Applied Psychology

Traffic: Why We Drive the Way We Do (and What It Says About Us)

Amazon Best of the Month, July 2008: How could no one have written this book before? These days we spend almost as much time driving as we do eating (in fact, we do a lot of our eating while driving), but I can't remember the last time I saw a book on all the time we spend stuck in our cars. It's a topic of nearly universal interest, though: everybody has a strategy for beating the traffic. Tom Vanderbilt's Traffic: Why We Drive the Way We Do (and What It Says About Us) has plenty of advice for those shortcut schemers (Vanderbilt may well convince you to become, as he has, a dreaded "Late Merger"), but more than that it's the sort of wide-ranging contrarian compendium that makes a familiar subject new. I'm not the first or last to call Traffic the Freakonomics of cars, but it's true that it fits right in with the school of smart and popular recent books by Leavitt, Gladwell, Surowiecki, Ariely, and others that use the latest in economic, sociological, psychological, and in this case civil engineering research to make us rethink a topic we live with every day. Want to know how much city traffic is just people looking for parking? (It's a lot.) Or why street signs don't work (but congestion pricing does), why new cars crash more than old cars, and why Saturdays now have the worst traffic of the week? Read Traffic, or better yet, listen to the audio book on your endless commute. --Tom Nissley

Questions for Tom Vanderbilt, author of Traffic

Q: Was this book really born on a New Jersey highway?
A: Yes, though it could have been any highway in the world, where countless drivers, driving on a crowded road that is about to lose a lane, have had to make a simple decision: When to merge. For my entire driving life, I had always merged "early," thinking it was the polite and efficient thing to do. I viewed those who kept driving to the merge point, to the front of line, as selfish jerks who were making life miserable for the rest of us. I began to wonder: Were they really making things worse? Was I making things worse? Could merging be made easier? Why were there late mergers and early mergers, and why did people get so worked up about the whole thing? In that everyday moment I seemed to sense a vast, largely under-explored wilderness before me: Traffic.

Q: Is it true that the most common cause of stress on the highway is merging? Why of the myriad things to cause stress on the road is this at the top?
A: Merging is the most stressful single activity we face in everyday driving, according to a survey by the Texas Transportation Institute. People who have done studies at highway construction work zones have also told me of extraordinarily bad behavior, triggered by this simple act of trying to get two lanes of traffic into one. Sometimes, it’s simply the difficult mechanics of driving — trying to enter a stream of traffic flowing at a higher speed than you are, for example. Drivers, to quote a physicist who was actually talking about grains, are objects "who do not easily interact." But I also think there’s something about the forward flow of traffic that makes us register progress only by our own unimpeded movement; as in life, we seem to register losses more powerfully than gains, and registering these losses boosts stress.

Q: You say that, "For most of us who are not brain surgeons, driving is probably the most complex everyday thing we do in our lives." How so?
A: Researchers have estimated there are anywhere from 1500 to 2500 discrete skills and activities we undertake while driving. Even the simplest thing — shifting gears — is a decision-making process consuming what is called "cognitive workload." We’re operating heavy machinery at speeds beyond our long evolutionary history, absorbing (and discarding) huge amounts of information, and having to make snap decisions — often based on limited situational awareness, guesses about what others are going to do, or a hazy knowledge of the actual traffic law. It took years of research, for example, by some of the country’s top robotics researchers, to create expensive, sophisticated self-driving "autonomous vehicles" that are basically mediocre beginning drivers that you’d never want to let loose in everyday traffic. When we forget that driving isn’t necessarily as easy as it seems to be, we get into trouble.

Q: Drivers polled in America say the roads are getting less civil with each passing year. ‘Road Rage’ is an ever more common term. What is to blame? Hummers? Or are we just getting ruder?
A: Every year, more people are driving more miles, so one reason for the sense that the roads are getting less civil is simply that there are many more chances for you to have an encounter with an aggressive or rude driver. It’s tough to put numbers on it, but I happen to feel, like many people, that behavior has gotten qualitatively worse — surveys have suggested, for example, that using the turn signal is an increasingly optional activity. Leaving aside the issue that not signaling is illegal (because, let’s face it, we’re never going to be able ticket everyone who doesn’t do it, nor do we probably want to), it’s one of those small things, requiring little effort from the driver, that makes traffic flow more smoothly — I myself have honked countless times at "idiots" slowing for no apparent reason, only to seem them eventually make a turn. It’s antisocial behavior, the equivalent of having the door held open for you and saying nothing in return. So why don’t people signal? My immediate theory is that they’re using a cell phone and are distracted or physically incapable of signaling. But a deeper reason, I suspect, may be seen in the surveys of psychologists who measure narcissism in American culture. They find, as time goes on, more people are willing to say things like "If I ruled the world, it would be a better place." Traffic is filled with people who think that roads belong only to them — it’s "MySpace" — that being inside the car absolves them from any obligation to anyone else. People are glad to tell you that their child is a middle school honor student — as if anyone cared! — but they deem it less important to tell you what they’re going to do in traffic.

