Determinants of Emotional Experiences in Traffic Situations ... - OPUS

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84 Emotional States of Drivers and Their Impact on Driving Behaviour! Fright Wald χ 2 Sig. CI (95%) AIC/df 2.817 ! BIC/df 3.014 ! Likelihood χ2 1.305 .806 ! ! ! ! Constant ! ! 8.28 .086 ! 0.06 ! 2.944 Gender 1.57 .430 0.645 0.622 Mileage 1.31 .404 3.30E-01 0.696 Driving Motivation 0.91 .311 0.121 1.025 STAI 0.14 -950 0.205 0.004 Gender was coded with female = 0, male = 1 Bold χ 2 -Values are significant at p < .05 ! ! ! ! 3.3.4 Emotions and Driving Behaviour In the next step, the self-reported emotions were related to the driving parameters of the participant by employing a multiple linear regression. As independent variables, the experienced emotion of interest, the emotion from the same domain (anger with contempt / anxiety with fright; all dichotomized at the median), gender, driving experience, driving motivation and the associated trait-emotion-questionnaire (DAS for anger and contempt / STAI for anxiety and fright) were inserted. The dependent variables were the specific longitudinal and lateral driving parameters: scenario 1-3 focussed on acceleration (m/s 2 ) directly after the impeding event (slow car, construction site, braking car) and those values were summed up. Scenario 4 focussed on the strength of braking (m/s 2 ) after the confrontation with the obstacle. In all scenarios, the impact of the emotions on the velocity (km/h) and lateral acceleration (m/s 2 ) directly after the event and in the neutral zone were evaluated. Speeding behaviour was only analysed in the neutral zone because the critical event forced the participants to slow down in the first place. Two time frames were analysed: the first 500m after the critical event (t1) and a subsequent neutral zone, which consisted of several road sections with an overall length of 2000m (t2). To account for the high correlations between driving patterns directly after the event and in the neutral zone multiple regressions were employed: (1) with the complete set of predictors and the driving indicator at t1 as dependent variable and (2) with the same set of predictors (including t1) and t2 as dependent variable. As the results indicate, anger, contempt, anxiety and fright had an effect during the experiment (Figure 3, 4 and 5). People who experienced more anger drove faster (standardized coefficient β = .28, t(73;6) = 2.71, p< .009) directly after the event (Figure 3 and 4). But heightened anger did not explain additional variances of speed in the neutral zone (β = .08, t(73;6) = 0.94, n.s.) and previous velocity was the strongest predictor here (β = .72, t(73;6) = 9.15, p< .001). The same pattern of influence was true for acceleration: higher anger scores lead to stronger acceleration directly after the event (β = .27, t(73;6) = 2.28, p< .023), but not necessarily during t2 (β = .18, t(73;6) = 1.12, n.s.). Lateral acceleration was
Emotional States of Drivers and Their Impact on Driving Behaviour 85 positively influenced by anger intensities at t1 (β = .30, t(73;6) = 2.11, p< .038) and t2 (β = .22, t(73;6) = 2.29, p< .025). Furthermore, participants who reported stronger anger violated the speed limit for a longer period of time (β = .31, t(73;6) = 2.78, p< .007). Contempt had similar effects compared to anger and people reporting high levels of contempt had higher speeds, stronger lateral acceleration and showed more speeding behaviour. Due to the relatively low levels of contempt compared to anger during the experiment, the effects were not as strong. They became significant for velocity directly after the event (β = .23, t(73;6) = 2.33; p< .023), lateral acceleration (β = .27, t(73;6) = 2.13; p< .023) as well as speeding behaviour at t2 (β = .27, t(73;6) = 2.48; p< .016). Anger and contempt didn´t show any significant correlation in this study (r = .17; ns). Anxiety and fright were experienced more intensively in Scenario 4 (obstacle on street) and influenced driving parameters in a sequential way (Figure 3 and 5): high fright scores rapidly affected driving speed (β = -.24, t(73;6) = -2.05, p< .045), braking behaviour (β = -.46, t(73;6) = -4.55, p< .001) and lateral acceleration directly after the event (β = .50, t(73;6) = 4.78, p< .001) but not in the neutral zone (βs ranging from -.04 to .10, n.s.). Speeding, which was only assessed for the neutral zone was not affected by fright intensities either (β = -.12, t(73;6) = 1.12, n.s.). Anxiety intensities did not affect any of the driving parameters directly after the event (βs ranging from .01 to .04). But within the neutral zone, anxiety was effective and changed the driving behaviour – often to the worse. Highly anxious drivers showed higher overall velocities (β = .21, t(73;6) = 2.50, p< .014), lateral acceleration (β = .30, t(73;6) = 2.29, p< .025) and speeding (β = .26, t(73;6) = 2.43, p< .018). Anxiety and fright were not significantly correlated which each other (r = .20; ns). !
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Determinants of Emotional Experienc
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Acknowledgements I would like to th
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Abstract Emotions play a prominent
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2.3.2.2.5 Testing H5 ..............
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List of Tables Chapter 2: The Emoti
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Introduction 11 1. Introduction 1.1
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Introduction 13 (Deffenbacher et al
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Introduction 15 emotions varies vas
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Introduction 17 Therefore, a precis
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Introduction 19 On the behavioural
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Introduction 21 A coherent model of
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Introduction 23 Chliaoutakis, J.E.,
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Introduction 25 Giegling, I., Hartm
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Introduction 27 Reason, J., Manstea
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Introduction 29 Ulleberg, P., (2001
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The Emotional Spectrum in Traffic S
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