adults perceive self-driving vehicles with positive 〈em〉attitude〈/em〉, 〈em〉perceived usefulness〈/em〉, 〈em〉trust〈/em〉, 〈em〉social norm〈/em〉, and 〈em〉acceptance〈/em〉 as users. However, as pedestrians, the perception was either neutral or negative, except for the positive 〈em〉perceived usefulness〈/em〉. The results also revealed that if the older adults are familiar with self-driving vehicles, they are more likely to have a favorable perception of them. These results indicate great potential for the adoption of self-driving vehicles by older adults. However, they also raise concern about the interaction between older pedestrians and self-driving vehicles. The findings of this study will be helpful to developers in designing vehicles that meet the transportation needs of older adults and allow effective interaction between them and the vehicles.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Oliver Jarosch, Svenja Paradies, Daniel Feiner, Klaus Bengler〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Objective〈/h6〉 〈p〉The aim of this study was to investigate the effects of non-driving related tasks on the drivers’ fatigue in prolonged conditional automated driving (CAD) in on-road real traffic environment.〈/p〉 〈/div〉 〈div〉 〈h6〉Background〈/h6〉 〈p〉In CAD, the driving task is executed by the system. This leads to a monotonous situation for the driver as he just has to intervene if requested by the system. Monotony and increasing automation are known causations for fatigue and drowsiness. In previous studies (mostly conducted in driving simulators) an impaired take-over performance due to emerging fatigue and drowsiness could be observed. In the driving simulator studies a rapid increase in drowsiness and fatigue could be observed. To investigate if similar results occur in real traffic environment on-road a 〈em〉Wizard of Oz〈/em〉 approach was used.〈/p〉 〈/div〉 〈div〉 〈h6〉Method〈/h6〉 〈p〉Forty-two participants experienced prolonged conditional automated rides on-road in real traffic environment. To provoke fatigue one part of the participants had to engage in a monotonous monitoring task. A control group had no requirements according to the NDRT and had free choice of their activity. Effects on fatigue were measured using percentage of eye-lid closure over time (PERCLOS) and subjective Karolinska Sleepiness Scale (KSS).〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Prolonged CAD in real traffic environment and simultaneously engaging in a monotonous monitoring task negatively affected the drivers’ state. PERCLOS and subjective KSS significantly increased compared to the control-group.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusion〈/h6〉 〈p〉Fatigue in CAD can emerge in real traffic environment as fast as in driving simulator environments. Especially when participants had to engage in a monotonous monitoring task PERCLOS and KSS rose.〈/p〉 〈/div〉 〈div〉 〈h6〉Application〈/h6〉 〈p〉The results of this study demonstrate that due to increasing monotony fatigue can emerge in CAD within a one hour drive. The development of fatigue is comparable to the development of fatigue in the driving simulator, where an impaired take-over performance due to fatigue could be observed. Therefore, a monitoring of the driver state and adapted assistance in a take-over situation seems to be a good opportunity to ensure safety in CAD.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Hyunjin Kim〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Commuters worldwide can now travel to work using unmanned subway services while tourists may travel to holiday destinations on planes that employ automatic flight control equipment. More recently, autonomous buses have made their debut in several cities. Technological advances in transport services, however, are accompanied by challenges to passengers’ perceived safety and the acceptability of the technology. While passengers’ anxiety and fear appear to reduce their acceptance of new technologies, trust has been shown to positively affect their acceptance of automation and autonomous vehicles. In this vein, the present study investigates the trustworthiness of automated subway services in Korea with regard to passenger anxiety and fear. First, automated subway-specific trustworthiness factors are identified through exploratory factor analysis. Subsequently, the effects of the identified factors on passenger anxiety and fear are examined using structural equation modeling. The results indicate that attributes that contribute to the trustworthiness of automated subways are grouped into automation- and service-related factors: ‘automation trustworthiness’ and ‘service trustworthiness’, both of which appear to negatively affect passengers’ anxiety and fear, mediated by the passengers’ sense of certainty and coping potential. The negative effects of trustworthiness on anxiety and fear indicate that strengthening of the trustworthiness factors must be accompanied with technological advances in transportation. The implications for strengthening the trustworthiness of unmanned automated subways and other transport services employing autonomous features are presented, correspondingly, in this study.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Athena Tsirimpa, Amalia Polydoropoulou, Ioanna Pagoni, Ioannis Tsouros〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Reward-based instruments have the potential to encourage individuals’ shift towards multimodal mobility options, thus contributing to a more sustainable and resilient transport environment. This paper aims to investigate the effects of reward-based instruments on promoting emerging mobility schemes and active transport, through real-world demonstrations in two European cities. Specifically, a route planning mobile application which tracks users’ travel patterns was used to integrate a reward program offering points to incentivize people towards sustainable multimodal choices, including public transport, cycling and walking. In addition, a web-based questionnaire survey was conducted, and a discrete choice model was developed to model individuals’ multimodal choice in the presence of different reward types, including monetary rewards, points and the provision of added value services. Overall, our findings indicate that reward-based instruments can contribute to the promotion of sustainable and emerging transport services. In particular, participants spent more time in public transport usage and walking during the reward-based period. Our results indicate that rewards could increase individuals’ time spent in public transport usage and walking by about 21 min and 14 min per day respectively. Furthermore, it is found that public transport users were mostly motivated by rewards, while car users and walkers were not motivated towards cycling. Finally, the results indicate that Birmingham’s users were more motivated than Vienna’s participants, as public transport usage increased by about 209 min per week in Birmingham vs. 74 min per week in Vienna. Similar patterns of increase in the cities were observed for walking, while some population groups in Vienna were found insensitive to the prospect of earning rewards for using sustainable transport modes.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): John Thøgersen, Jonas V. Ebsen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper investigates motivational reasons for the low adoption of electric cars (ECs) in Denmark. A theoretical framework was developed based on prior research and reasoned action theories (extended TPB and TAM), and a mixed-method approach consisting of in-depth interviews (n = 7) and a survey of a sample of Danish car owners (〈em〉N〈/em〉 = 238) with an oversampling of EC owners was employed. We find that Danish car owners’ intention to buy an EC increases with their attitude towards ECs and felt moral obligation to buy an eco-friendly car and decreases with increased perceived difficulty in use and feeling uncertain about ECs. Social influence on buying intentions is mediated through the attitude towards ECs and felt moral obligations. Personal experience as an EC owner leads to more favorable beliefs about ECs, which make all motivational factors more favorable. In order to increase demand for ECs, the focus should mainly be on reducing uncertainty and negative expectations. The most effective tool for achieving this is extended trial experience. In addition, communication and other means should be employed to alter the perceived balance between costs and benefits of the EC, including social norms marketing using testimonial advertising and word-of-mouth communication from satisfied EC owners.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Debargha Dey, Marieke Martens, Berry Eggen, Jacques Terken〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper discusses whether the knowledge of the driving mode of an approaching vehicle (manual vs. automated) influences pedestrians’ decisions while crossing a street. Additionally, the paper explores how different appearances and driving behaviours of vehicles interact with driving mode in affecting pedestrians’ road-crossing behaviours. In a video-based experiment with sixty participants, two vehicles with different appearances (a BMW 3 and a Renault Twizy) were presented as either manually-driven or automated vehicles. Both vehicles displayed either yielding or non-yielding behaviour on a straight road devoid of other traffic. Participants were asked to indicate whether they would cross the street in front of the approaching vehicle, at different distances ranging from 45 m to 1.5 m. The results showed that there was no significant influence of the knowledge of the driving mode (manually-driven vs automated) on pedestrians’ willingness to cross the street at any distance. The vehicle’s behaviour (whether it is maintaining speed or yielding) played a dominant role in pedestrians’ decision to cross a road, and this was similar for both modes and both vehicles, at all distances. However, results suggested that in situations and at distances when the intent of the vehicle was not fully clear by the behaviour of the car alone, there were differences between the two vehicles at certain distances, which could be attributed to the differences in their appearance such as size, aggressiveness and novelty. A futuristic-looking vehicle inspired less confidence in road-crossing situations compared to an ordinary-looking vehicle. Additionally, a novel and futuristic-looking vehicle appeared to make it easier for people to believe that it is an automated vehicle. We conclude by discussing design implications for the development of external HMIs automated vehicles.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Maytheewat Aramrattana, Anders Andersson, Frida Reichenberg, Niklas Mellegård, Håkan Burden〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Simulation is often used as a technique to test and evaluate systems, as it provides a cost-efficient and safe alternative for testing and evaluation. A combination of simulators can be used to create high-fidelity and realistic test scenarios, especially when the systems-under-test are complex. An example of such complex systems is Cooperative Intelligent Transport Systems (C-ITS), which include many actors that are connected to each other via wireless communication in order to interact and cooperate. The majority of the actors in the systems are vehicles equipped with wireless communication modules, which can range from fully autonomous vehicles to manually driven vehicles. In order to test and evaluate C-ITS, this paper presents a distributed simulation framework that consists of (a) a moving base driving simulator; (b) a real-time vehicle simulator; and (c) network and traffic simulators. We present our approach for connecting and co-simulating the simulators. We report on limitation and performance that this simulation framework can achieve. Lastly, we discuss potential benefits and feasibility of using the simulation framework for testing of C-ITS.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Mirbahador Yazdani, Amir Abbas Rassafi〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉A high percentage of crashes occur at black spots of rural highways, and it is of paramount importance to employ strategies that can significantly reduce these crashes. The use of warning systems is one of the different methods of achieving this goal, and this study evaluates the effectiveness of these systems in different classes of drivers. To analyze the effects of warning systems on driver performance, three speed measures (mean speed, speed variation and speed limit violation) were applied. Forty-eight male and female drivers were categorized into three age groups, namely young (18–35 years old), middle age (36–55 years old) and elderly (above 55 years old), and they were asked to drive on a rural two-lane two-way highway in the north-west of Iran to conduct the experiment. The results indicate that middle-aged men and elderly women had the highest and lowest recorded mean speeds at black spots respectively both in the warning and non-warning states. On the other hand, young male drivers had the highest speed variations in the warning state, and middle-aged male drivers recorded the lowest variations in the non-warning state. Concerning the violation of speed limit at the black spots, young and middle-aged men had the highest number of violations in the warning and non-warning states respectively. Elderly women were found to be the most cautious group both in the warning and non-warning states. Conclusively, strategies such as changing the type and number of warnings are proposed to improve the effectiveness of the warning systems in special groups of drivers.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Stéphanie Cœugnet, Béatrice Cahour, Sami Kraiem〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study investigates pedestrian street-crossing decision-making to better appreciate both the complexity and the dynamics of this activity by analyzing the cognitive, emotional and social processes involved in such situations. We consider street-crossing decision-making in the context of situational awareness (Endsley’s model) by exploring other variables that may influence the decision-making: time pressure, emotions and social influence. Twenty participants were included in the study. They were instructed to negotiate two 1 km-routes in a large city using a paper map. After each route, they were invited to participate in an elicitation interview. A time pressure context was added for half of the participants. The originality of the method was based on the mixed approach of observable variables (video recordings from the viewpoint of the pedestrian and of an external observer) and the subjective experience of the street crossing by the pedestrian (e.g., perception, thoughts, feelings, anticipation) according to the situation’s dynamics. In total, the data included 67 elicited and recorded street crossings. The data indicated that approximately one-third of the street-crossing decisions were risky. In our observations, street-crossing decision-making was modulated by street-crossing habits, the environment configuration, the social influence, the learning of the road situation and the vehicle behavior. This study accounts for the complexity of street-crossing, the related risk and its links with feelings.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 65〈/p〉 〈p〉Author(s): Marlene Weber, Joseph Giacomin, Alessio Malizia, Lee Skrypchuk, Voula Gkatzidou, Alex Mouzakitis〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉The growing sophistication of technologies and sociological advances are major causes for the dramatic change the automotive sector is currently undergoing. To address changes from a human-centered design perspective an improved understanding of the occupants’ emotional experience and behavior is required. Facial-Expression Analysis (FEA) is an emerging tool in support of such an approach, suitable for automotive research due to its non-contact application and low intrusiveness.〈/p〉 〈p〉The research described here investigated the dependency of the occupants’ emotional experience on road types and driving conditions by investigating emotional responses and their causes through FEA and observational analysis.〈/p〉 〈p〉Twenty-one university students and staff were recruited for the real-time test on a planned road circuit covering different road types and conditions. Facial-expression data and video information from two in-car cameras were collected during an average driving time of 40 min per participant. A multi-method approach was applied for the data analysis, including both quantitative statistical analysis and qualitative observational analysis, as well as an inter-observer reliability test. Emotion frequencies were compared between the different road types, resulting in a percentage difference from the total average of emotion frequency of −6.09% below average for urban roads, +11.15% above average for major roads and +4.88% above average for rural roads.