Q: So much of what you uncover about life on the road seems counterintuitive. Like the fact that drivers drive closer to oncoming cars when there is a center line divider then when there is not; that most accidents happen close to home in familiar, not foreign, surroundings; that dangerous roads can be safer; safer cars can be more dangerous; that suburbs are often riskier than the inner city; the roundabout safer than the intersection. When it comes to traffic why are things so different from how we instinctively perceive them?
A: I think part of the reason is it’s easy for us to confuse what feels dangerous or safe in the moment and what might be, in a larger sense, safe or dangerous. We have a windshield’s eye view of driving that sometimes blinds us to larger realities or skews our perception. Roundabouts feel dangerous because of all the work one has to do, like looking for an opening, jockeying for positioning. But it’s precisely because we have to do all that, and because of the way roundabouts are designed, that we have to slow down. By contrast, it feels quite "safe" to sail through a big intersection where the lights are telling you that you have the right to speed through. We can, in essence, put our brain on hold. But those same intersections contain so many more chances for what engineers call "conflict," and at much higher speeds, than roundabouts. So when what seems quite safe suddenly turns quite dangerous — will we be as well prepared? Similarly, we might be reassured that that yellow or white dividing line on a road is telling us where we should be, but how does that knowledge then change our behavior, to the point where may actually be driving closer — and faster — to the stream of oncoming traffic? Accidents are more likely to occur closer to home. Mostly this is because we do most driving closer to home, but studies do show that we pay less attention to signs and signals on local roads, because we "know" them, yet this knowledge actually give us a false sense of security.

Q: What were some of the things that most surprised you in researching this book?
A: Things that surprised me the most were those that challenged my own long-held beliefs as a driver, like that "late mergers" simply must be somehow worse for the traffic flow at work-zones, that roundabouts were dangerous places, that warning signs were there because they must be working, that car drivers were more of a contributing factor in truck-car crashes than truck drivers. It was also quite a revelation to learn about the many ways our eyes and our minds deceive us while driving, the ways we "look but don’t see," the way we sometimes believe, to slightly change up the warning our mirrors gives us, that objects are further away than they actually are. Then there were the things I had never really thought about, but were surprising nonetheless — that drivers seem to pass closer to cyclists when those cyclists are wearing helmets, how the ways in which drivers honk at each other contain subtle indications of status and demographics, how much traffic on the streets is simply people looking for parking. I was also unpleasantly surprised to learn how far the U.S. had slipped in terms of traffic safety in the world, where it was once the leader.

Q: You write, "The truth is the road itself tells us far more than signs do." So do traffic signs work?
A: We’ve probably all had the somewhat absurd moment of driving in the country, past a big red barn, the pungent smell of cow manure on the breeze, and then seeing a yellow traffic sign with a cow on it. Does anyone need that sign to remind them that cows may be nearby? To quote Hans Monderman, the legendary Dutch traffic engineer who was opposed to excessive signing, "if you treat people like idiots, they’ll act like idiots." Then again, perhaps someone did come blazing along and hit a crossing cow or a tractor, and in response engineers may have been forced to put up a sign. The question is: Would that person have done that regardless of the sign? The bulk of evidence is that people don’t change their behavior in the presence of such signs. Children playing, School zone? People speed through those warnings, faster than they even thought, if you query them later. To take another example, the majority of people killed at railroad crossings in the U.S. are killed at crossings where the gates are down. If this is insufficient warning that they should not cross the tracks then is a sign warning that a train might be coming really going to change behavior? At what point do people need to rely on their own judgment? We as humans seem to act on the message that traffic signs give us in complex ways — studies have shown, for example, that people drive faster around curved roads that are marked with signs telling them the road is curved. We tend to behave more cautiously in the face of uncertainty.

