Purpose: The purpose of this paper is to present an extended version of the Elaboration Likelihood Model (ELM‐model) to explain and predict which of the four cognitive processes that are distinguished in the literature, with respect to Country of Origin (CoO), can be expected to occur: the halo‐effect, the summary construct‐effect, the product attribute‐effect or the default heuristic‐effect.Design/methodology/approach: Contrary to most of the previous theoretically‐oriented work on cognitive CoO‐effects, the epistemological background of the CoO‐ELM model proposed in this paper is of an inductive nature with theoretical propositions being derived from empirical data already gathered in the existing studies.Findings: The outcome of this paper is a flow chart model leading to a set of theoretical propositions on which cognitive CoO‐effects can be expected to occur under different situational contexts.Research limitations/implications: This paper only focuses on the explanation of cognitive CoO‐effects, not on affective or conative/normative effects. Also, the CoO‐ELM model applies only to the processing of consumers' prior knowledge about a country's products and not about the country itself. Finally, the CoO‐ELM model still needs to be subjected to empirical verification. An important implication of this paper is that the CoO‐ELM framework makes the bulk of empirical data become more transparent given the four effects of cognitive CoO‐processes.Practical implications: The CoO‐ELM model provides marketing practitioners with an easy and practical tool for the management of CoO‐cues.Originality/value: This paper is the first attempt trying to catch all the cognitive CoO‐effects previously identified within a theoretically solid framework.

This study investigated if decreased cognitive control, reflected in response inhibition and working-memory performance, is an underlying mechanism of risky driving in young novice drivers. Thirty-eight participants aged 17 to 25 years old, with less than 1 year of driving experience, completed a simulated drive that included several risky driving measures. Measures of response inhibition and verbal working memory were negatively associated with the standard deviation of the lateral lane position. Response inhibition, but not working memory, was also negatively related with the detection of, reaction to, and crashes with road hazards. Unexpectedly, increased cognitive control did not always relate to decreased risky driving. Visuospatial working-memory performance related positively with yellow-light running and negatively with the minimal following distance inside the city center. The findings evidence the role of cognitive control in explaining risky driving in young novice drivers. This relationship, however, differed per cognitive function and per driving parameter. Implications for future research and traffic safety interventions are discussed.

This study investigates the effect of two pavement markings (transverse rumble strips (TRS) and a backward pointing herringbone pattern (HP)) on speed and lateral control in and nearby curves. Two real-world curves with strong indications of a safety problem were replicated as realistic as possible in the simulator. Results show that both speed and lateral control differ between the curves. These behavioural differences are probably due to curve-related dissimilarities with respect to geometric alignment, cross-sectional design and speed limit. TRS and HP both influenced mean speed and mean acceleration/deceleration but not lateral control. TRS generated an earlier and more stable speed reduction than HP which induced significant speed reductions along the curve. The TRS gives drivers more time to generate the right expectations about the upcoming curve. When accidents occur primarily near the curve entry, TRS is recommended. The HP has the potential to reduce accidents at the curve end. Practitioner Summary: Two pavement markings (transversal rumble strips and HP) nearby dangerous curves were investigated in the driving simulator. TRS generated an earlier and more stable speed reduction than HP which induced speed reductions along the curve. The TRS gives drivers more time to generate right expectations about the upcoming curve.