〈/p〉 〈p〉The causes most frequently assigned to the emotional responses in this dataset were poor road conditions and causes related to the navigation device. The research supported the dependency of emotional experiences on the driving condition and type of road. The study presents the first step of a human-centered design approach towards modern automotive design. The results have wide application in automotive design, applicable to the development of, for instance, an affective human-machine interaction or a personalized autonomous driving experience.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Jennifer Howcroft, Frank Knoefel, Bruce Wallace, Rafik Goubran, Michelle M. Porter, Shawn Marshall〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Naturalistic in-car driving informatics provides opportunities to identify links between driving behaviours and cognitive and physical health status. The coefficient of variation was used to evaluate deceleration event variability (1) for differences between 171 older adult drivers grouped based on physical and cognitive scores and (2) for changes that aligned with longitudinal health changes in 62 older adult drivers. Differences in older adult physical and cognitive health status were related to deceleration event variability. Greater deceleration event variability was identified in individuals with better cognitive health, with two exceptions. There were also deceleration events subsets where individuals with poorer physical health status exhibited greater variability in deceleration patterns than those with better health status. CoV-measured deceleration event variability did significantly decrease for individuals with longitudinal cognitive health decline and for individuals with longitudinal physical health declines (velocity signal only) for decelerations subsets and CoV increased for individuals with longitudinal physical health decline for acceleration and jerk signals for event deceleration subsets. These findings suggest that worse cognitive health may limit older adult driver’s ability to adapt deceleration patterns when needed, resulting in lower CoV-measured variability. However, particularly in situations that require less adaptation to deceleration patterns, worse physical health may induce unnecessary variability during deceleration events. Further investigation is warranted to determine whether differences in variability relate to successful braking collision avoidance behaviours.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Jing Shi, Meiyu Liu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Inappropriate lane changing behaviour increases a driver’s risk of being involved in a crash and the injury severity levels. It is hypothesized in this study that differentiated per-lane speed limit freeways could reduce inappropriate lane changing behaviours. A driving simulator experiment was conducted to investigate drivers’ lane changing behaviour and the corresponding workload levels when different speed limit values are assigned to different lanes. Participants (〈em〉N〈/em〉 = 36) experienced three different test scenarios with different speed limit configurations. Lane changing behaviours are compared in regards to five measures describing lane changing behaviour. Meanwhile, task workload indexes were developed to evaluate key aspects of drivers’ subjective experience of the test. The results reveal that the speed limit configurations have a considerable impact on lane changing behaviour as well as on the corresponding driving workload levels. This applies especially to the scenario with both different maximum and minimum speed limits for adjacent lanes, with drivers behaving differently than they did in other situations. Lane changes were found to be less frequent and have shorter durations, and drivers tended to avoid the dangerous behaviour of “rolling on the lane edge”, therefore these compensatory safety-prone driving strategies suggest an enhanced driving safety level in association with the differentiated per-lane speed limit scenarios. The findings could provide important references for traffic management of freeways.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Heejin Jeong, Yili Liu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Driving on horizontal, curved roads requires much research attention because it tends to result in more accidents compared to driving on straight roads. Several studies have found that non-driving-related-task (or secondary-task) sensory modality and horizontal-road geometry (e.g., curvature radius and curve direction) are major factors that affect driving performance and safety on horizontal curves. However, few studies have examined the combined effects of these factors. This paper reports a driving simulation study of the impacts of non-driving-related-task modality (4 levels), road curvature radius (4 levels), and curve direction (2 levels) on driver behaviour. Eye movements, lane-keeping performance, and subjective workload of 24 participants were measured. The results showed that drivers performing non-driving-related tasks using visual stimuli or manual responses on curved roads fixated less frequently and with shorter durations on the road and showed poorer lane-keeping performance compared to other modalities. In addition, when driving on sharper curves with a non-driving-related task, drivers looked at the road more frequently and longer, but their lane-keeping performance was poorer (i.e., higher standard deviations of lane position and of steering wheel angle). Participants reported higher visual demand when performing visual-speech types of tasks compared to auditory-manual types of tasks. The practical implications for driving safety on horizontal, curved roads are discussed.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Frederik Naujoks, Katharina Wiedemann, Nadja Schömig, Sebastian Hergeth, Andreas Keinath〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In most levels of vehicle automation, drivers will not be merely occupants or passengers of automated vehicles. Especially in lower levels of automation, where the driver is still required to serve as a fallback level (SAE L3) or even as a supervisor (SAE L2), there is a need to communicate relevant system states (e.g., that the automated driving system works reliably or that there is a need for manual intervention) via the Human-Machine Interface (HMI). However, there are currently no agreed-upon guidelines that apply specifically to HMIs for automated driving. In this paper, we summarize design recommendations for visual-auditory and visual-vibrotactile HMIs derived from empirical research, applicable standards and design guidelines pertaining to in-vehicle interfaces. On this basis, we derive an initial set of principles and criteria for guiding the development and design of automated vehicle HMIs. A heuristic evaluation methodology consisting of an itemized checklist evaluation that can be used to verify that basic HMI requirements formulated in the guidelines are met is also presented. The heuristic evaluation involves an inspection of the HMI during typical use cases, judging their compliance with the proposed guidelines and documentation of identified instances of non-compliance. Taken together, the combination of the proposed guidelines and the heuristic evaluation methodology form the basis for both design and validation recommendations of automated vehicle HMIs, that can serve the industry in the important evolution of automation within vehicles.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Bharat Kumar Pathivada, Vedagiri Perumal〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Intersections are important node points in the road network, ensuring safe and efficient way of maneuvering the traffic. The Ministry of Road Transport and Highways (MORTH) reported in year 2016 that the highest number of road accidents in India happened at intersections accounting for nearly thirty seven percent (37%) of the total crashes that took place. Even though traffic signals are considered to be the most effective way of controlling the traffic, more than 4300 lost their lives at signalized intersections in India. One of the main contributing factor in traffic signal related crashes is the presence of dilemma zone, where a driver becomes indecisive whether to pass or stop at the intersection on the yellow onset. Significant amount of research has been done on the dilemma driver behavior under homogeneous traffic conditions, however little or no research has been found on mixed traffic conditions, where vehicles do vary in physical and dynamic characteristics. The main motive of this study is to investigate the factors influencing the driver behavior in dilemma zone at signalized approaches in India under mixed traffic conditions. Field data was collected at five signalized approaches using video capturing technique to investigate the driver behavior. Frame by frame manual extraction resulted in 1054 driver responses at the yellow onset and binary logistic regression model is developed to represent the observed behavior. Distance from stop line, vehicle’s approach speed and type of intersection were found to be important factors in drivers stop/go decisions. Vehicle type, which is a characteristic of mixed traffic conditions is found to have a significant impact on the driver’s decision at the onset of yellow. The insights from this study findings can be used to enhance the safety and performance of signalized intersections in developing countries.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 58〈/p〉 〈p〉Author(s): Ahmad Tavassoli, Mahmoud Mesbah, Ameneh Shobeirinejad〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Passenger waiting time at transit stops is an important component of overall travel time and is perceived to be less desirable than in-vehicle travel time or access time. Therefore, an accurate model to estimate waiting time is necessary to better plan for transit and to improve patronage. The majority of previous studies on waiting time have either made very limiting assumptions on the arrival distribution of passengers or lacked a large-scale and high-quality dataset. The smartcard fare collection system in South-East Queensland, Australia, has provided the opportunity of very large-scale and highly accurate data on passenger boarding and alighting times and locations. In this research, all 130,000 daily rail passengers in all 145 stations of a network are considered. First a methodology is developed to match each individual passenger with the most likely rail service he/she boarded. Then, a hazard-based duration modelling approach is adapted to model passenger waiting time as a function of a variety of factors that influence waiting time. Log-logistic accelerated failure time (AFT) models are inferred to be appropriate among the models tested. The results indicate that: (a) the waiting time can be predicted accurately at various confidence levels; (b) the waiting time at all network stations can be predicted with a single model; and (c) a wide range of influencing parameters are statistically significant in the model, which can be categorized to temporal, infrastructure and operation, demographics, and trip characteristics parameters. The results of this study can be used for demand estimation, operational analysis, transit scheduling, and network design through an understanding of the effects of influential variables on waiting time.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): J. Harvey, W. Guo, S. Edwards〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉The number of older people, especially those over 85, is set to increase right across the developed world, and with it their needs for mobility and transport in societies with growing dependence on technology. Whilst technology has the potential to deliver significant benefits to older people, enabling greater mobility and independence, it may also leave them unable or unwilling to engage with it, risking loss of independence.〈/p〉 〈p〉The aims of this paper are to consider what needs to change to enable greater numbers of older travellers to access transport technologies and what are the key barriers to engaging with new and emerging technologies for older people. Thus, the paper looks to extend the knowledge of how older people engage with technology in relation to their mobility and travelling.〈/p〉 〈p〉A thematic content analysis of interviews with 32 older people and 4 experts yielded findings relating to technology use, examples of good design, and characteristics of older people’s interactions with technology.〈/p〉 〈p〉The recommendations relate to the two core research aims, including ergonomics and design, the need for security and trust, the traveller controlling the technology, the importance of user-centered design and the need for personalised and bespoke travelling arrangements for older travellers.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Boon Hong Ang, Shaun Wen Huey Lee, Jennifer Oxley, Khai Khun Yap, Keang Peng Song, S.B. Kamaruzzaman, A.V. Chin, K.M. Tan, H.M. Khor, Won Sun Chen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Introduction〈/h6〉 〈p〉The ability to drive longer and safely are crucial for many older adults. There is a growing evidence on self-regulatory practices amongst older drivers in developed countries, but limited studies are conducted in developing countries. This study aimed to explore self-regulatory practices amongst older Malaysian car drivers and motorcycle riders.〈/p〉 〈/div〉 〈div〉 〈h6〉Materials and methods〈/h6〉 〈p〉A cross-sectional study was conducted amongst older adults aged 60 years and above residing in two states located in the west coast of Peninsular Malaysia using a self-administered questionnaire. Stepwise regressions were performed to identify for key factors associated with driving/riding self-regulation and crash involvement. Multilevel modelling was conducted to examine the clustering effect of respondents recruited from the two states.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Six-hundred and thirty-seven respondents completed the questionnaire, with over three-quarters of them still driving/riding at the time of data collection. Physical fitness, behavioural and psychological changes experienced with advancing age were important motivators towards self-regulation. Motorcycle riders were found to be at a higher risk of crash involvement, and they were more prone to cease riding compared to car drivers.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusions〈/h6〉 〈p〉Self-regulatory practices amongst older car drivers and motorcycle riders were found to be different. As such, there is a need to customise evidenced-based approaches to cater for specific age groups and road users, particularly in a developing country like Malaysia, where motorcycle is often considered as an affordable mode of transport and is largely involved in road traffic crashes.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Dorrie Rizzo, Gilles Lavigne, Laura Creti, Marc Baltzan, Pierre Rompré, Sally Bailes, Catherine Fichten, Eva Libman〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Background〈/h6〉 〈p〉The present investigation examines the role of daytime sleepiness and fatigue and how these relate to driving behaviors and risk assessment in people newly diagnosed with obstructive sleep apnea (OSA).〈/p〉 〈/div〉 〈div〉 〈h6〉Methods〈/h6〉 〈p〉We recruited 47 individuals, (24 female, 23 male), between the ages of 25 and 71 (mean age = 51, SD = 11.28). Of those, 24 individuals were newly diagnosed with OSA and 23 individuals were in a comparison sample with similar proportions of biological sex and ages, who tested negative for OSA. All participants completed questionnaire measures related to sleep, psychological adjustment, driving behavior, sleepiness and fatigue, immediately after their follow-up appointment. We collected data on driving violations from registered driving records for the 5 years preceding their enrolment in the study, as well as sleep-related data for all participants.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Results show that individuals with OSA (M = 1.08, SD = 1.38) do not commit more driving violations than control participants (M = 0.64, SD = 1.26). Although drivers with OSA indicate significantly worse scores for fatigue (M = 7.73, SD = 3.71) compared with controls (M = 4.26, SD = 3.66), there was no significant difference for sleepiness between drivers with OSA (M = 10, SD = 3.57) and Controls (M = 8, SD = 3.69). An association between driving violations and sleepiness was found for drivers with OSA – 〈em〉r〈/em〉 (24) = −0.45, p 〈 .05 – but not for Controls – r (23) = −0.22, p 〉 .05.