Q: What is "psychological traffic calming"?
A: Traditional "traffic calming" relies on putting big, visually obvious obstructions in the road, like speed bumps, or the wider, flatter speed humps. Unfortunately, since the bulk of drivers, like tantrum-throwing toddlers, really don’t like to be calmed, a lot of these don’t work as well as hoped, or produce negative, unintended consequences, like the fact that people will raise their speed between the bumps to make up for the time lost slowing to traverse the bump. So-called "psychological traffic calming" basically tries to calm traffic without drivers even realizing they’re being calmed. It does so through things like reducing the width of roads, using pavements of different colors or textures, even removing center-line dividers, which studies have shown is one way to get drivers to slow down. Even creating visual interest along the side of the road, a no-no in traditional traffic engineering because it’s a "distraction," can be used to calm traffic — when something’s worth seeing, after all, people slow down. The most radical approach is removing any signage at all, and forcing drivers to rely on their own wits, as well as the dynamics of human interaction, as has been seen in some interesting experiments in the Netherlands.

Q: You cite 20 miles per hour as the speed at which eye contact becomes impossible. How central to understanding traffic, and human communication generally, is this statistic?
A: Eye contact is a fundamental human signal — all kinds of studies have shown, for example, how people are more likely to cooperate with one another when they can make eye contact. When we don’t have it, when we become anonymous, we not only lose some of that impulse towards cooperation, we seem to become susceptible to all kinds of behavior we might not otherwise engage in. In most driving situations, of course, we lose eye contact, and have to make do with our rather limited vocabulary of traffic signals. At much slower speeds, however, like those seen in the experimental roundabouts in the Netherlands were most signage has been stripped away, it is fascinating to see how intricately all the traffic can interweave — exactly because some of those human signals have been restored.

Q: WeÂ’ve all had the experience of the annoying passenger who canÂ’t stop critiquing our driving when we know are driving just perfectly. Then again, weÂ’ve all been the back seat driver to people who think they are driving perfectly when we know for sure they are about to kill us. What accounts for the way drivers vs. passengers experience the same ride?
A: First of all, I should stress that passengers, even annoying back-seat drivers, are good for us: Statistics show that people are less likely to crash when they are accompanied in the car (except, interestingly, teen drivers). But there’s several interesting things going on between drivers and passengers. For one, driving as an activity often lacks regular feedback — we’re often not aware in the moment of how close to a crash we almost came, or our own culpability in that. Secondly, drivers tend to self-enhance. They all tend to think they are better than average, or at least average drivers — it’s been called the "Lake Woebegone Effect." Passengers are not caught up in this dynamic — there’s no such thing as a "better than average" passenger — nor do they feel themselves joined to the mechanics of the car, the way a driver does. Brain scans of people doing simulated driving have even revealed different results from people acting as simulated passengers. In the end, a back-seat driver, like it or not, is providing feedback, the same way someone can view footage of their golf swing to learn what they couldn’t see in the moment.

Q: You talk about numerous experiments going on around the world to study traffic, what are some of the ones that you found most interesting?
A: One of the most fascinating things that is happening, thanks to technology like TiVo style cameras and feedback sensors, is that researchers are becoming increasingly able to study how drivers really behave on the road, learning curious details about, for example, how much time drivers spend looking in certain places — forward at the road, in the rear-view mirrors, away from traffic, at the radio, etc. With companies like DriveCam, this information is actually being used to coach drivers — beginners but also experienced drivers — based on the crashes they narrowly avoided. The work of Hans Monderman, who unfortunately died in January, in the Netherlands was also utterly fascinating. Faced with a visually unappealing, traffic clogged intersection in the heart of the Dutch city of Drachten, Monderman turned it into a roundabout, with fountains and plantings but no traffic lights and virtually no signage — the result, more than a year later, is the traffic moves more efficiently through the town, and there have been fewer crashes. It was also quite memorable to be in Los Angeles’ "traffic bunker" on Oscar Night. They set up special traffic patterns so that the stars’ limos can all get to the red carpet at roughly the same time. It was striking to see how one person, sitting alone at a computer screen, can orchestrate the whole city’s flows, its competing patterns of desire.

