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E-scooters are quite popular among young people in big cities. Their use seems to be a well-studied phenomenon. This study concentrates on the risky behaviour of e-scooter riders and on e-scooter riders' and non-riders' attitudes towards risky e-scooter riding. The goals were to describe these attitudes and to describe the most common types of risky e-scooter behaviours in five participating countries. An online questionnaire was developed and distributed in Australia, Belgium, the Czech Republic, Sweden, and Norway from June to September 2020. Respondents were recruited through sponsored Facebook ads and participant sharing (snowball sampling). The riders in the countries considered in this study tend to perceive e-scooters as being quite safe. The majority of them even think e-scooters pose no danger to other road users. On the other hand, the non-riders believe riding an e-scooter is rather unsafe, with the exception of Belgium, where the respondents tend to think that it is very unsafe. When risky behaviour is considered, the non-riders tend to report more risky behaviour than e-scooter riders, even though fact-based observable behaviour, e.g. helmet use, should in principle be the same across both groups. In addition, as the existing literature shows, evidence suggests that young riders and male riders engage in more risky riding behaviours in comparison to older and female riders. This phenomenon should be addressed by effective preventive programmers and campaigns. The data shows that a greater frequency of riding predicted more risky riding behaviours. Although there are some differences between the samples under study, these findings can inspire police officers to promote e-scooter safety behaviour.

• Mobile phone use while driving remains a road safety concern for road transport authorities. • The driving context plays a role in the decision to engage in mobile phone use while driving. • Even after the intention to use the mobile phone while driving is formed, the moment where engagement occurs will be determined by the demands of the driving context. Mobile phone use is one of the most frequent causes of distraction among drivers. While there have been a significant number of studies that have examined individuals' intentions to use a mobile phone while driving, the influence of individuals' in-situ judgement of driving conditions has received considerably less attention. The aim of this investigation was to provide a systematic understanding of how factors associated with the driving context and environment influence a driver's decision to engage in mobile phone use while driving. Following a systematic classification scheme, 41 research articles from the years 2011 to 2020 were reviewed and synthesised to identify the contextual determinants of mobile phone distraction. Overall, the findings provided support for the role that contextual features play in influencing individuals' mobile phone use engagement. This finding was particularly the case in instances where mobile phone tasks required relatively high cognitive and physical demands on an individual, such as texting and/or reading mails. The findings also indicated that as contextual complexity increases, mobile phone use decreases as well. A deeper understanding of the relationship between contextual factors and phone use while driving may aid in the design of more efficient driver support systems and the development of distraction-sensitive road design guides. This understanding can also assist in the identification of mobile phone use hotspots and the improvement of law enforcement and educational strategies to prevent the behaviour. [ABSTRACT FROM AUTHOR]

E-scooters are quite popular among young people in big cities. Their use seems to be a well-studied phenomenon. This study concentrates on the risky behaviour of e-scooter riders and on e-scooter riders' and non-riders' attitudes towards risky e-scooter riding. The goals were to describe these attitudes and to describe the most common types of risky e-scooter behaviours in five participating countries. An online questionnaire was developed and distributed in Australia, Belgium, the Czech Republic, Sweden, and Norway from June to September 2020. Respondents were recruited through sponsored Facebook ads and participant sharing (snowball sampling). The riders in the countries considered in this study tend to perceive e-scooters as being quite safe. The majority of them even think e-scooters pose no danger to other road users. On the other hand, the non-riders believe riding an e-scooter is rather unsafe, with the exception of Belgium, where the respondents tend to think that it is very unsafe. When risky behaviour is considered, the non-riders tend to report more risky behaviour than e-scooter riders, even though fact-based observable behaviour, e.g. helmet use, should in principle be the same across both groups. In addition, as the existing literature shows, evidence suggests that young riders and male riders engage in more risky riding behaviours in comparison to older and female riders. This phenomenon should be addressed by effective preventive programmers and campaigns. The data shows that a greater frequency of riding predicted more risky riding behaviours. Although there are some differences between the samples under study, these findings can inspire police officers to promote e-scooter safety behaviour. [ABSTRACT FROM AUTHOR]

In recent years, the display information of head-up displays for vehicles has gradually developed from single-depth to multi-depth. To reduce the workload of driving and the number of eye adjustments, researchers use the visual perception of human eyes to realize the image information integrated with the real world. In this study, HoloLens2 is used to demonstrate head-up displays of different depths. An electroencephalogram, an electro-ophthalmogram, and a NASA-TLX questionnaire were used to evaluate the fatigue of drivers during long-term driving. The results showed that a dual-depth head-up display could effectively reduce the driver's workload. [ABSTRACT FROM AUTHOR]