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusions〈/h6〉 〈p〉Fatigue, and sleepiness should be assessed as distinct constructs, and each should be taken into account separately in studies of driving risk.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Kirti Mahajan, Nagendra R. Velaga, Akhilesh Kumar, Alok Choudhary, Pushpa Choudhary〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉The aim of the study is to identify and model the role of payment incentives, driver work-rest patterns and other lifestyle habits influencing the drowsy driving behavior among long-haul truck drivers. To achieve this aim, this study targeted two main objectives: (1) to examine the significant differences between the groups of drowsy and non-drowsy drivers based on the opportunities of monetary incentives and (2) to examine the role of different factors: driver demographics, work-rest patterns, lifestyle and occupational characteristics particularly incentives associated with driving in causing driver sleepiness among Indian truck drivers. The study is based on interview responses from 453 long-haul truck drivers approached in three Indian cities – Mumbai, Indore and Nagpur.〈/p〉 〈p〉Initial principal component analysis of the responses related to financial incentives (occupational characteristics) resulted into two correlated factors: (i) willingness to earn extra payments if offered (WEP) and (ii) incentives available in the current driving experience (ICD) that influence driver work-rest patterns and alertness while driving. Kruskal-Wallis test showed a significant difference among the groups of sleepy and non-sleepy drivers due to these factors (WEP and ICD). Finally, a logistic regression model showed that long driving duration, working days per week, rest patterns, insufficient sleeping hours and history of violations were found significantly associated with drowsy driving among the long-haul truck drivers. Increase in consumption of caffeine and tobacco indicated reduction in driver alertness. According to the model results, the odds of drowsy driving were 77% less for drivers between 46 and 55 years compared to the young drivers (〈25 years). Driving under the influence of financial incentives was observed to increase the odds of falling asleep by 1.58 times among the truck drivers. This was apparently the most interesting and intriguing result of the study indicating the need for further research on the influence of financial or socio-economic motivations to sleepiness.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Atiyeh Vaezipour, Andry Rakotonirainy, Narelle Haworth, Patricia Delhomme〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Introduction〈/h6〉 〈p〉Rapid developments in transportation technologies, such as in-vehicle human-machine interfaces (HMI), have the potential to improve driving behaviour. However, the use of such approaches is typically voluntary and there are numerous barriers to their widespread implementation. The aim of the current paper is to evaluate the impact of monetary incentive combined with competition with other drivers on adoption and effectiveness of an eco-safe in-vehicle HMI. Moreover, this research assess intentions to use and willingness to purchase the in-vehicle HMI, both of which play crucial roles in sustained voluntary uptake of in-vehicle HMIs.〈/p〉 〈/div〉 〈div〉 〈h6〉Method〈/h6〉 〈p〉Forty drivers participated in a driving simulator experiment and questionnaires. Three variations of an eco-safe driving in-vehicle HMI were evaluated (advice only, feedback only, combined advice and feedback), followed by an incentive-based condition.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉The findings revealed the 4.7% reduction in fuel consumption with an addition of incentive and competition with other drivers associated with the use of in-vehicle HMI on eco-safe driving behaviour. Moreover, there was some evidence to suggest that a range of extrinsic and intrinsic incentives may be beneficial for increasing intentions to use such a system.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusions〈/h6〉 〈p〉We conclude that the addition of incentives may be more effective in encouraging greater intentions to use the in-vehicle HMI, compared to improving eco-safe driving behaviour associated with system use.〈/p〉 〈/div〉 〈div〉 〈h6〉Practical applications〈/h6〉 〈p〉This research provides valuable knowledge towards enhancing the current understanding of the nature and features of eco-safe in vehicle HMIs. Such information provides a foundation for the design and development of novel in-vehicle systems, incorporating the influence of competition with other drivers and incentives to enhance the motivation to use in-vehicle systems and consequently, improve drivers’ fuel efficiency and safe driving behaviour.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Naomi Kahana-Levy, Sara Shavitzky-Golkin, Avinoam Borowsky, Eli Vakil〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Robert J. Schneider, Josie L. Willman〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉By making commuting more enjoyable, workplaces, schools, and communities can become more attractive and competitive. We applied quantitative and qualitative methods to explore changes in commute satisfaction reported in the Fall 2017 University of Wisconsin-Milwaukee (UWM) Campus Travel Survey. Among the 2715 respondents who reported satisfaction scores for both their current commute to UWM and their previous commute to a different work or school location, 30% were more satisfied and 47% were less satisfied with their current commute. Binomial logistic regression identified several sociodemographic variables associated with increased satisfaction. In addition, respondents who had a shorter commute to UWM than their previous work or school location were 5.3 times more likely to report increased satisfaction. Respondents who shifted from a motorized mode to walking or bicycling were 2.5 times more likely to be more satisfied. Open-ended responses suggested that satisfaction with active commuting is likely due to benefits such as physical and mental health, social interaction, and being able to express values such as environmental protection and self-reliance. Importantly, active modes avoid the hassle and cost of automobile parking. Urban universities can frame strategies to promote active and sustainable travel modes as a means to support more enjoyable commute options.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): A. Boelhouwer, A.P. van den Beukel, M.C. van der Voort, M.H. Martens〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Partially automated car systems are expected to soon become available to the public. However, in order for any of the potential benefits of automated driving to arise, the driver and car need to establish effective, efficient and satisfactory interactions. Otherwise, the driver may rely too much on the automated car system, leading to dangerous situations or not relying on the system at all, making the automation pointless. This study studied whether the current method of providing information on (automated) car systems to drivers, which is mainly through owner’s manuals, can bring the driver’s mental model in accordance with the car’s capabilities. A total of 28 participants took part in a video- based driving simulator experiment. The participants were split into two groups: the first received no information about the system while the second did receive specific information about functionalities and system limitations. Each participant was seated in a driving simulator and experienced a partially automated car driving in city situations by means of videos projected on the outer screen. Participants were asked to indicate through the push of a button on the steering wheel if they felt that the car could no longer cope with the situation, and would take back control from the car if they were driving it on the real road. Each video was categorized as ‘requires a take-over’ or ‘does not require a take-over’ before the experiment, based on the system descriptions the participants received. Overall, the system information did not appear to support the participants in correctly deciding whether to take over or to rely on the system. The mental models of the participants did not seem to (sufficiently) change through the system information. Owner’s manuals may not be sufficient for future systems to provide drivers the necessary tools to be able to decide whether it is necessary to take back control of the car. In-vehicle support, tuned to the driver and the specific situation may be needed to safely guide this process.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Tim Horberry, Rachel Osborne, Kristie Young〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉To better understand the incidence and potential severity of pedestrian smartphone distraction in a city location, a non-invasive observational study was conducted in Melbourne, Australia. Video recordings of pedestrians crossing roads at eight city sites were undertaken during daytime conditions. Data were analysed both for pedestrian use of different smartphone functions such as hand-held calls, and for ‘critical events’ such as crossing the road at a prohibited time. The results found that, on average, 20% of pedestrians were using their smartphones when crossing roads, significantly more critical events occurred with smartphone users compared to non-smartphone users, and that the pattern of critical events was different for smartphone and non-smartphone users. The implications of these findings are discussed in terms of further research and potential countermeasures to minimise the occurrence, or impact, of pedestrian distraction.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Başar Demir, Türker Özkan, Sıla Demir〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Pedestrians hold high responsibility in accidents because of their unsafe traffic behaviors. Pedestrian violations are an important traffic safety problem, especially in low and middle-income countries. The problem would be better understood and solved by theory-based research on pedestrian violations. The theory of planned behavior (TPB) and the prototype willingness model (PWM) are two leading decision-making frameworks that are applied to a wide range of behaviors. These theories address the reasoned and social reactive components in decision-making. The current study aimed to compare the TPB and the PWM in pedestrian violations using structural equation modeling (SEM). The results revealed that the TPB, the PWM, and the integrative model of the TPB and the PWM were relevant models in understanding pedestrian violations and violation intentions. However, the explanatory power of the PWM and integrative models were higher than the TPB. These findings indicate that pedestrian violations happen mostly in a social reactive way (through willingness) rather than deliberate (intentional) way. Prototype perceptions, willingness, and perceived behavioral control were the most important predictors of pedestrian violations. The findings are discussed in relation to the efficacy of the TPB and the PWM, as well as the theoretical contributions and applied implications for practitioners.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Līva Ābele, Sonja Haustein, Laila M. Martinussen, Mette Møller〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Young drivers remain over-represented in road accident statistics and hazard perception is a likely source of a skills gap between younger and older drivers. The aim of this study was to examine whether a short hazard perception training intervention in a driving simulator enhances young drivers’ tactical hazard perception skills in pedestrian-related situations. The intervention combined error and instructional commentary training. Thirty young drivers were trained and compared to 30 untrained drivers based on their eye fixations and driving behaviour in potential visible and hidden hazard situations. The results showed that trained drivers responded to one of three hazards by decreasing speed, while untrained drivers did not. Additionally, trained drivers had lower self-assessed hazard perception skills after than before the training, suggesting that exposure to these critical situations and the opportunity to negotiate them increased their awareness of the limitations of their driving skills. The eye fixation analysis showed that trained drivers fixated on the hidden hazard locations more often, indicating that they had greater awareness of the situation than untrained drivers. The training intervention showed a positive effect in improving drivers’ approach speed and fixations in hidden hazard situations, which requires more advanced hazard perception skills. This training intervention can be further developed into a training module as an addition to existing conventional training in the classroom and on the road.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Jinghui Yuan, Mohamed Abdel-Aty, Qing Cai, Jaeyoung Lee〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Managed lanes (MLs) system has been widely implemented on freeways to mitigate congestion and improve efficiency. MLs are usually designed as concurrent with general-purpose lanes (GPLs), and separated by a barrier or painted stripe with several at-grade ingresses and egresses. However, these kinds of designs may result in weaving segments between ingress (egress) and on-ramp (off-ramp). For example, vehicles from on-ramp must cross multiple GPLs to get access to the ML. This study aims to investigate the safety effects of weaving length, traffic condition, and driver characteristics on drivers’ mandatory lane change behavior based on a driving simulator study. Mixed factorial design with two within-subject factors (traffic volume: off-peak and peak; speed harmonization (SH): SH and Non-SH) and one between-subject factor (weaving length per lane change (〈math xmlns:mml="http://www.w3.org/1998/Math/MathML" altimg="si1.gif" overflow="scroll"〉〈mrow〉〈msub〉〈mi〉L〈/mi〉〈mrow〉〈mi mathvariant="italic"〉LC〈/mi〉〈/mrow〉〈/msub〉〈/mrow〉〈/math〉): 600 feet, 1000 feet, and 1400 feet) were employed in this study. Fifty-four licensed drivers were recruited to conduct this driving simulator experiment. Based on the experimental data, three lane change decision metrics (i.e., lane change merging gap, duration, and patience time), three lane change execution metrics (i.e., maximum longitudinal deceleration, lateral acceleration, and steering wheel angle), and two surrogate-safety metrics (i.e., number of conflicts and time exposed time-to-collision) were analyzed. Results indicated that for the ingress of MLs (entrance weaving segment), 1000 feet 〈math xmlns:mml="http://www.w3.org/1998/Math/MathML" altimg="si1.gif" overflow="scroll"〉〈mrow〉〈msub〉〈mi〉L〈/mi〉〈mrow〉〈mi mathvariant="italic"〉LC〈/mi〉〈/mrow〉〈/msub〉〈/mrow〉〈/math〉 would be recommended if the space is limited, otherwise 1400 feet 〈math xmlns:mml="http://www.w3.org/1998/Math/MathML" altimg="si1.gif" overflow="scroll"〉〈mrow〉〈msub〉〈mi〉L〈/mi〉〈mrow〉〈mi mathvariant="italic"〉LC〈/mi〉〈/mrow〉〈/msub〉〈/mrow〉〈/math〉 is preferable. For the egress of MLs (exit weaving segment), however, only 1000 feet 〈math xmlns:mml="http://www.w3.org/1998/Math/MathML" altimg="si1.gif" overflow="scroll"〉〈mrow〉〈msub〉〈mi〉L〈/mi〉〈mrow〉〈mi mathvariant="italic"〉LC〈/mi〉〈/mrow〉〈/msub〉〈/mrow〉〈/math〉 was recommended since 1400 feet 〈math xmlns:mml="http://www.w3.org/1998/Math/MathML" altimg="si1.gif" overflow="scroll"〉〈mrow〉〈msub〉〈mi〉L〈/mi〉〈mrow〉〈mi mathvariant="italic"〉LC〈/mi〉〈/mrow〉〈/msub〉〈/mrow〉〈/math〉 was found to be significantly more dangerous than 600 and 1000 feet 〈math xmlns:mml="http://www.w3.org/1998/Math/MathML" altimg="si1.gif" overflow="scroll"〉〈mrow〉〈msub〉〈mi〉L〈/mi〉〈mrow〉〈mi mathvariant="italic"〉LC〈/mi〉〈/mrow〉〈/msub〉〈/mrow〉〈/math〉. Moreover, peak traffic condition could significantly increase the difficulty of lane change behavior on the weaving segments, and speed harmonization could significantly improve the lane change safety on the entrance weaving segments.