Q: You have been all over the world studying traffic. So, where was it the worst and how does the city in which we live dictate our highway behavior?
A: It depends on how you define worst! I’ve been in nasty jams from Seoul to San Francisco. The places that felt the most chaotic were cities like Hanoi, which currently has the highest level of motorbikes per capita in the world, and where, in many parts of the city, the only way one can cross the street is by simply wading into the flow. New Delhi was also quite unnerving, not just for the hustle and bustle of so many modes of transportation on the road at once, but the chronic disobedience of traffic rules. In Beijing, where "driver" not that long ago was only the title of a job, driving was hectic but I found it quite difficult as well to be a pedestrian — drivers were always plunging into the crosswalks when I had the "walk" man, I was always having to climb bridges or submerge into tunnels to cross streets, and the city’s "super-blocks" are sort of oppressive — I walk quickly but it took me nearly an hour to walk around the block on which my hotel was located.

I think traffic behavior is dictated by a complicated mix of cultural factors and the traffic engineering measures in place. In Copenhagen, home of the worldÂ’s largest anarchist community, people on foot are astonishingly law-abiding in terms of not crossing against the light. In New York, an arguably more individualistic, ego-driven sort of place, youÂ’re viewed as a tourist if you donÂ’t jaywalk. But in London, for example, studies have shown that the number of pedestrians who violate red lights literally changes with each block; itÂ’s not that those peopleÂ’s culture changed from one block to the next, it was simply that some lights were too punishingly long to wait for.

Q: You seem to feel pretty strongly about what constitutes an "accident" on the road. While drugs and alcohol are called out as criminal, cell phone use, texting and general disregard for traffic laws are not. Do you think we are heading toward stricter laws on this front? Should we?
A: Since the car was invented, drivers have been reluctant to give up what they see as their "rights," even as these supposed rights keep changing. This is why, for example, cars are sold without "speed governors," a device that would greatly reduce, if not eliminate, the illegal — let’s call it what it is — act of speeding, and certainly reduce fatalities and injuries. It took years for people to accept that drinking and then getting behind the wheel was not a good idea, and obviously many still do think it’s acceptable. As the science emerges that cell phone conversations, not simply dialing, can seriously impair a driver’s attention and reaction times, the very reasons we criminalize drunken driving, I’m not sure what the distinction is that should be made if a driver kills a pedestrian while drunk versus while on their cell phone, or for that matter who kills a pedestrian because they were driving 25 miles over the speed limit. Does one get years in jail and the other a slap on the wrist? Don’t they both show an equal disregard for the law? People are leery of imposing stricter laws on negligent driving because it’s always been viewed as a "folk crime," like fudging your taxes, sort of widespread and not as serious as others. People are reluctant to criminalize what they see as "normal" behavior. But how did it become normal behavior? When I got my driver’s license, the cell phone hadn’t been invented, and somehow as a society we managed to get along. The economy didn’t collapse, and, if you believe surveys, people were no less happy then they are now. No one wants to get into an accident, they’re certainly not premeditated, but were people doing everything they reasonably could to avoid an "accidental" crash when it later turns out they were talking on a cell phone while driving? It’s something we’re going to have wrestle with as a society as the science really begins to come in.

Q: What is "a forgiving road"?
A: This is a school of thought that says, drivers are only human, they’re going to make mistakes, so let’s build things so that if they do make a mistake, they won’t be seriously injured or killed. Sounds good in theory, and in some places, it’s good practice. If you’re cruising along the highway at 75 mph and your tire blows out, wouldn’t you want a guardrail to prevent you from crashing into a tree? The problem is: Where do you draw the line? The early traffic engineers thought the forgiving road was such a good idea they argued it should be extended to every road in the country. Even residential streets, they argued, shouldn’t be lined with trees, and instead should have massive "clear zones" for people to skid off into without killing themselves. The problem, apart from the fact that forgiving roads don’t really make for nice residential or city environments, is that the forgiving road principles, can, in effect, give permission to drivers to drive more recklessly, which is not good for other drivers, pedestrians, or cyclists — and often not good for them. Just as the only safe car is the one that never leaves the garage, the only truly safe road is the one that’s never driven. Trying to make roads "too safe" for drivers leads to all sorts of unintended consequences.

