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In this dissertation the relation between time headway in car following and the subjective experience of a driver was researched. Three experiments were conducted in a driving simulator. Time headways in a range of 0.5 to 4.0 seconds were investigated at 50km/h, 100km/h, and 150km/h under varied visibility conditions and at differing levels of driver control over the car. The main research questions addressed the possible existence of a threshold effect for the subjective experience of time headways and the influence of vehicle speed, forward visibility, and vehicle control on the position of time headway thresholds. Furthermore, the validity of zero-risk driver behavior models was investigated. Results suggest that a threshold exists for the subjective experience of time headways in car following. This implies that the subjective experience of time headways stays constant for a range of time headways above a critical threshold. The subjective experience of a driver is only influenced by time headway once this critical time headway threshold is passed. Speed does not influence preferred time headway distances in self- and assisted-driving, i.e. time headway thresholds are constant for different speeds. However, in completely automated driving preferred time headways are influenced by vehicle speed. For higher speeds preferred time headways decrease. A reduction of forward visibility leads to a shift in preferred time headways towards larger time headways. Results of this dissertation give credence to zero-risk models of driver behavior.
Determinants of Emotional Experiences in Traffic Situations and Their Impact on Driving Behaviour
(2013)
Emotions play a prominent role in explaining maladaptive driving and resulting motor vehicle accidents (MVAs). Above all, traffic psychologists have focussed their attention on anger and anxiety, including the origins and influence of these emotions on driving behaviours. This dissertation contributes to the field with three manuscripts that build upon each other. Those manuscripts have three separate objectives. The first identifies the broad range of emotions in traffic that should be analysed. Second, the impact of specific emotions on driving behaviour is focussed. Finally, the research investigates how situational and personal factors can influence emotional experiences and influence driving behaviour. The first article tackles the bandwidth of emotions in traffic. In two consecutive online studies (study one: = 100; study two: n = 187), different emotional experiences were assessed using the Geneva Emotion Wheel (and an advanced version). The stimulus material consisted of written traffic situations structured around specific factors (in these studies, predominantly goal congruence, goal relevance and blame). It could be shown that the properties of the situation can elicit emotions such as anger, anxiety and happiness, but also pride, guilt and shame. The second article saw a transfer of those situational factor structures from online-presented text to simulated driving. At this time, the focus of interest was the driving behaviour influenced by the elicited emotions. The simulator study (n = 79) revealed that anger, contempt and anxiety led to similar declines in driving performance profiles. Performance declines included driving at higher speeds, more frequent speeding and worse lateral control. The third article examined to what extent anger and personal characteristics could negatively influence driving behaviour. Two studies were conducted (study one: n = 74; study two; n = 80). The results indicated that specific characteristics of the person (male, little driving experience, high driving motivation, high trait-driving anger) could influence driving behaviour in negative ways, both directly and indirectly, via triggered anger emotions. It can be concluded from these results that the range of emotions in traffic encompasses much more than just anger and anxiety. Furthermore, the second and third articles show that within simulated environments, minimal but effective emotional intensities can be triggered, and those emotions (especially anger and anxiety) create similar performance patterns. Personal characteristics should be considered when explaining the elicitations of emotion and subsequent driving behaviour. The papers of this dissertation echo the call for new comprehensive models to explain the relationships among emotions and traffic behaviours.