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Emily Grisé, Boer Cui, Anders Turim, Kevin Manaugh, Ahmed El-Geneidy〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Research has shown that the way in which a question is asked or the order in which it is received can influence the answer of respondents. Surveys are frequently used by transport professionals to better understand the psychology behind travelers’ level of satisfaction and derive policies. An awareness of how survey design impacts individuals’ responses to satisfaction-related questions is vital for any future policy analysis and development. This study uses travel data collected through a university travel survey, which was carried out during the fall and winter of 2017/2018, to examine the effects of seasonality, question wording, and question order on travel satisfaction. To test for question wording and seasonality, respondents were asked to rate their satisfaction with their last trip and satisfaction with their typical commute to work or school under either “warm and sunny” or “cold and snowy” conditions, depending on season of survey completion. To test the effect of question order, respondents were randomly assigned one of two survey versions in which the order of the two aforementioned trip satisfaction questions were switched. Our results confirm the presence of question order and wording effects on reported satisfaction levels, and to a lesser degree, differences in trip satisfaction due to seasonality. Results of this study highlight the need to practice caution when designing travel surveys, particularly with respect to how transport survey respondents are impacted by seasonality, question wording and order.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Glenyth Caragata, Andrew Wister, Barbara Mitchell〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Background and objectives〈/h6〉 〈p〉Age related changes often compromise the ability to drive safely. Some elders report that they listen to others’ advice, but there have been no studies that have examined how much influence families have on their driving decisions. This study fills this gap by exploring older drivers’ perceptions of how family members affect their driving decisions.〈/p〉 〈/div〉 〈div〉 〈h6〉Research design and methods〈/h6〉 〈p〉A quasi-experimental ranking task was used to examine the expected influence that 48 hypothetical statements, drawn from related literature, have on a convenience sample of 37 adults, age 70–96 years. Analysis was conducted by gender and by habit strength for driving.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Four domains of influence were identified from the literature, representing family aims to influence the elder to: (1) continue driving, (2) modify driving, (3) reduce driving, and (4) stop driving. Statements aimed at supporting the driver to continued driving (62%) and to reduce driving (62%) were found to have the most influence, with slightly less support for statements aimed to influence them to stop driving (58%) or modify their driving (52%). Women rated statements supporting them to continue driving as having the highest influence on them, whereas men reported that they were more influenced by statements encouraging them to reduce their driving. In addition, participants with high habit strength for driving were less likely to rate family statements as having a high influence on them.〈/p〉 〈/div〉 〈div〉 〈h6〉Discussion and implications〈/h6〉 〈p〉This study contributes new understanding of the influence of families on the driving decisions of older adults. These findings may be used to support families, in addition to informing the development of effective programs aimed at older driver safety.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): B. Scott-Parker, L. Stokes, S. Gardner, M. Cawkwell, M. Wilson, S. Panoho, S. Klump〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Background〈/h6〉 〈p〉Young drivers persist as a major public health problem due to their over-involvement in road crashes in which they and other road users are injured. In 2013 a multi-agency collaborative working group was created in the Sunshine Coast region of Queensland, Australia, to improve road safety more generally, and to improve young driver road safety specifically. Funding for a four-stage project was generated, with the aim of elucidating how to identify high risk young drivers (HRYD) – pre-offence, pre-crash – so that early intervention may prevent problematic on-road behaviour. This manuscript summarises the findings of the four-stage pilot project.〈/p〉 〈/div〉 〈div〉 〈h6〉Method〈/h6〉 〈p〉Stage 1 was a comprehensive literature review of profiling problematic youth (e.g., HRYD). Stage 2 operationalised focus groups with stakeholders. Stage 3 was the development of the HRYD model through the integration of the findings of Stages 1 and 2. Stage 4 was a two-step cluster analysis of de-identified police records of 〈em〉n〈/em〉 = 2973 Sunshine Coast youth aged 17–25 years with offence data from the age of 14 years.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉The HRYD model comprised on-road (e.g., offences) and off-road (e.g., community behaviour) behaviours/characteristics. Cluster analysis identified four groups: cluster 1 (21.4% of sample) and 3 (23.8%) comprised non-injury and injury crashers, cluster 2 (40.1%) comprised HRYD, cluster 4 (14.7%) comprised substance users.〈/p〉 〈/div〉 〈div〉 〈h6〉Discussion and implications〈/h6〉 〈p〉The multi-agency collaboration developed a HRYD model and tested it in a real-world sample of youth with road and non-road offences detected by police from the age of 14 years. The largest gains in the short-term relate to ‘picking the low hanging fruit’, with technology such as automated number plate recognition able to identify problematic youth, for example, through the detection of expired vehicle registration. Premised on the notion that ‘prevention is better than the cure’, the next project will test the veracity and robustness of the model in two populations in Queensland (one larger rural region, one large city region). The findings will inform the development, application, and evaluation of multi-agency interventions targeting young drivers more generally (e.g., non/injury crashers), potential substance-affected drivers (e.g., users of illicit drugs, alcohol), and potential HRYD before they offend, before they crash, and indeed before licensure.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): L. Dorn, A.E. af Wåhlberg〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study presents a description of the concept of behavioural culpability, a step-by-step manual for using it, and an empirical test of a suspected mis-classification of culpability. Behavioural culpability is defined as whether the driver’s actions contributed to a crash and that non-culpable crashes are not caused by any specific behaviour and can only be predicted from exposure. Drivers with non-culpable crashes are therefore a random sample of the population. However, if the criteria for culpability and/or the individual judgements are not reflective of the principle of behavioural culpability, no fault drivers will not be a random sample of the driving population. To test the predictions from the definition of randomness in a sample assumed to have sub-optimal coding, the categorization of crash involvement undertaken by a British bus company was tested for associations between at fault and no fault crashes, age and experience. As predicted from the low percentage of at fault accidents in the sample, correlations between the variables indicated that a fair percentage of at fault crashes had been coded as no fault of the bus driver, suggesting a too lenient criterion. These results show that within fleet-based companies, culpability for a crash is probably allocated for legal reasons, which means that the predictability of accident involvement taking into account individual differences is not fully utilized. The aim of behavioural culpability coding is to increase effect sizes in individual differences in safety research and to improve our capability of predicting accident involvement.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Valeria Vignali, Federico Cuppi, Ennia Acerra, Arianna Bichicchi, Claudio Lantieri, Andrea Simone, Marco Costa〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Pedestrian crossings are critical points in terms of road safety because they tend to be characterized by high accident rates. Pedestrian safety at zebra crossings depends mainly on vehicles speed.〈/p〉 〈p〉In this study the effects of median refuge island and “Yield here to pedestrians” flashing vertical sign on pedestrian crossing conspicuity were assessed with a before–after analysis of both speed and visual behaviour of drivers approaching to crosswalks. The elements of the pedestrian crossing that were more salient and how drivers’ visual behaviour was related to speed were assessed analysing drivers’ eye movements. The intervention significantly increased the fixation time to the zebra markings and the addition of the flashing light increased conspicuity and fixation time to the vertical sign. The median refuge island was glanced by 60.7% of the drivers. Distance of first-fixation of the crosswalk increased by 44.7%. Notwithstanding mean and V85 speed parameters were lower after the intervention, the effects on crosswalk visual attention were higher than on speed.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Jork Stapel, Freddy Antony Mullakkal-Babu, Riender Happee〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Driver mental workload is an important factor in the operational safety of automated driving. In this study, workload was evaluated subjectively (NASA R-TLX) and objectively (auditory detection-response task) on Dutch public highways (∼150 km) comparing manual and supervised automated driving in a Tesla Model S with moderators automation experience and traffic complexity. Participants (N = 16) were either automation-inexperienced drivers or automation-experienced Tesla owners. Complexity ranged from an engaging environment with a road geometry stimulating continuous traffic interaction, and a monotonic environment with lower traffic density and a simple road geometry. Perceived and objective workload increased with traffic complexity. When using the automation, automation-experienced drivers perceived a lower workload, while automation-inexperienced drivers perceived their workload to be similar to manual driving. However, the detection-response task indicated an increase in cognitive load with automation, in particular in complex traffic. This indicates that drivers under-estimate the actual task load of attentive monitoring. The findings also highlight the relevance of using system-experienced participants and the importance of incorporating both objective and subjective measures when examining workload.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Luis Miguel Martín-delosReyes, Eladio Jiménez-Mejías, Virginia Martínez-Ruiz, Elena Moreno-Roldán, Daniel Molina-Soberanes, Pablo Lardelli-Claret〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Driver inexperience is one of the underlying reasons for the high risk of road crashes involving young drivers (the so-called “young driver problem”). The use of driving simulators for learner or novice drivers could mitigate this problem by enabling them to acquire driving experience without increasing the risk of a road crashes. Evidence of this beneficial effect should lead to expanded use simulators to train learner drivers.〈/p〉 〈p〉We undertook a systematic review of previous studies designed to determine whether the use of a driving simulator for passenger cars or motorcycles in young novice or learner drivers leads to a reduction in road crashes and/or traffic infractions, or to the acquisition of safer driving skills, compared to non-use of driving simulators. PubMed, Scopus and Web of Science databases were used for the literature search. A total of 2888 unique references were initially extracted, but only five of them met the inclusion criteria and were selected for review (two experimental studies with random assignment, one quasi-experiment study, and two cohort studies). Two authors independently extracted the information and assessed the quality of each study with the Jadad Scale, the Newcastle-Ottawa Scale and identification of biases. Heterogeneity among studies regarding the outcomes considered precluded a quantitative synthesis of the results. Overall, the quality of the studies was low, and the most frequent drawbacks were low power to detect significant differences, non-comparability of the intervention and control groups (because of nonrandom assignment, different drop-out rates and uncontrolled confounders) and classification bias (because of inadequate blinding and the use of self-reports for some outcomes).〈/p〉 〈p〉Furthermore, the results were inconsistent across studies regarding the major outcomes. Therefore, the results of our review do not provide evidence to support or refute the efficacy of training programs based on simulators for young learner or novice drivers in improving the safety of their driving styles. Additional studies are needed to overcome the limitations of research designs used thus far.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Sigal Kaplan, Ravid Luria, Carlo G. Prato〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study looks at cyclists’ willingness to share the road with drivers through the lens of the Symbolic Interaction Theory. The hypothesis is that the willingness to share the road relates to (i) how cyclists perceive themselves, (ii) how cyclists perceive drivers, and (iii) how cyclists believe that drivers perceive them. A survey was designed to collect information about these three self-concepts as well as preferences for a short route in mixed traffic over a longer route on dedicated cycling infrastructure. Data were collected for a sample of 474 cyclists in Israel and a hybrid choice model allowed to uncover the relations between the choice of sharing the road and the latent constructs pertaining to the Symbolic Interaction Theory. Results show that: (i) the belief that drivers perceive cyclists as aggressive leads to more assertive cycling behaviour and in turn to higher willingness to share the road; (ii) the perception of drivers as aggressive, as opposed to the perception of them as attentive, leads to more cautious cyclist behaviour and in turn to lower willingness to cycle in mixed traffic; (iii) cyclists are not willing to share the road if they have physical negative experiences with near-misses and incidents, as well as emotional negative perceptions of the road sharing experience.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Marco Costa, Arianna Bichicchi, Mattia Nese, Claudio Lantieri, Valeria Vignali, Andrea Simone〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Four studies investigated yielding behavior in yield-controlled T-junctions that differed for two priority schemes. In one case road users in the intersecting arm had to give way to road users in the straight arm (priority to straight arm). In the other case road users in the straight arm had to give way to road users approaching from the intersecting arm (priority to intersecting arm). In two studies, yielding behavior was assessed with approaching speed and gaze behavior to the critical areas of the intersection. Two additional studies monitored road users’ speed and eye movements approaching the intersection. The results of the two behavioral studies showed a significant speed reduction and an increase of driver’s visual inspection to the intersection area in the priority-to-straight-arm condition in comparison to the priority-to-intersecting-arm condition. The eye movement analysis showed that total fixation time towards the intersection critical area and horizontal eye movements were significantly higher in the priority-to-straight-arm condition. The results emphasize the importance of considering perceptual affordances and expectations for priority in intersection design to increase drivers’ compliance to yielding rules.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Hamide Zare, Shamsaddin Niknami, Alireza Heidarnia, Mohamad Hossein Fallah〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Child Pedestrians are among the most-at-risk populations for road traffic injuries. Our aim in the present study was to investigate the effectiveness of an active learning-based educational intervention on street-crossing behaviors of seven-year-old children. In this randomized controlled trial, 149 first-grade students were selected from two male elementary schools in Mehriz City, Iran, to participate in the study. The participants were randomly assigned into two experimental groups (n = 103, Active-Learning based training group [A.L] (n = 52) and Active-Learning based training with Parental Involvement group [P.I & A.L] (n = 51) and a control group (n = 46, without training group). The instructional program was based on active learning theory and parental involvement approach. Street-crossing behaviors of the students were assessed in an actual traffic environment in three phases: before training, one week after training, and six months after training. The behaviors of students in the experimental groups were significantly improved within one week, and later the six month time frames. Their performance was linearly improved by time (〈em〉looking for vehicles on the street〈/em〉: F = 3.35P 〈 0.01; 〈em〉crossing from safe places〈/em〉: F = 10.5, P 〈 0.0001). No behavioral difference was found among the students in the control group. After six months, there was a better improvement (P = 0.0001) in the street-crossing behaviors of children in the P.I & A.L groups, compared to the A.L group. Our results confirmed the positive effects of active learning-based education with parental involvement approach on improving the street-crossing behaviors of 7-year-old children. Parental involvement is recommended as a useful strategy while designing active learning-based educational programs aiming at the improvement of street-crossing behaviors among school-aged children.