Q: You write that "as the inner life of the driver begins to come into focus, it is becoming clear not only that distraction is the single biggest problem on the road, but that we have little concept of just how distracted we are." Can you explain?
A: To give you an idea, I took a test on a driving simulator. I was doing a kind of logic exercise via a hands-free phone while I drove on the highway. I smacked into the back of a truck. When I looked at the software that tracked my eye movements, they were locked onto the back of that truck. Did I realize how distracted I was? Not at all. Think of when you zone out as someoneÂ’s talking to you. YouÂ’re only made aware of it when they ask if youÂ’re listening to them. Or take the famous "gorilla video" experiment. YouÂ’re trying to pay attention to people passing the basketball to each other. In the meantime, a guy in a gorilla suit strolls by. Most people donÂ’t see it. YouÂ’re distracted from the gorilla by the act of counting passes, but youÂ’ve no idea. This kind of thing, scarily, happens in driving all the time. There are times we know weÂ’re distracted in some way, like physically dialing a phone, but other times when weÂ’re not aware of the extent of our distraction because we think weÂ’re paying attention.

Q: You write about the cars and technologies of the future and as you put it, "It is probably no accident that whenever one hears of a "smart" technology, it refers to something that has been taken out of human control." Are we headed towards the driverless automobile?
A: We’re definitely already in the era of "driver-assist" automobiles, with blind-spot warnings and adaptive cruise control and the like. As people who study automation have noted, these "semiautomated" processes come with very particular challenges — drivers may relax their vigilance, thinking everything is fine thanks to the car’s technology, but something might happen that actually confounds the car’s systems, and suddenly the driver is "out of the loop." This kind of thing has been seen in airline crashes. That said, were it to be fully achievable, full automated driving would have all kinds of benefits, from smoother traffic flow to a reduction in crashes. But that’s a ways away — the legal issues, for one, are massive — but maybe by 2050, like in the film Minority Report, we’ll all have little autonomous pods connected to a grid…

Q: If you had to choose from the vast array of prescriptions, what would be some of the top things you would recommend to make our roads safer and our traffic less maddening?
A: 1. Pay attention to the task at hand. You are operating heavy machinery, not driving a big phone booth or a make-up mirror. Every glance away from the road, every phone call, every fumbling for your last McNugget, not only disrupts traffic flow, it boosts the risk for a crash, which is itself one of the leading causes of congestion. Even though we often read about how much money weÂ’re losing because of traffic congestion, which people often site as reason to build more roads, itÂ’s been estimated that crashes cost us more in economic terms than congestion itself.
2. Remember the ants. Army ants are among the worldÂ’s best commuters, for a single reason: TheyÂ’re all cooperating. They move in unison, they help each other out, the individual doesnÂ’t consider his own interests above that of the traffic stream. We all want to assert our individuality, or our sense of superiority on the road, but as everyone does that, it makes it worse for everyone else, and the whole system gets worse.
3. Keep in mind youÂ’re not as good a driver as you think you are. On the road, weÂ’re moving faster than our evolutionary history has prepared us. We cope pretty well regardless, but weÂ’re still susceptible to all kinds of flaws and distortions in our sensory and decision-making equipment. Just because your eyes are on the road and your hands upon the wheel doesnÂ’t mean youÂ’re actually prepared to deal with an emergency.
4. We can’t build our way out of traffic, but we can think our way out. Building more roads when they’re already under-funded doesn’t seem workable, and given that most roads are only congested part of the time, it’s not really the most efficient solution anyway, for loads of reasons. As a former Disney engineer told me when I asked why they didn’t just build more rides instead of worrying about new ways to manage the long queues, "you don’t build a church for Easter Sunday." But being able to clear a stalled car quickly because sensors detect the traffic flow has changed, knowing which routes are crowded in that moment, and possibly charging accordingly; or, perhaps, making traffic lights adapt to changing demand — or getting rid of traffic lights altogether — there’s countless innovative solutions out there that are more sophisticated, and more sustainable,than simply laying more asphalt, and that don’t necessarily involve not driving — though that of course is the ultimate traffic solution.

Q: Okay so the big question. We know you have learned a lot about traffic but what have you learned about we humans behind the wheels?
A: In a word, that we’re …human! We make mistakes, we misjudge our abilities, we’re not as aware of what’s happening in traffic as we think we are, we act differently in different situations, we get angry over things that matter little in the long run, we’re susceptible to distortions in our sense of time, we have trouble living beyond the moment, of seeing the big picture — oh, and also, that everyone has a different opinion on who the worst drivers are and where they live…"Los Angeles! L.A. drivers are the worst… No, Atlanta has terrible drivers… No way, Boston drivers are nuts…" Try this with your friends sometime.