Background: Elderly drivers often face safety challenges due to age-related declines in cognitive, sensory, and motor functions. Advanced Driver Assistance Systems (ADAS) offer a potential solution by enhancing safety and mobility. Objectives and method: This systematic review investigates the factors influencing the perception and usage of ADAS among elderly drivers, focusing on perceived safety, usefulness, trust, and ease of use. Results: Older adults show a preference for Level 1 ADAS, which they perceive as safer. Although they acknowledge the usefulness of ADAS in supporting their autonomy, skepticism remains regarding higher-level systems, primarily due to concerns about reliability and invasiveness. Trust and ease of use are essential factors influencing their acceptance. The review identifies common themes and barriers to the adoption of these technologies and emphasizes the need for senior-friendly interfaces and targeted training. The findings indicate that addressing these issues can significantly improve the safety and mobility of elderly drivers. The successful adoption of ADAS among older adults depends on balancing safety, control, and ease of use, with gradual and supportive integration fostering greater acceptance and trust. Conclusions: This study outlines practical implications for stakeholders, emphasizing the need for user-friendly ADAS design, public awareness campaigns, government incentives, insurance discounts, and community training to enhance adoption among older drivers.

AbstractAutonomous personal mobility vehicle (APMV) is a miniaturized autonomous vehicle designed for short-distance mobility to everyone. Due to its open design, APMV’s passengers are exposed to communications between the external human-machine interface (eHMI) on APMV and pedestrians. Therefore, effective eHMI designs for APMV need to consider potential impacts of APMV-pedestrian interactions on passengers’ subjective feelings. This study from the perspective of APMV passengers discussed three eHMI designs: (1) graphical user interface (GUI)-based eHMI with text message (eHMI-T), (2) multimodal user interface (MUI)-based eHMI with neutral voice (eHMI-NV), and (3) MUI-based eHMI with affective voice (eHMI-AV). In a riding field experiment (N = 24), eHMI-T made passengers feel awkward during the “silent time” when eHMI-T conveyed information exclusively to pedestrians, not passengers. MUI-based eHMIs with voice cues showed advantages, with eHMI-NV excelling in pragmatic quality and eHMI-AV in hedonic quality. Considering passengers’ personalities and genders in APMV eHMI design is also highlighted. [ABSTRACT FROM AUTHOR]

In recent years, the display information of head-up displays for vehicles has gradually developed from single-depth to multi-depth. To reduce the workload of driving and the number of eye adjustments, researchers use the visual perception of human eyes to realize the image information integrated with the real world. In this study, HoloLens2 is used to demonstrate head-up displays of different depths. An electroencephalogram, an electro-ophthalmogram, and a NASA-TLX questionnaire were used to evaluate the fatigue of drivers during long-term driving. The results showed that a dual-depth head-up display could effectively reduce the driver’s workload.

The objective of this research was to analyze psychological tests conducted in cities in the state of Paraná in the year 2019, focusing on cognitive aspects. For this purpose, we examined 1009 records from clinics accredited to the State Traffic Department of Paraná (DETRAN-Pr). The results, inherent to the characterization of the expertise, pointed out that the participants had an average age of 27 years, 44.4% had completed secondary education, 72.2% were first-time applicants, and 61% had the A/B category. Twelve types of standardized Psychological Assessment instruments were found. The results indicated that participants exhibited an average performance in these instruments, and there was a significant correlation between the main constructs investigated. These findings suggest that, in addition to maintaining cognitive skills, providing driver education starting from elementary school could significantly contribute to enhancing road safety. [ABSTRACT FROM AUTHOR]

Driver Aggression is a phenomenon many have studied in all five continents. It has been the focus of curiosity for all sorts of disciplines, and science has been unable to curb it, much less park it. Driver Stress, Road Aggression and Road Rule-Breaking are crucial elements in traffic psychology. Those who do not respect the rules are a major factor in increased risk and the occurrence of major traffic accidents. Little work has been done on how these phenomena behave in Spanish-speaking countries, much less the development of useful instruments to evaluate them. This study aims to generate two unique scales that can be used in Spanish speaking countries regardless of culture or geography, as well as determining the influence Driver Stress has on Driver Aggression and Rule-Breaking. This study comprises a sample of 1827 drivers from Mexico, Guatemala, Costa Rica, and Spain. Through this paper, a small yet significant relationship was found between Driver Stress, Driver Aggression, and Driver Rule-Breaking. This suggests that personality factors are at play in these relationships in Spanish-speaking countries, and that these variables are an important factor on how drivers behave. This study also delivers two useful tools for evaluating Driver Aggression (LatinCAT) and Driver Rule-Breaking (LatinDANT) that have excellent construct validity for further research in Spanish-speaking countries.