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Calvin Thigpen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Though panel data have substantial advantages over cross-sectional data in the study of travel behavior change, it also introduces logistical and methodological challenges for researchers. Retrospective surveys have the advantage of addressing many of these challenges, though the measurement validity of recalled answers remains an important concern. In this study, I assess the measurement validity of recalled characteristics related to bicycling: usual use of a bicycle to commute, bicycling attitude, and bicycling skill. I statistically compare data collected prospectively in the 2012–13, 2013–14, 2014–15, and 2015–16 UC Davis Campus Travel Surveys (CTS) with corresponding data collected retrospectively in the 2016–17 CTS. I find that prospective answers are strongly associated with recalled responses, that the passage of time has a weak, uncertain influence on recollection, and that present-day attributes attenuate the relationship between prospective and retrospective answers. I conclude that the recalled answers display a sufficient degree of correspondence to prospectively-collected response to have faith in analyses using retrospective survey data regarding traits within the past five years or less. Further research should be done on the measurement validity of retrospective travel survey data to contribute to the knowledge base on this important methodological topic.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Özlem Simsekoglu, Christian Klöckner〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The electric bicycle (e-bike) is a newly emerging transport option that brings several environmental and individual benefits. In order to promote e-bike use, it is important to understand which factors influence the intention to buy an e-bike among the non-users. The main aim of the present study is to examine the role of perceived benefits, barriers, social norms, familiarity with e-bikes and demographic variables for predicting the intention to buy an e-bike in a Norwegian sample. In addition, the study also aims to compare perceived benefits and barriers of e-bike use between e-bike users and non-users. A commercial panel (response rate 42.04%) and a Facebook post were used to collect data from 910 respondents (252 e-bike users, 658 non-users) via an online survey. A hierarchical multiple regression analysis was conducted to investigate the predictors of intentions to buy an e-bike. Results showed that increasing age, higher perceived benefits, both subjective and descriptive norm in favor of e-bikes, and familiarity with e-bikes were positively, whereas perceived barriers related to usability and safety were negatively related with the intention to buy an e-bike. In addition, compared to e-bike users, non-users had lower scores on the benefits related to mobility, symbolic and health aspects of e-bikes and higher scores on the barriers related to usability and safety of e-bikes. Environmental factors, such as poor weather and road conditions, appeared as the strongest barrier against e-bike use for both e-bike users and non-users.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Patrick A. Singleton〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The relationships between transportation and well-being are of increasing interest to researchers, practitioners, and policymakers. Stakeholders seeking to improve quality of life and traffic safety require valid and reliable ways of gauging the emotional states of travelers. Psychological scales exist for measuring subjective well-being (SWB), but these instruments have rarely been applied to the travel domain. The Satisfaction with Travel Scale (STS) is a nine-item measure of travel-related hedonic SWB, capturing core affect (emotions) and cognitive evaluations of overall satisfaction associated with personal transportation. Although the STS has been used in an increasing number of studies, questions remain regarding its structure and validity. This research utilized a survey of 654 commuters in the Portland, Oregon, area to investigate the measurement properties of a slightly modified version of the STS. Confirmatory factor analysis suggested a three-factor structure—composed of positive deactivation, positive activation, and cognitive evaluation—that matches some previous results and SWB theory; a model with a single second-order factor also fit the data. Tests of measurement invariance across three travel modes (automobile, transit, and walk/bicycle) found that the STS exhibited configural and perhaps weak factorial invariance; non-motorized commuters tended to have more positive scores. Future research can continue to refine the STS items and wordings, test the scale in various geographic and travel contexts, and examine relationships between SWB and travel behavior.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Anders E. af Wåhlberg, Lisa Dorn〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Turnover is usually considered to be a safety problem for companies, but can also be an advantage, if those who leave are less safe than those who stay. This problem has rarely been investigated for bus drivers, where the financial and human costs of crashes are high. This study tested whether bus drivers who left their jobs had more crashes than those who remained, using company records. Several analyses were run, using crashes per number of days worked, the absolute number of crashes in a specific time period, as well as the ratio of culpable to non-culpable crashes. Drivers who left the company, except those who retired, had forty percent more crashes than those who stayed, but were also less experienced, which explained part of the difference. Results were similar regardless of analysis performed. Turnover may be a problem for bus companies due to the costs of recruitment and training, but this study suggests that there are benefits for turnover too. Fleet-based companies would probably gain more by improving driver selection methods than trying to retain drivers with a high crash rate, as a natural selection process seems to lead to the safest drivers staying with the company.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Dylan Antoniazzi, Rupert Klein〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Objective〈/h6〉 〈p〉Few studies have investigated the association between broad personality traits and motorcycle rider behaviours. Typically, studies have focused on specific variables such as Sensation Seeking and Aggression. This study extends the literature by investigating the trait facets of the Big Five and the Reinforcement Sensitivity Theory (RST).〈/p〉 〈/div〉 〈div〉 〈h6〉Method〈/h6〉 〈p〉An internet-based questionnaire comprised of traditional (Sensation Seeking, Aggression) and novel (Big Five, Reinforcement Sensitivity Theory) personality scales, and the Motorcycle Rider Behaviour Questionnaire (MRBQ) were posted on various motorcycle internet forums.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉A North American sample of 550 motorcyclists completed the survey. Four separate hierarchical regression analyses were conducted with each personality theory entered step-by-step to predict the four riding behaviours from the MRBQ (errors, speeding, stunts, protective gear use) as the criterion variables. Consistent with previous literature the traditionally used personality traits, Sensation Seeking, and Aggression, were strongly associated with riding errors, speeding, and especially performing stunts. The addition of the Big Five facets contributed negligibly to riding behaviours with the greatest explained variance accounting for errors. The addition of the Reinforcement Sensitivity Theory was especially useful in accounting for motorcycle riding errors, and the use of protective gear.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusion〈/h6〉 〈p〉Although research on personality theories and riding behaviour typically use more narrow trait scales this study demonstrates that physiologically-based, broader, measures such as the Reinforcement Sensitivity Theory have a strong association with riding behaviours. Future research would benefit from the inclusion of such measures.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Alena Høye, Aliaksei Laureshyn〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉SeeMe is a pedestrian crosswalk warning system with automatic pedestrian detection that is mounted on crosswalk signs. Amber flashing lights are activated when pedestrians are approaching or crossing the crosswalk. The aim is to attract motorists’ attention, to improve yielding behavior and to reduce conflicts. A before-after study with a matched comparison group has been conducted in the Norwegian municipality of Trondheim. Video observations were made at eight crosswalks (four of which were equipped with SeeMe in the after period) of 1825 pedestrian-motorist interactions. On average, yielding rates at SeeMe equipped crosswalks increased by 14% (statistically significant) when changes at the comparison sites are taken into account. However, the results are inconsistent between crosswalks. At two of the crosswalks with SeeMe in the after period, yielding rates increased by 39% (statistically significant), while they decreased by 4% at the other two crosswalks (not statistically significant). There were several differences between crosswalks with increased and unchanged yielding rates: Initial yielding rates (below vs. above 80%), placement of crosswalk signs (immediately at vs. at some distance from the crosswalk) and false alarm rates (30% vs. 57% on average). These factors may have affected the effect of SeeMe on yielding rates, but the number of crosswalks included in the study is too small to generalize the differences between different types of crosswalks. The results do not indicate that SeeMe has negatively affected pedestrian behavior or provoked conflicts. It is concluded that SeeMe may be effective in increasing motorist yielding rates at crosswalks with similar characteristics as in the present study - two-lane roads in residential areas with moderate motor vehicle volumes and speed limits of 50 kph or below - and that high initial yielding rates and high rates of false alarms may limit its effectiveness.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Petr Pokorny, Kelly Pitera〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Sui Tao, Sylvia Y. He, John Thøgersen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Car ownership has often been linked to a strong commitment to car use and a tendency to undervalue alternative transport modes, thereby potentially biasing people away from using more environmentally friendly transport modes such as public transport. Although a considerable body of research has shed light on the attitudinal dimensions of car ownership and usage, few have investigated the potential influence of car ownership on attitudes towards alternative transport modes from an international comparative perspective. Across cities with distinct mobility cultures and economic backgrounds, car ownership may have differentiated influences on how people view various transport modes, yet little research exists in this area. This study aims to bridge this knowledge gap by investigating the relationship between car ownership and attitudes towards public transport in two vastly different metropolises, Guangzhou, China and Brisbane, Australia, while taking account of environmental concerns, past behaviour and socio-demographic characteristics. Drawing on two survey data sets, we derived measurements that directly compare the perceived difference between bus transit and cars, and constructed latent attitudinal variables based on loose-matching and strict-matching criteria to enable a more robust test of hypotheses. Using structural equation modelling (SEM), our analysis shows that car ownership appeared to contribute significantly to the perceived disparity between public transport services and car use in Guangzhou, but less so in Brisbane. Furthermore, environmental concerns were found to have a stronger influence on transport-mode attitudes in Brisbane. Recommendations are developed to inform local policies to promote more sustainable urban transportation.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Rosaria M. Berliner, Scott Hardman, Gil Tal〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Research on vehicle automation is one of the most current topics in transportation. Some of the questions plaguing the research community include design, cost, and adoption. Many of these questions will remain unanswered until automated vehicles are available to the consumer. In this study, we use a sample of California new electric vehicle buyers to understand if and how current adopters of new vehicle technologies will adopt automated vehicles. We find that many respondents are interested in purchasing an automated vehicle but indicate that they only have average knowledge of the technology. Using an ordinal logit model, we model the interest in purchasing a fully-automated vehicle and find that younger men who purchase higher cost vehicles are more interested in purchasing a fully-automated vehicle. Above all else, those who perceive automated vehicles as being safer than non-automated vehicles have an interest in purchasing an automated vehicle.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Ian J. Reagan, David G. Kidd, Jonathan Dobres, Bruce Mehler, Bryan Reimer〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In-vehicle information systems that allow drivers to use a single voice command to complete a task rather than multiple commands better keep drivers’ attention toward the road, especially compared with when drivers complete the task manually. However, single voice commands are longer and more complex and may be difficult for older drivers to use. The current study examined the glance behavior, workload, and driving performance of drivers age 20–66 years when they placed a call using their hands or voice with the Chevrolet MyLink or Volvo Sensus information system during highway driving. In general, as age increased, drivers took longer to complete phone calls, reported greater workload when using voice commands, and made significantly more off-road glances lasting longer than two seconds when placing calls relative to younger drivers. Both the voice-command systems of MyLink and Sensus increased the proportion of time that drivers were looking at the road when calling compared with manual phone calling, but the relative increase was greater when using MyLink’s single-voice-command system compared with the multiple-command system of Sensus, and this advantage grew as drivers aged. The findings indicate that placing calls while driving using voice commands helps drivers of all ages keep their attention toward the road better than doing so manually, and that, contrary to expectation, using a single-command system like MyLink’s worked better than a multiple-command system like Sensus for older drivers as well as younger ones.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Valeria Vignali, Arianna Bichicchi, Andrea Simone, Claudio Lantieri, Giulio Dondi, Marco Costa〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The effectiveness of roadwork signs on drivers’ safety is a poorly investigated topic. The present study examined visual fixations of 29 participants to work zone signs, while driving 27 km along rural roads. The drivers’ visual fixations on the work zones signs were recorded with an eye tracking device, synchronized to a GPS recorder that collected kinematic data. The routes crossed 23 roadwork zones, including a total of 69 vertical work zone signs. Visual behaviour to roadwork signs were compared to visual behaviour to permanent vertical signs. The results revealed that drivers glanced at both temporary and permanent signs along the roadwork areas with a similar 40% frequency. In addition, they glanced at single roadwork signs more often and for longer than at multiple-roadwork signs. The main findings of this paper lead to conclude that driver behaviour, investigated by comparing instant speed and visual fixations, is frequently unsafe.