The question whether representation of travel experience actually leads to personal prestige enhancement has been widely neglected so far. The study of prestige benefits of travel is a necessary endeavour to develop suitable methodological approaches toward the concept, in order to close critical knowledge gaps and enhance scientific understanding. The present thesis lays out the rationale and results of three research projects which shed light onto the relationship between touristic self-presentation and its effects on personal prestige evaluations of the social environment. The empirical studies conclude in the following main findings: (1) Leisure travel is a useful means for people to self-express in a positive way, and material representations of travel are frequently displayed to others. Tourists make use of travel experience to self-present in a positive way by uploading photos on social media, collecting and displaying souvenirs, wearing jewellery and clothing from their last trip, or talking about their trips to others. They express positive self-messages about personal character traits, affiliation to social in-groups and proof of having travelled somewhere. The findings ascertain the utility of travel representations for positive self-expression, showing that travel experience is an effective vehicle for conspicuous consumption and self-expression as an antecedent for personal prestige enhancement. (2) Personal prestige is an element of social relations, and holds capacity to affect perceptions of social inclusion and social distinction, so it has to be conceptualised as a multidimensional construct. In a tourism context, personal prestige is reliably measurable along the four dimensions of hedonism, social inclusion, social distinction and prosperity. The herein developed Personal Prestige Inventory (PPI) is a valid, reliable and parsimonious measurement tool which substantially enhances methodological approaches toward empirical research into personal prestige. (3) The way in which people represent travel experience to others measurably affects how their personal prestige is evaluated by social others. Empirical evidence of a series of experimental studies provides support for the assumption that representation of travel experience has an effect on the social evaluation of tourists' personal prestige. Experimental variance suggests small to moderate effects on personal prestige depending on the amount of leisure information given about a person, participation in tourism, and the destination and type of travel represented. This evidence is reasonable basis to conclude that whether and how people travel, and whether and how they share travel experience with others, does measurably affect social other's evaluation of their personal prestige.
Destination websites, which are maintained by destination marketing/management organisations (DMOs), are a key source of information for tourists in the pre-trip phase. DMOs are increasingly applying experiential marketing on their websites to support positive pre-travel online destination experiences (ODEs) and make the vision of the holiday as vivid as possible. However, research into technology-driven travel experiences is still in its infancy. In particular, a theoretical understanding of the nature of ODEs arising from destination websites is still lacking. Therefore, this dissertation is dedicated to an extensive investigation of ODEs on destination websites in the pre-travel phase. The aims were to analyse the influences of experiential design on ODEs, explore the ODE dimensions, and develop and validate a measurement tool for assessing the ODE values of destination websites. In the first qualitative multi-method study (eye-tracking, retrospective think-aloud protocols, semi-structured interviews, and video observations), the objective was to gain an in-depth understanding of the ODE facets in the travel inspiration phase. It was found that the experience dimensions adopted in previous research regarding the product-brand context (sensory, affective, intellectual, social, and behavioural dimensions) also occurred in the ODE context but exhibited some particularities, such as a future-oriented affective component (affective forecasting). Moreover, a supplementary spatio-temporal experience dimension was identified. An online field experiment was subsequently conducted and aimed at assessing the effects of applying experiential marketing on destination websites on ODEs in the travel inspiration phase. Based on the findings of Study 1, an initial attempt at developing an ODE measurement instrument was made and the ODE dimensionality tested. The results showed the theoretically relevant experience dimensions to be less differentiated compared to the product-brand context; instead, they merged into a holistic ODE encompassing several experience facets. Furthermore, it was shown that the application of experiential design enhanced ODEs; however, considering the subjectivity of experiences, the effect was rather small. Accordingly, complex multi-media elements do not automatically increase the experiential effect. In the third study, a quasi-online field experiment was conducted, simulating the travel information phase (higher involvement than Study 2) to re-assess the ODE dimensions and develop and validate a measurement instrument. The results showed the overall ODE to be reflected by two interrelated dimensions that aligned with the dual process theory: hedonic and utilitarian experiences. The facets identified in the first study were largely reflected in these two overarching components. Moreover, a reliable, valid, and parsimonious second-order measure for assessing ODEs was proposed. Overall, the results yielded by this dissertation enhance the scientific understanding of the technology-empowered tourist experience in the currently under-researched pre-travel experience phase. In addition, by proposing a new scale for the measurement of ODEs, this dissertation provides useful methodological advancements that can pave the way for further research in this field.
The requirements for the design of information and assistance systems in labour-intensive processes are interdisciplinary and have not yet been sufficiently addressed in research. This dissertation analyses, evaluates and describes possibilities for increasing the effectiveness and efficiency of labour-intensive processes through design-optimised socio-technical systems. The work thus contributes to further developing information and assistance systems for industrial applications and use in healthcare. The central dimensions of people, activity, context and technology are the focus of the scientific investigations following the Design Science Research paradigm. Design principles derived from this, a corresponding taxonomy, and a conceptual reference model for the design of socio-technical systems are the results of this dissertation.