Would you be surprised that road rage can be good for society? Or that most crashes happen on sunny, dry days? That our minds can trick us into thinking the next lane is moving faster? Or that you can gauge a nation’s driving behavior by its levels of corruption? These are only a few of the remarkable dynamics that Tom Vanderbilt explores in this fascinating tour through the mysteries of the road.

Based on exhaustive research and interviews with driving experts and traffic officials around the globe, Traffic gets under the hood of the everyday activity of driving to uncover the surprisingly complex web of physical, psychological, and technical factors that explain how traffic works, why we drive the way we do, and what our driving says about us. Vanderbilt examines the perceptual limits and cognitive underpinnings that make us worse drivers than we think we are. He demonstrates why plans to protect pedestrians from cars often lead to more accidents. He shows how roundabouts, which can feel dangerous and chaotic, actually make roads safer—and reduce traffic in the bargain. He uncovers who is more likely to honk at whom, and why. He explains why traffic jams form, outlines the unintended consequences of our quest for safety, and even identifies the most common mistake drivers make in parking lots.

The car has long been a central part of American life; whether we see it as a symbol of freedom or a symptom of sprawl, we define ourselves by what and how we drive. As Vanderbilt shows, driving is a provocatively revealing prism for examining how our minds work and the ways in which we interact with one another. Ultimately, Traffic is about more than driving: it’s about human nature. This book will change the way we see ourselves and the world around us. And who knows? It may even make us better drivers.

Influence: The Psychology of Persuasion (Collins Business Essentials)

Arguably the best book ever on what is increasingly becoming the science of persuasion. Whether you're a mere consumer or someone weaving the web of persuasion to urge others to buy or vote for your product, this is an essential book for understanding the psychological foundations of marketing. Recommended.

Influence, the classic book on persuasion, explains the psychology of why people say "yes"—and how to apply these understandings. Dr. Robert Cialdini is the seminal expert in the rapidly expanding field of influence and persuasion. His thirty-five years of rigorous, evidence-based research along with a three-year program of study on what moves people to change behavior has resulted in this highly acclaimed book.

You'll learn the six universal principles, how to use them to become a skilled persuader—and how to defend yourself against them. Perfect for people in all walks of life, the principles of Influence will move you toward profound personal change and act as a driving force for your success.

The Definitive Book of Body Language

Available for the first time in the United States, this international bestseller reveals the secrets of nonverbal communication to give you confidence and control in any face-to-face encounter–from making a great first impression and acing a job interview to finding the right partner.

It is a scientific fact that people’s gestures give away their true intentions. Yet most of us don’t know how to read body language–and don’t realize how our own physical movements speak to others. Now the world’s foremost experts on the subject share their techniques for reading body language signals to achieve success in every area of life.

Drawing upon more than thirty years in the field, as well as cutting-edge research from evolutionary biology, psychology, and medical technologies that demonstrate what happens in the brain, the authors examine each component of body language and give you the basic vocabulary to read attitudes and emotions through behavior.

Discover:
• How palms and handshakes are used to gain control
• The most common gestures of liars
• How the legs reveal what the mind wants to do
• The most common male and female courtship gestures and signals
• The secret signals of cigarettes, glasses, and makeup
• The magic of smiles–including smiling advice for women
• How to use nonverbal cues and signals to communicate more effectively and get the reactions you want

Filled with fascinating insights, humorous observations, and simple strategies that you can apply to any situation, this intriguing book will enrich your communication with and understanding of others–as well as yourself.

Happy for No Reason: 7 Steps to Being Happy from the Inside Out

What would it take to make you happy? A fulfilling career, a big bank account, or the perfect mate? What if it didn't take anything to make you happy? What if you could experience happiness from the inside out -- no matter what's going on in your life?

In Happy for No Reason: 7 Steps to Being Happy from the Inside Out, transformational expert Marci Shimoff offers a breakthrough approach to being happy, one that doesn't depend on achievements, goals, money, relationships, or anything else "out there." Most books on happiness tell you to find the things that make you happy and do more of them. Although there's nothing wrong with that, it won't bring you the kind of deep and lasting happiness most people long for -- the kind you'll never lose, no matter what happens in your life. Based on cutting-edge research and knowledge from the world's leading experts in the fields of positive psychology and neurophysiology, plus interviews with 100 truly happy people, this life-changing book provides a powerful, proven 7-step program that will enable you to be happier right now -- no matter where you start.