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Naomi King, Mark Burgess, Margaret Harris〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Battery electric vehicles (BEVs) could play a crucial role in reducing greenhouse gas emissions around the world. Much research has examined the practical barriers to large-scale BEV uptake, but very little has examined the psychological barriers. The current study addresses this gap in the literature by investigating the effects of stereotype threat on BEV drivers. This psychological predicament occurs when an individual imagines or experiences being judged in terms of negative stereotypes about their social group. Qualitative thematic analysis of interview data revealed three distinct stereotypes that the BEV drivers imagined or reported other people to hold: eccentric, low-status environmentalists; hypocritical, high-status environmentalists; and geeky technophiles. With regard to the first and second stereotypes, drivers tended to use individualist defence strategies by downplaying their pro-environmental attitudes and dissociating themselves from the undesirable environmentalist groups. With regard to the third stereotype, they tended to use more constructive, group-level defence strategies by perceiving their BEV driver ingroup as superior on the innovative technology adopter dimension compared to their non-BEV driver outgroup. Suggestions are made for countering the psychological barrier of stereotype threat, such as promoting images of BEV drivers as future-shaping market leaders and treating them as members of an influential and desirable consumer group.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Francisco Alonso, Cristina Esteban, Luis Montoro, Andrea Serge〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Research on traffic safety has highlighted the importance of studying and intervening in aggressive driving in order to reduce crashes and accidents. The main objective of this work is to describe the perception of what people consider an aggressive behavior, and their perception of which are the most aggressive acts performed when driving. The sample was composed of 1079 Spanish drivers aged over 14. They participated in a national telephone survey, completing a questionnaire which gathered socio-demographic data and information on the drivers’ profiles, containing a “Perception of aggressive driving Scale (PAD)”. The unifactorial ANOVA test for repeated measures of the General Linear Model (GLM) with α = 0.05 procedure was used for the comparison of mean values. Results show that drivers tend to make higher valuations regarding the aggressive character of the PAD (〈em〉M〈/em〉 = 7.86 〈em〉SD =〈/em〉 0.05). The situation that most concerned Spanish drivers was “To produce damage to other people with some type of object or weapon” (〈em〉M〈/em〉 = 9.47 〈em〉SD =〈/em〉 0.05), which does not necessarily correspond to the driving context. Differences in perception were found depending on socio-demographic variables. Women, drivers over 29 years old, low-middle social classes, and drivers who had suffered two accidents, tended to evaluate PAD as more aggressive. These findings suggest that differences in the perception of aggressive behaviors depend on social situations and on the driver’s personal features. Finally, the findings of this research will help road safety researchers understand the concept of aggressiveness under different perspectives, and take into account the existing differences between dangerous and punishable behaviors. Moreover, these outcomes showed the necessity to deepen the research on those behaviors that Spaniards perceive as aggressive, and to develop knowledge on why the perception of aggressiveness changes according to the characteristics of the population, and how this perception is reflected in people’s attitudes and behaviors towards road safety.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Oscar Oviedo-Trespalacios, Mark King, Atiyeh Vaezipour, Verity Truelove〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Mobile phone use while driving is a pervasive problem that continues to increase, notwithstanding the large crash risk this behaviour constitutes. A number of phone applications have been developed with the intention of utilising the technology to prevent dangerous phone behaviours while driving. Despite the potential these applications have in preventing crashes associated with distracted driving, research is yet to explore these emergent applications. Therefore, this study provided a review of the current smartphone applications developed to prevent distracted driving. A content analysis was conducted to identify the smartphone applications targeted at stopping, preventing or reducing phone use behaviour while driving. Their functionality was determined based on the ecosystem of smartphone applications: application-mobile phone interaction, application-driver interaction, and application-context interaction. A total of 29 relevant applications in English language were identified. Most of these applications focused on blocking specific phone functions (e.g. texting or calling) while allowing more desirable driving phone functions to be accessed (e.g. music applications and GPS functions). The specific functions which are blocked or allowed varied greatly between applications. Out of the different application interactions, the function which sends an automatic text message to a contact who texts the driver (associated with external communicator interactions) was the most common feature. A major limitation of the applications was their reliance on blocking specific phone functions as opposed to managing workload while driving or simplifying specific phone tasks to be more compatible with driving. Simply blocking phone functions may not be attractive to drivers who view their phone as a necessity. As such, these drivers are unlikely to use these voluntary applications at all while driving. Smartphone applications designed to prevent phone use while driving show potential for playing a large role in a systemic intervention to prevent mobile phone distracted driving, yet there is a substantial need for further development of these applications.〈/p〉〈/div〉 〈/div〉 〈div xml:lang="en"〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S1369847818303991-ga1.jpg" width="276" alt="Graphical abstract for this article" title=""〉〈/figure〉〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Sol Hee Yoon, Yong Gu Ji〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study investigates the influence of non-driving-related task (NDRT) on takeover performance in a highly automated driving (HAD) context and the effect of workload on driver’s takeover performance. A driving simulator was used to evaluate how well a driver resumes control of a vehicle after being in a HAD situation during which they performed a NDRT. For both the visual performance and takeover capability, there was a significant difference based on the task carried out; however, the reaction times when reaching for the steering wheel did not differ among the tasks. The result on workload demonstrate that NDRT type has significant effect while a positive correlation between the performance dimension and takeover was found. In addition, takeover performance for interaction with the entertainment console exhibits a significantly positive correlation, whereas watching a video or interacting with a smartphone exhibits mostly a significantly negative correlation with workload dimensions. These results provide implication on the effect of tasks desired and enabled to be performed by drivers in HAD and its influence on the transition of control.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Zhongyi Peng, Yan Wang, Qun Chen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Based on 32 cases that occurred in China, this paper analyzes the generation and development of road rage incidents caused by aberrant overtaking. Those cases caused by aberrant overtaking can be categorized into five development modes: harmful behavior caused by verbal abuse or discourteous acts (for example, honking or blocking); struggles caused by verbal abuse and disputes; repeated overtaking and cutting off the other car followed by a dispute or struggle; extreme irritation leading to immediate harm; and being forbearing and conciliatory in the face of provocation from others. The factors influencing the generation and development of the modes of each incident and the resulting injuries are analyzed. Moreover, controllable factors and strategies that can be used to prevent such incidents are discussed. Most of the offenders are males, and females are usually victims of the incidents. Additionally, most of the incidents develop through the exchange of verbal abuse. Road rage caused by aberrant overtaking is a momentary incident and does not last long; therefore, injury can be avoided if drivers can keep calm and be forbearing and conciliatory when confronting provocation from others.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Charlotte Desmet, Kevin Diependaele〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉One well documented source of distraction in traffic is phoning. The negative effect of phoning is not only attributed to the effects of operating the device, but it is also caused by the division of attention between driving and the conversation. Therefore, one could argue that handsfree phoning is not per se safer than handheld phoning. Indeed, a number of studies has indicated that handsfree phoning and handheld phoning produce the same performance deficits. In the present study, we examine the effects of handsfree phoning on eye-movement patterns while driving in traffic. Thirty participants made two consecutive trips of about 14 km on a three-lane highway. During one of these two trips, they received a phone call on a handsfree device in the vehicle. The analysis of the eye-tracking variables indicate that road signs, other vehicles, and the speedometer are fixated 〈em〉less〈/em〉. At the same time, the visual scan pattern suggests a wider spatial distribution of eye fixations during a handsfree phone call. Taken together, these findings seem to suggest that during handsfree phoning, the gaze behavior is determined to a lesser degree by the driving task; drivers seem to fixate less on traffic related information. However, future research is needed to provide further evidence to confirm this conclusion and to investigate if (or under which conditions) these differences will actually result in less safer driving when phoning handsfree.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Milou Jacobs, Kasper F. van der Zwaan, Ellen P. Hart, Geert Jan Groeneveld, Raymund A.C. Roos〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Objective〈/h6〉 〈p〉Investigating driving competence with a simulator provides a controlled setting and has a high reproducibility. In addition, there is less risk of physical harm compared to on-road tests. A disadvantage of using simulators is the occurrence of simulator sickness, which is comparable to symptoms of motion sickness.〈/p〉 〈p〉The aim of this study was to examine whether patients with Huntington’s disease (HD) are more susceptible to develop simulator sickness compared to healthy individuals. Further, we investigated if the clinical symptoms of HD, such as motor disabilities and cognitive deterioration, might increase the occurrence of simulator sickness.〈/p〉 〈/div〉 〈div〉 〈h6〉Methods〈/h6〉 〈p〉Eighty-three participants (54 HD, 29 controls) drove in a driving simulator that included urban and motorway scenarios. All participants were still active drivers. Motor, cognitive, and oculomotor assessments were administered. Participants completed a questionnaire after the driving session to report possible symptoms of simulator sickness.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Fifty-eight (70%) participants completed the driving session, while 25 (30%) participants dropped out due to simulator sickness. The most reported symptoms of simulator sickness by dropouts were difficulties concentrating, dizziness, nausea, sweating, and vomiting. Dropouts were significantly older and more often female compared to completers. Decreased smooth ocular pursuit was predictive of dropout due to simulator sickness. The number of HD participants and controls in the dropout group was comparable. There was no significant difference in cognitive performance and motor functioning between completers and dropouts.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusions〈/h6〉 〈p〉HD participants did not have a higher chance of developing simulator sickness while driving in a simulator compared to controls. Female gender, older age, and smooth ocular pursuit were associated with increased simulator sickness, whereas cognitive and motor functioning were unrelated to dropout due to simulator sickness.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Tirza Jung, Christina Kaß, Dieter Zapf, Heiko Hecht〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Lockout is a system-initiated distraction mitigation strategy that renders certain features of in-vehicle information systems (IVISs) non operable while the vehicle is in motion. The aim of this driving simulator study was to examine the influence of lockouts on driving performance and user acceptance. Overall, 52 participants performed six tasks with fully unlocked, partially locked, and completely locked IVIS. Within a repeated-measures design, we assessed user acceptance. As participants were free to decide where to conduct a secondary task, we could only analyse driving performance of 26 drivers. After each driving section, the participants rated the respective system with respect to acceptance. Driving performance with regard to lateral control was better when the system employed partial or complete lockouts as compared to the unlocked system. In contrast, longitudinal control did not benefit from a lockout. User acceptance decreased with an increasing number of disabled system functions while driving. Thus, lockout as a distraction mitigation strategy comes at the price of reduced user acceptance. To improve acceptance, one could attempt to make the secondary tasks less attractive (e.g., by public campaigns) rather than prohibit them through lockout. In addition, human-machine interfaces in the vehicle could be improved in order to reduce their demands on attentional resources.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 60〈/p〉 〈p〉Author(s): Martina Trepáčová, Pavel Řezáč, Veronika Kurečková, Petr Zámečník, Jan Řezáč, Lenka Kopečková〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉It is assumed that emotion recognition is a complex process related to prosocial and antisocial behaviour (Marsh & Blair, 2008). The present study focuses on the connection between recognizing emotions and safe/unsafe driving. We studied whether there are differences in response time in facial emotion recognition. Fifty-one non-offenders and 41 offenders completed a Pictures of Facial Affect test (Ekman & Friesen, 1976) wherein photographs of prototypical facial emotional expressions were presented. Results show differences between the groups in response time to all emotions whether answers were correct or incorrect. Data show that non-offenders are faster in recognizing emotions than are offenders. These findings demonstrate that offenders exhibit specific deficits in response time for facial affect expressions.