Decoding the psychological dimensions of human odor perception has long been a central issue of olfactory research. As odor percepts could not be linked to a few measurable physicochemical features of odorous compounds or physiological characteristics of the olfactory system, odor qualities have often been assessed by perception–based ratings. Although these approaches have been promising, none of the proposed system has sustained empirical validation. In a review of 28 studies, the authors assessed how basic characteristics of study design have been biasing perception–based classification systems: (1) interindividual differences in perceptual and verbal abilities of subjects, (2) stimuli characteristics, (3) approaches of data collection, and (4) methods of data analysis. Remarkably, many of the difficulties in establishing these systems have been rooted in one underlying issue: the puzzling relationship between language and olfaction in general. While the reference from odors to language is weak, the reverse impact of verbal processing on olfaction seems powerful. Odor perception is biased by verbal–semantic processes when cues of an odor's source are readily available from the context. At the same time, olfaction has been characterized as basically sensation driven when this information is absent. The authors examined whether language effects occur when verbal cues are absent and how expectations about an odor's identity shape odor evaluations. Subjects were asked to rate 20 unlabeled odor samples on perceptual dimensions as well as quality attributes and to eventually provide an odor source name. In a subsequent session, they performed the same rating tasks on a set of written odor labels that was compiled individually for each participant. It included both the 20 correct odor names (true labels) and – in any case of incorrect odor naming in the first session – the self–generated labels (identified labels). The authors compared odor ratings to ratings of both types of labels and found higher consistencies between the evaluation of an odor and its identified label than between the description of an odor and its true (yet not associated) label. These results indicate that basic perceptual as well as quality ratings are affected by semantic information about an odor's source – even in absence of source cues. That is, odor sensation may activate a semantic mental representation of an odorous object that affects odor processing and may in turn relate to further multimodal properties. That means, associations between odors and stimuli from other sensory modalities should not only be stable, but these mappings should be mediated by an odor’s identity. The authors asked subjects to visualize their odor associations on a drawing tablet, freely deciding on color and shape. Additionally, they provided a verbal label for each sample. Color mappings were odor-specific, they reflected the imagery of a natural source and seemed to change with assumed odor identity. Shape mappings changed with odor identifications as well, as drawings frequently displayed concrete objects that reflected visual features of an odor's source. The influence of verbal identity codes on quality ratings or crossmodal mappings is rooted in the very same problem that perception–based classification systems have tried to solve – a terminology that relates to abstract mental categories. The less specific we communicate, the more we need to resort to source–related analogies – in scientific endeavors and everyday life alike.
When Libet and colleagues published their results on the temporal order of movement preparation and the reported time of conscious will to move in 1983, they shed some doubt on the existence of free will. This marked the beginning of a controversial and still ongoing debate, not only about the existence of free will, but also about the appropriateness of methods and validity of results from research on free will. Belief in free will was also discovered as psychological research topic. Literature on belief in free will shows some evidence that most laypersons across different cultural backgrounds believe that they have free will and that a person's belief in free will might have an impact on cognition and behavior, tending to positive outcomes with a greater belief in free will. Empirical findings from the German-speaking area are sparse, probably due to a lack of validated measurements assessing belief in free will available in the German language. The aim of this dissertation is to critically examine some aspects in psychological research on free will and the belief in free will. Two studies are reported that aim to generalize the Libet paradigm for a free and voluntary decision with consequences for the acting person, as this was never reported to have been researched in literature before, and to test the critical objection that the measurement of reporting the conscious intention to move has a direct effect on the result in the Libet paradigm. Furthermore, the construction of the first inventory measuring belief in free will in the German language is described. This inventory was also created with the aim of overcoming some methodological problems in the existing instruments in English language. Furthermore, studies on the experimental manipulability of the belief in free will are reported. These findings provide implications in view of the current state of research on free will and belief in free will and its reliability.