Studies show that each of us has a "happiness setpoint" -- a fixed range of happiness we tend to return to throughout our life -- that's approximately 50 percent genetic and 50 percent learned. In the same way you'd crank up the thermostat to get comfortable on a chilly day, you can actually raise your happiness set-point! The holistic 7-step program at the heart of Happy for No Reason encompasses Happiness Habits for all areas of life: personal power, mind, heart, body, soul, purpose, and relationships.

In these pages you'll discover moving and remarkable first-person stories of people who have applied these steps to their own lives and have become Happy for No Reason. You'll read phenomenal tales from a former drug dealer turned minister, a hit filmmaker, and a famous actress who escaped a "family curse," as well as stories from doctors, mothers, teachers, and business executives. You'll learn practical strategies that will help you experience happiness from the inside out.

You don't have to have happy genes, win the lottery, or lose twenty pounds. By the time you finish this book, you will know how to experience sustained happiness for the rest of your life.

Sway: The Irresistible Pull of Irrational Behavior

A fascinating journey into the hidden psychological influences that derail our decision-making, Sway will change the way you think about the way you think.

Why is it so difficult to sell a plummeting stock or end a doomed relationship? Why do we listen to advice just because it came from someone “important”? Why are we more likely to fall in love when there’s danger involved? In Sway, renowned organizational thinker Ori Brafman and his brother, psychologist Rom Brafman, answer all these questions and more.

Drawing on cutting-edge research from the fields of social psychology, behavioral economics, and organizational behavior, Sway reveals dynamic forces that influence every aspect of our personal and business lives, including loss aversion (our tendency to go to great lengths to avoid perceived losses), the diagnosis bias (our inability to reevaluate our initial diagnosis of a person or situation), and the “chameleon effect” (our tendency to take on characteristics that have been arbitrarily assigned to us).

Sway introduces us to the Harvard Business School professor who got his students to pay $204 for a $20 bill, the head of airline safety whose disregard for his years of training led to the transformation of an entire industry, and the football coach who turned conventional strategy on its head to lead his team to victory. We also learn the curse of the NBA draft, discover why interviews are a terrible way to gauge future job performance, and go inside a session with the Supreme Court to see how the world’s most powerful justices avoid the dangers of group dynamics.

Every once in a while, a book comes along that not only challenges our views of the world but changes the way we think. In Sway, Ori and Rom Brafman not only uncover rational explanations for a wide variety of irrational behaviors but also point readers toward ways to avoid succumbing to their pull.

Learned Optimism: How to Change Your Mind and Your Life

Known as the father of the new science of positive psychology, Martin E.P. Seligman draws on more than twenty years of clinical research to demonstrate how optimism enchances the quality of life, and how anyone can learn to practice it. Offering many simple techniques, Dr. Seligman explains how to break an “I—give-up” habit, develop a more constructive explanatory style for interpreting your behavior, and experience the benefits of a more positive interior dialogue. These skills can help break up depression, boost your immune system, better develop your potential, and make you happier..

With generous additional advice on how to encourage optimistic behavior at school, at work and in children, Learned Optimism is both profound and practical–and valuable for every phase of life.

The Wise Heart: A Guide to the Universal Teachings of Buddhist Psychology

You have within you unlimited capacities for love, for joy, for communion with life, and for unshakable freedom—and here is how to awaken them. In The Wise Heart, one of the leading spiritual teachers of our time offers the most accessible and illuminating guide to Buddhism’s transformational psychology ever published in the West.

Trained as a monk in Thailand, Burma, and India, Jack Kornfield experienced at first hand the life-changing power of Buddhist teachings: the emphasis on the nobility and sacredness of the human spirit, the fine-grained analysis of emotion and thought, the precise techniques for healing, training, and transforming the mind and heart. In contrast to the medical orientation of most Western psychology and psychiatry, here is a vision of radiant human dignity, and a practical path for realizing it in our own lives.

The Wise Heart is the fruit of a life’s work that includes such classics as A Path with Heart and After the Ecstasy, the Laundry. Filled with stories from Kornfield’s Buddhist psychotherapy practice and portraits of remarkable teachers, it also includes a moving account of his own recovery from a violence-filled childhood. For meditators and mental health professionals, Buddhists and non-Buddhists alike, The Wise Heart offers an extraordinary journey from the roots of consciousness to the highest expression of human possibility.