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 66〈/p〉 〈p〉Author(s): Roberto F. Abenoza, Oded Cats, Yusak O. Susilo〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Classifying public transport service attributes based on their influence on overall traveler satisfaction can assist stakeholders and practitioners in introducing cost-efficient measures. To date most studies employed methods that were based on the assumption that the impact of service attributes on traveler satisfaction is entirely linear and symmetric. This study examines whether service attributes have a non-linear and asymmetric influence on the overall travel experience by employing the Three-factor theory (basic, performance and exciting factors). The analysis is conducted for different traveler segments depending on their level of captivity, travel frequency by public transport and travel mode used, and is based on a relatively large sample size collected for Stockholm County. Moreover, the estimated models control for important socio-demographic and travel characteristics that have been insofar overlooked. Results are presented in the form of a series of multi-level cubes that represent different essentiality of traveler needs which provide a useful methodological framework to further design quality service improvements that can be applied to various geographical contexts. Our findings highlight that a “one size fits all” approach is not adequate for identifying the needs of distinct traveler segments and of travelers using different travel modes. Furthermore, two-thirds of the attributes are consistently classified into the same factor category which entails important policy implications. This research deepens and expands the very limited knowledge of the application of the three-factor theory in the transport field.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 66〈/p〉 〈p〉Author(s): Özlem Ersan, Yeşim Üzümcüoğlu, Derya Azık, Gizem Fındık, Bilgesu Kaçan, Gaye Solmazer, Türker Özkan, Timo Lajunen, Bahar Öz, Anton Pashkevich, Maria Pashkevich, Vassiliki Danelli-Mylona, Dimitra Georgogianni, Ema Berisha Krasniqi, Muhamed Krasniqi, Evangelos Makris, Ksenia Shubenkova, Gentianë Xheladini〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The main aim of the present study was to investigate the moderating role of aggressive driving of others on the relationship between self-reported aggressive driving behaviors committed by driver himself/herself and drivers’ aberrant and positive driver behaviors (i.e. errors, violations, and positive driver behaviors) among drivers from Estonia, Greece, Kosovo, Russia, and Turkey as the total sample in order to understand the grand pattern. The other aim was to examine the same moderating role of aggressive driving for each country separately. It was hypothesized that the combination of self-reported of aggressive driving behaviors committed by the driver himself/herself and perceiving aggressive acts of other drivers against them associates with more errors and violations for each country and the total sample. On the other hand, this combination was expected to associate with less positive driver behaviors. Surveys were completed by 743 participants from five countries (i.e., Estonia, Greece, Kosovo, Russia, and Turkey). The Driver Anger Indicators Scale (DAIS) and the short version of the Driver Behavior Questionnaire (DBQ) with items of Positive Driver Behavior Scale were used as measurement tools. Moderation analyses were conducted for the total sample and each country separately. The results of the moderation analyses indicated that there was a moderating role of perceiving other drivers as engaging in aggressive behaviors on the relationship between aggressive behaviors of the driver himself/herself and their errors or violations in the total sample and every country except for Russia. However, the significant interaction between aggressive behaviors committed by the driver himself/herself and other drivers' aggressive acts in traffic was related to more positive driver behaviors for Kosovar drivers and less positive driver behaviors for Russian drivers and the total sample. It could be discussed that the way of understanding aggressive behaviors for self and other related to aberrant and positive driver behaviors in traffic may be important to manage aggression for individual level and country level.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 68〈/p〉 〈p〉Author(s): Miguel Barboza-Palomino, Gonzalo Salas, Wendy K. Rojas-Portocarrero, Tomás Caycho-Rodríguez, José Ventura-León, Sebastián Reyes-Calle, Aylin Torres-Guffanti, Wendy Rivas-Romero〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study aims to comprehend traffic safety competencies in high school students from two specific regions of Peru, as well as to analyze the differences between both groups. For this purpose, a qualitative study was carried out which consisted of eight focus groups in high schools, three of them in the metropolitan area of Lima (Lima region) and five in the province of Rodríguez de Mendoza (the Amazonas region). The focus groups were constituted by 73 students enrolled in the last three years of high school, named 3rd, 4th and 5th grade of secondary education, whose ages ranged from 14 to 18 years. The collected data were analyzed employing elements of Grounded Theory and Axiomatic Set Theory. The main findings reveal that most participants have a general understanding of traffic rules and the proper use of the components of traffic safety. Thus, they understand the traffic rules as road signs that regulate the behavior of drivers and pedestrians. In addition, participants know the proper procedure to follow at traffic lights, pedestrian walkways and how to use seat belts. They also identify the driver’s tiredness/drowsiness, and the consumption of alcohol and drugs as potential factors that cause traffic accidents. No causes that are linked to pedestrian behavior were identified, and only participants from the Amazonas region mentioned speeding as a contributing factor. On the other hand, participants report that in practical situations they engage in risky behavior and fail to comply with transit rules. They justify this behavior by citing poor infrastructure, vehicle malfunctions, and the need get around quickly in order to get things done. Finally, the implications of the results are discussed and compared to the content and implementation of the Peruvian Road Safety Educational Program (PENSV, for its acronym in Spanish), providing recommendations that can aid evidence‐based policy making in Peru.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 68〈/p〉 〈p〉Author(s): Alyssa Ryan, Cole Fitzpatrick, Eleni Christofa, Michael Knodler〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Small unmanned aerial systems (sUAS), or drones, have become increasingly utilized for a myriad of applications in the vicinity of roadways and can offer a low-cost alternative to many labor-intensive data collection techniques, including infrastructure inspection, roadway marking data collection, and more. To collect much of this data with a desired degree of accuracy, sUAS must be flown near moving vehicles, pedestrians, and/or bicyclists. However, sUAS, and their operators, have the potential to be a distraction to drivers. Through a full-immersion driver simulator study and post-experiment questionnaire, this study furthered the current state-of-the-literature and investigated the potential for sUAS to be flown in the vicinity of roadways in the future as well as potential safety implications of those circumstances. Specifically, driver performance due to drone height and the presence of drone operators was evaluated. The results of the driving simulation study revealed that participants were more visually distracted in situations where the operators and drone were both present compared to the drone only scenarios. Furthermore, in 11% of all analyzed situations, drivers were critically visually-distracted as shown by a continuous glance of two seconds or more at the drone or operators. The post-experiment questionnaire revealed that approximately 30% of participants had seen a drone in flight near a roadway prior to this study. Ultimately, this research provides recommendations to policymakers for creating regulations on the use of sUAS in the vicinity of roadways.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 68〈/p〉 〈p〉Author(s): Yubing Zheng, Yang Ma, Jianchuan Cheng〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉As vulnerable road users, cyclists are suffering from a disproportionate burden of crash injuries and fatalities. Road anger has been demonstrated as an important precursor of unsafe behaviors and crash-related outcomes for drivers. However, little attention has been paid to road anger experienced by cyclists and less is known about how cyclists’ road anger would impact their road safety, especially in middle-income countries. The purpose of this study was to evaluate the psychometric properties of the Cycling Anger Scale (CAS) in a Chinese sample, and to explore the road anger experienced by Chinese cyclists as well as international differences regarding cycling anger. A further aim was to investigate the relationship between cycling anger and cyclists’ demographics, gender roles, cycling-related experience, risky riding as well as aggressive riding. The survey was operated with an online questionnaire. A total of 442 cyclists were included in the final sample. Confirmatory Factor Analysis supported the original four-factor solution of the 14-item CAS. The overall cycling anger and anger levels in different situations reported by Chinese cyclists significantly differed from those of German and Australian cyclists. Cyclists with a stronger masculine identity reported a higher level of cycling anger, and those who cycled for over 20 km per week were less likely to be provoked by interactions with cars, cyclists and pedestrians. Cyclists who had been involved in crashes over the past three months reported a higher level of anger towards car interaction. Besides, both risky riding and aggressive riding were significantly correlated with cycling anger, and the two types of behaviors were predicted by different aspects of cycling anger. This study again demonstrates that the CAS is a reliable and valuable tool to measure cyclists’ road anger, and the results can aid in designing evidence-based interventions for cycling anger in China.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 68〈/p〉 〈p〉Author(s): Ian J. Reagan, Jessica B. Cicchino, David G. Kidd〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Driving automation systems are being introduced into mass-market vehicles, but little is known about whether drivers will trust driving automation systems and use the technology. In this study, volunteer drivers operated five vehicles equipped with automated longitudinal and lateral control and completed surveys about their experience. A subset of drivers also documented uncomfortable experiences as they used the automation while driving. Driver agreement that the automation improved the overall driving experience was significantly higher for Vehicle A than the systems implemented in the other four vehicles. Drivers reported significantly higher trust in adaptive cruise control than in lane centering in every vehicle but Vehicle B. Increased agreement that the automation consistently detected lane lines; detected moving vehicles ahead; and made smooth, gentle steering inputs was associated with significant increases in agreement that the automation improved the overall driving experience. Situations where drivers reported feeling uncomfortable with the automation during their drive were dominated by instances where lane centering struggled with common roadway features such as hills and intersections.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Paolo Intini, Pasquale Colonna, Eirin Olaussen Ryeng〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Route familiarity can be an important safety-related variable, which is often neglected. A review of previous works highlighting the relationships between route familiarity and road safety in behavioural studies and engineering standards/frameworks has been conducted.〈/p〉 〈p〉Theoretical frameworks supported by experimental results have revealed that driving behaviour can be affected by route familiarity. The latter may lead to distraction and self-confidence; and in turn to more dangerous behaviours after repeated journeys. From an economic perspective, the possible worsening of driving safety performance may be explained by trade-offs with mobility benefits.〈/p〉 〈p〉Route familiarity is also considered in engineering practice. Road design guidelines assuming a “design driver” were suggested as implicitly preserving the safety of familiar/unfamiliar drivers. The mix of familiar and unfamiliar drivers in traffic flow is explicitly considered when computing the design traffic. The safety implications of these matters find only partial confirmation in previous studies focused on involvement in crashes. However, comparing those findings was difficult due to the high variability in measuring the route familiarity itself.〈/p〉 〈p〉An attempt to harmonize the possible identifications of familiarity for future studies, based on previous findings, is proposed. The proposal considers two different scales used for measuring route familiarity: one based on travelling frequency, the other on distance from residence.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Qinaat Hussain, Wael K.M. Alhajyaseen, Ali Pirdavani, Nora Reinolsmann, Kris Brijs, Tom Brijs〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Background〈/h6〉 〈p〉Driving simulators have become an effective research tool in traffic safety, but the validity of results obtained in simulated environments remains a debated issue of high importance.〈/p〉 〈/div〉 〈div〉 〈h6〉Objective〈/h6〉 〈p〉The objective of this study is to validate a fixed-base driving simulator for speed perception and actual speed and to support its application in traffic safety studies.〈/p〉 〈/div〉 〈div〉 〈h6〉Method〈/h6〉 〈p〉The study consisted of two experiments to test the external and subjective validity of the driving simulator in absolute and relative terms. External validity was framed into two parts i.e. for speed perception and actual speed. In the first part, the external validity was assessed based on the speed perception observations from forty volunteers that participated in the study. Speed estimations for four different requested speeds (50, 70, 80 and 100 kph) were recorded under two conditions: speedometer hidden and speedometer revealed. In the second part, the external validity was assessed based on the comparison of actual speed observations from field and simulator. The subjective validity of the simulator setting was assessed through a questionnaire.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Results from both experiments showed correspondence of the driving behavior between the simulator and real-world settings. In general, the profiles for estimated speed and actual speed followed a significantly similar tendency and indicated relative validity in both experiments. Moreover, external absolute validity for speed perception was established on all the requested speeds with speedometer hidden while only for the requested speed of 80 kph with speedometer revealed. Participants’ evaluation of the quality and performance of the driving simulator supported the subjective validity of the simulator setting.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusion〈/h6〉 〈p〉The fixed-base driving simulator used in this study can be considered as a useful tool for research on actual speed and speed perception.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Wim van Winsum〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Objective〈/h6〉 〈p〉In a driving simulator, a fully autonomous driving task was applied to study the effects of optic flow on Peripheral Detection Task (PDT) performance. The study was designed to test the hypothesis that optic flow induces visual tunneling effects.〈/p〉 〈/div〉 〈div〉 〈h6〉Background〈/h6〉 〈p〉The visual tunneling effect as a result of driving, found in a previous study, was investigated further in this experiment.〈/p〉 〈/div〉 〈div〉 〈h6〉Method〈/h6〉 〈p〉Speed, stimulus eccentricity and conspicuity were applied as within-subjects factors. Age was applied as a between-subjects factor.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Optic flow resulted in increased PDT response time. Also, optic flow resulted in a task by stimulus eccentricity interaction on PDT RT that was interpreted as a visual tunneling effect.〈/p〉 〈/div〉 〈div〉 〈h6〉Conclusion〈/h6〉 〈p〉The results support the hypothesis that optic flow is a factor responsible for visual tunneling while driving. Older drivers experience stronger visual tunneling effects compared to younger drivers.〈/p〉 〈/div〉 〈div〉 〈h6〉Application〈/h6〉 〈p〉During driving tasks, visual tunneling effects may occur as a result of optic flow and these effects are more evident at higher speed and for older drivers.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Alexa Delbosc, Farhana Naznin, Nick Haslam, Narelle Haworth〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Cycling provides many benefits to individuals and society, yet in many countries attitudes toward cyclists are largely negative. Public and humorous references to violence against cyclists are not uncommon and a significant minority of cyclists report harassment and aggression. We hypothesize that these hostile attitudes and behaviours are caused, in part, by the 〈em〉dehumanization〈/em〉 of cyclists among some individuals〈em〉.