Influence: Science and Practice (5th Edition)

Influence: Science and Practice is an examination of the psychology of compliance (i.e. uncovering which factors cause a person to say “yes” to another's request).

Written in a narrative style combined with scholarly research, Cialdini combines evidence from experimental work with the techniques and strategies he gathered while working as a salesperson, fundraiser, advertiser, and in other positions inside organizations that commonly use compliance tactics to get us to say “yes.” Widely used in classes, as well as sold to people operating successfully in the business world, the eagerly awaited revision of Influence reminds the reader of the power of persuasion.

Cialdini organizes compliance techniques into six categories based on psychological principles that direct human behavior: reciprocation, consistency, social proof, liking, authority, and scarcity.

The Road Less Traveled, 25th Anniversary Edition : A New Psychology of Love, Traditional Values and Spiritual Growth

By melding love, science, and religion into a primer on personal growth, M. Scott Peck launched his highly successful writing and lecturing career with this book. Even to this day, Peck remains at the forefront of spiritual psychology as a result of The Road Less Traveled. In the era of I'm OK, You're OK, Peck was courageous enough to suggest that "life is difficult" and personal growth is a "complex, arduous and lifelong task." His willingness to expose his own life stories as well as to share the intimate stories of his anonymous therapy clients creates a compelling and heartfelt narrative.

Perhaps no book in this generation has had a more profound impact on our intellectual and spiritual lives than The Road Less Traveled. With sales of more than seven million copies in the United States and Canada, and translations into more than twenty-three languages, it has made publishing history, with more than ten years on the New York Times bestseller list.

Now, with a new Introduction by the author, written especially for this twenty-fifth anniversary deluxe trade paperback edition of the all-time national bestseller in its field, M. Scott Peck explains the ideas that shaped this book and that continue to influence an ever-growing audience of readers.

Written in a voice that is timeless in its message of understanding, The Road Less Traveled continues to help us explore the very nature of loving relationships and leads us toward a new serenity and fullness of life. It helps us learn how to distinguish dependency from love; how to become a more sensitive parent; and ultimately how to become one's own true self.

Recognizing that, as in the famous opening line of his book, "Life is difficult" and that the journey to spiritual growth is a long one, Dr. Peck never bullies his readers, but rather guides them gently through the hard and often painful process of change toward a higher level of self-understanding.

The How of Happiness: A Scientific Approach to Getting the Life You Want

You can change your personal capacity for happiness. Research psychologist Sonja Lyubomirsky's pioneering concept of the 40% solution shows you how

Drawing on her own groundbreaking research with thousands of men and women, research psychologist and University of California professor of psychology Sonja Lyubomirsky has pioneered a detailed yet easy-to-follow plan to increase happiness in our day-to-day lives-in the short term and over the long term. The How of Happiness is a different kind of happiness book, one that offers a comprehensive guide to understanding what happiness is, and isn't, and what can be done to bring us all closer to the happy life we envision for ourselves. Using more than a dozen uniquely formulated happiness-increasing strategies, The How of Happiness offers a new and potentially life- changing way to understand our innate potential for joy and happiness as well as our ability to sustain it in our lives.

Beginning with a short diagnostic quiz that helps readers to first quantify and then to understand what she describes as their "happiness set point," Lyubomirsky reveals that this set point determines just 50 percent of happiness while a mere 10 percent can be attributed to differences in life circumstances or situations. This leaves a startling, and startlingly underdeveloped, 40 percent of our capacity for happiness within our power to change.

Lyubomirsky's "happiness strategies" introduce readers to the concept of intentional activities, mindful actions that they can use to achieve a happier life. These include exercises in practicing optimism when imagining the future, instruction in how best to savor life's pleasures in the here and now, and a thoroughgoing explanation of the importance of staying active to being happy. Helping readers find the right fit between the goals they set and the activities she suggests, Lyubomirsky also helps readers understand the many obstacles to happiness as well as how to harness individual strengths to overcome them. Always emphasizing how much of our happiness is within our control, Lyubomirsky addresses the "scientific how" of her happiness research, demystifying the many myths that unnecessarily complicate its pursuit. Unlike those of many self-help books, all her recommendations are supported by scientific research.

The How of Happiness is both a powerful contribution to the field of positive psychology and a gift to all those who have questioned their own well- being and sought to take their happiness into their own hands.