〈/em〉 Dehumanization refers to any situation where people are seen or treated as if they are less than fully human. This paper presents a pilot study applying two validated dehumanization measures to a road user group for the first time. We found that the dehumanization measures were internally consistent, showed good discriminant validity (compared to general attitudes to cyclists) and were associated with self-reported aggression toward cyclists. The findings suggest that dehumanization is a concept that deserves further exploration in contexts where cyclists are a minority group. If we can put a human face to cyclists, we may improve attitudes and reduce aggression directed at on-road cyclists. This could result in a reduction in cyclist road trauma or an increase in public acceptance of cyclists as legitimate road users.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Steve O'Hern, Amanda N. Stephens, Kristie L. Young, Sjaan Koppel〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Over the past two decades, there has been a substantial amount of research showing the detrimental influence of trait driver anger on road safety. However, very few studies have investigated this phenomenon in more vulnerable road user groups, such as cyclists. This study administered the Cycling Anger Scale (CAS) to a sample of 636 active cyclists (who regularly ride on-road) to understand the situations that provoke anger in cyclists, and whether this anger differed according to their comfort levels with cycling. A Confirmatory Factor Analysis on the CAS showed that a four-factor solution fit the data. These were: (1) interactions with cars, (2) interactions with pedestrians, (3) interactions with other cyclists, and (4) police presence. The least anger provoking situations involved interactions with police. In contrast, the most anger provoking situations involved interactions with cars. This is likely to be due to the higher level of danger associated with collisions with motor vehicles for cyclists. Anger also differed according to levels of cycling confidence. Cyclists with higher levels of confidence generally reported lower levels of anger, particularly when interacting with cars and other cyclists. This study represents one of the few to use the CAS to measure cyclist anger and the findings align with previous applications of the CAS. Further research is warranted amongst a more diverse sample of cyclists to strengthen our understanding of cyclists’ behaviours.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 63〈/p〉 〈p〉Author(s): Jonas De Vos〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Numerous studies – mainly since 2010 – have found that the chosen travel mode is related with how satisfied people are with their performed trips. A consensus has been found in that active travel results in the highest levels of satisfaction, while public transport users are usually least satisfied with their trips. However, evidence of why the use of various modes results in different levels of travel satisfaction is currently lacking. In this conceptual paper, I argue that the effect of travel mode on travel satisfaction might be overestimated, and that it is not so much the travel mode itself that affects satisfaction with travel, but whether the chosen travel mode is consistent with attitudes towards that mode. Furthermore, travel satisfaction might affect travel mode choice and travel attitudes more than vice versa. In this paper a new model is proposed reshaping the links between travel satisfaction, travel attitudes and travel mode choice. I underpin the suggested relationships with travel behaviour literature and psychological theories, draw parallels with (transport-related) residential self-selection, and reflect on the difficulties and possibilities of measuring this model. Finally, I focus on the implications of the proposed model on travel behaviour research.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Sanaz Kazemzadehazad, Saeed Monajjem, Grégoire S. Larue, Mark J. King〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Combined horizontal and crest vertical curves are among the most hazardous road segments because of drivers’ difficulties in perceiving early road geometry. This study evaluates new treatments to improve the safety of horizontal and crest vertical curves and compares their efficiency for driver performance based on design consistency criteria under free flow traffic and on-coming traffic. A combination of chevron signs with three promising treatments included herringbones, sealed shoulder and a yellow blinking signal was applied to hazardous curve sections in a driving simulator. Performance measures consisted of mean of speed and lateral position. The results indicated that combining chevrons and a warning blinking signal is the most appropriate treatment for horizontal and crest vertical curves, as this resulted in lower speed and lateral position. In addition, speed and lateral position variations along the curves were lower compared to other treatments specially, with an on-coming vehicle. Sealed shoulder makes drivers drive faster while entering a curve and brake suddenly while changing direction. Using herring bones is found to reduce speed and speed differential along the curve but not lateral position which was even higher in treated curves particularly, in presence of an on-coming vehicle.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Julie Iskander, Mohammed Attia, Khaled Saleh, Darius Nahavandi, Ahmed Abobakr, Shady Mohamed, Houshyar Asadi, Abbas Khosravi, Chee Peng Lim, Mohammed Hossny〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Motion sickness comprises a set of symptoms, such as nausea, headaches, and disorientation, that affects healthy individuals when undergoing different types of motion, including virtual motion. The ways of mitigating motion sickness is a controversial issue as it strongly depends on variability among individuals due to anthropometric, physical as well as physiological traits, making it difficult to identify and derive a universal solution. With the introduction of autonomous vehicles, we are moving from car sickness, which is motion sickness induced when riding in cars, to autonomous car sickness, which arises from riding in autonomous vehicles. To ensure advancement of fully-autonomous vehicles, a comfortable experience must be provided to the passengers. An important factor that affects the acceptance of autonomous cars is the capability of passengers to perform non-driving tasks like reading, relaxing, and/or socialising in a comfortable style with no or limited motion sickness symptoms. Drivers, who never suffer from motion sickness while driving, might be, when riding as passengers in autonomous cars, susceptible to motion sickness due to the lack of controllability on the vehicle in addition to sensory conflicts. Therefore, in-depth investigations on the causes of autonomous car sickness are required. In this paper, we present different theories explaining the ‘how’ and ‘why’ of motion sickness and then discuss whether these factors are applicable to autonomous car sickness. The adaptation of different motion sickness predictors that can be used to limit autonomous car sickness are also discussed, with a proposal of a framework that provides a viable solution to mitigate autonomous carsickness.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Ana María Pérez-Marín, Mercedes Ayuso, Montserrat Guillen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Being involved in an accident may modify the behavior of an insured at the wheel due to their having an aggravated perception of risk. Here, we analyze how the behavior of young drivers is modified after an accident by comparing percentage distances driven above posted speed limits before and after the event. The possibilities afforded by telematics, in terms of gathering information about such variables as speeding, undoubtedly constitute an important step forward in quantifying effects that hitherto have gone unanalyzed in the field of road safety and car insurance. Our results show a greater reduction in the speeding of young drivers that suffer severe bodily injuries, especially in the case of men and, particularly, among those that committed more frequent speed violations prior to the accident.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 64〈/p〉 〈p〉Author(s): Subin Park, Cheol Oh, Yunjong Kim, Saerona Choi, Seri Park〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Considering that aggressive driving behavior significantly contributes to crash occurrences, it is necessary to establish appropriate safety strategies for managing and suppressing the risk factor of aggressive driving behavior. Understanding the characteristics of aggressive driving and its impact on traffic stream is fundamental to developing safety countermeasures. The main purpose of this study is to evaluate the crash potential under the various aggressive driving events on freeways based on both driving simulators and microscopic traffic simulation model, VISSIM. A novel feature of this study is the application of a multi-agent driving simulation facility, where two driving simulators are connected to establish a network that can render synchronized driving in the same space. The results of the driving simulation were used for modifying the driving behavior parameters of VISSIM. This approach will enable to effectively represent the driving behavior of aggressive drivers and normal drivers under various aggressive driving cases. Study results indicated that aggressive driving deteriorated not only the network safety performance represented by the crash potential index (CPI) but also the mobility represented by travel speeds. The outcomes of this study would be useful in developing well-informed countermeasures and supporting policy making-activities to prevent aggressive driving events.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 63〈/p〉 〈p〉Author(s): Edwin Baumgartner, Andreas Ronellenfitsch, Hans-Christian Reuss, Dieter Schramm〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉With an increasing number and diversification of powertrain setups, the evaluation of drivability is a major challenge in the vehicle development process. Since comprehensive tests with prototype cars are complex, time-consuming and expensive, using dynamic driving simulators for drivability evaluations is a promising alternative. Currently, driving simulators are not an established tool for drivability evaluations despite offering many advantages. They could enable concept evaluations in early development stages and offer a high degree of reproducibility and controllability regarding the test conditions. One reason for simulators not being utilised for this purpose is the circumstance that certain effects are experienced differently compared to real driving. Therefore, it is important to understand how accelerations are perceived in a simulator and to what extend motion scaling influences the perception. The ability to distinguish between several acceleration profiles resulting from different powertrain setups can be expressed with the just noticeable difference (JND). The JND corresponds to the differential perception threshold and is a suitable measure to classify and assess powertrain modifications. In this paper, the effect of motion scaling on the JND is analysed with a driving simulator study. The aim is to explain the differences in perception between driving simulator studies and real road tests in the context of drivability and to provide guidance for transferring results to real world conditions.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 63〈/p〉 〈p〉Author(s): Mahmoud Hashash, Maya Abou Zeid, Nadine Marie Moacdieh〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Texting while driving is known to lead to performance decrements; however, it is still unclear to what extent browsing social media while driving also negatively affects driver performance and attention. There is a need to determine what guidelines and warnings should be in place. The aim of this research study is to analyze the effects of browsing social media on young driver performance and attention allocation (using eye tracking). To this end, a driving simulator experiment was carried out. Participants were asked to drive and either browse a Facebook page or send text messages on a given cell phone. Results showed that both texting and browsing social media lead to performance decrements, but texting while driving is more detrimental to performance. However, in terms of attention allocation, texting and browsing social media seem to be very similar, confirming the need for more awareness about the visual distraction caused by browsing social media.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Tyron Louw, Jonny Kuo, Richard Romano, Vishnu Radhakrishnan, Michael G. Lenné, Natasha Merat〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The aim of this study was to understand driver responses to “silent” failures in automated driving, where automation failed during a simulator drive, without a take-over warning. The effect of a visual non-driving related task (NDRT) and a road-based vigilance task presented drivers’ take-over response and visual attention was also investigated. Currently, automated driving systems face a number of limitations that require control to be handed back to the driver. Much of the research to date has focused on explicit take-over requests (ToRs) and shows that drivers struggle to resume control safely, exacerbated by disengagement from the driving task, for instance, due to the presence of NDRTs. However, little is known about whether, and how, drivers will respond to more subtle automation failures that come without a warning, and how this is affected by NDRT engagement. Thirty participants drove a simulated automated drive in two conditions, which had 6 silent automation failures each (3 on a Curve, 3 in a Straight), with no ToRs. In one condition, drivers were required to constantly monitor the road, which was enforced by a road-based vigilance task (VMS Only). In the other, drivers performed an additional visual NDRT, requiring them to divide their attention (VMS + Arrows). Results showed that, in both conditions, all drivers eventually detected and responded to all silent automation failures. However, engaging in an additional NDRT during automation resulted in significantly more lane excursions and longer take-over times. Adding a visual NDRT not only changed the distribution of drivers’ visual attention before and after the failure but also how they divided their attention between information on the road environment and the human–machine interface, which provided information on automation status. These results provide support for how driver monitoring systems may be used to detect drivers’ visual attention to the driving task and surroundings, and used as a tool for encouraging driver intervention, when required.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part F: Traffic Psychology and Behaviour, Volume 62〈/p〉 〈p〉Author(s): Nick Chaloux, Geneviève Boisjoly, Emily Grisé, Ahmed El-Geneidy, David Levinson〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Improving accessibility is a goal pursued by many metropolitan regions to address a variety of objectives. Accessibility, or the ease of reaching destinations, is traditionally measured using observed travel time and has of yet not accounted for user satisfaction with these travel times. As trip satisfaction is a major component of the underlying psychology of travel, we introduce satisfaction into accessibility measures and demonstrate its viability for future use. To do so, we generate a new satisfaction-based measure of accessibility where the impedance functions are determined from the travel time data of satisfying trips gathered from the 2017/2018 McGill Transport Survey. This satisfaction-based measure is used to calculate accessibility to jobs by four modes (public transport, car, walking, and cycling) in the Montreal metropolitan region, with the results then compared to a standard gravity-based measure of accessibility. This comparison reveals a discrepancy between both measures of accessibility, particularly for public transport users. By combining this discrepancy with mode share data, we identify areas that may be targets for future investigations to better understand the causes for discrepancy. The study demonstrates the importance of including satisfaction in accessibility measures and allows for a more nuanced interpretation of the ease of access by practitioners, researchers, planners, and policy-makers.〈/p〉〈/div〉 〈/div〉