Bottleneck roads with narrowed width often only allow one vehicle to pass at once. In this situation, human drivers need to negotiate their right-of-way via, e.g., hand gestures and eye contact. However, when a human-driven vehicle (MV) confronts a driver-less automated vehicle (AV), explicit communication between drivers is no longer possible. External human–machine interfaces (eHMIs) on AVs may facilitate communication in unobscured situations, but MV-drivers can fail to perceive the eHMI information on the AV with other vehicles in front of the AV, blocking the MV’s view. Even if the visibility is not impaired, AV broadcast communications do not target on specific receivers, it is not unlikely that other vehicles may wrongly perceive this information. Instead, an internal human–machine interface (iHMI) can uni-cast the AV intention to MVs since the information on iHMIs is direct to MV-drivers and visible in visibility-blocked situations. However, iHMIs require vehicle-to-vehicle communication technology, and the conveyed information might not be highly trusted as the information is transmitted to MVs rather than being seen directly from AVs. Therefore, this paper proposes a synchronous iHMI+eHMI method for a more unambiguous communication in this multi-vehicle bottleneck road situation. The designed iHMI+eHMI is compared with the baseline i.e., without HMI, iHMI, and eHMI in a video-based driving simulation by subjective evaluations from structured questionnaires. The results (N=24) indicate that HMIs (iHMI, eHMI, and iHMI+eHMI) are more helpful than vehicles without any HMI for the AV-MV communication, and iHMI+eHMI achieves the best performance when the views of MV-drivers are obscured.

One of the human-caused factors that decreases traffic safety is road rage behaviors. Many of the behaviors thought to be indicative of road rage are clearly intended to be aggressive. The purpose of this study was to examine the frequency of road rage incidents experienced by road users both as victims and perpetrators. Furthermore, the goal was to investigate the impact of various and other factors on road rage behaviors in the past year. The questionnaire was completed by 633 individuals who agreed to participate in the study and reside in Istanbul, Izmir, and Ankara. All of the participants were Turkish, aged 19–76 years (M = 37.84 years, SD = 10.10); 57.3% were females, and 42.7% were males. The survey application was started with ethical approval. Using the snowball sampling method, a survey link or paper pencil forms were distributed to participants. Participants were requested to fill out the questionnaire form including information and various forms of road rage. Data were analyzed using the chi-square test and binary logistic regression analysis. Using the SPSS 28 program, all data were statistically analyzed to a significance level of p

Electric scooters (e-scooters) have become a popular phenomenon internationally; however, their use has raised concerns about pedestrian safety. This study describes the possible effects of the emergence of e-scooters on pedestrians. We focus on the interaction, conflicts, crashes, and attitudes between pedestrians and e-scooter riders and pedestrians' perceived safety in the presence of e-scooters. Data were collected from e-scooter riders and non-riders (n = 3385) through an online survey in Australia, Belgium, the Czech Republic, Norway, and Sweden. Around 20–30% of e-scooter riders rode on sidewalks, whether it is allowed or not. Non-riders of e-scooters tended to report that riding an e-scooter is rather dangerous. Pedestrians, except Australian ones, perceived e-scooter riders (and e-scooter operation) as annoying. Half of the e-scooter riders had experienced a near miss at some point in the past and more than 50% of these near misses included another road user. Up to 10% of the e-scooter riders from all five countries reported having experienced a crash. On the basis of these findings, we believe that the most relevant suggestions for the implications in sustainable (urban) mobility involve separating e-scooter riders and pedestrians.

• Attitude towards watching videos on phones while driving predicts intention. • Perception about state law doesn't determine watching videos while driving. • State law on distracted driving doesn't determine watching videos while driving. • Drivers think entertainment is the biggest benefit of watching videos while driving. • Drivers should be required to pass a course on distracted driving. This is a two-part mixed methods study that investigated motivations for watching videos on mobile phones while driving. We make three theoretical contributions in this paper. First, we specifically examine watching videos on mobile phones while driving, whereas previous studies examine calling, texting, monitoring messages, and using apps. Second, we specifically focus on waiting at intersections and driving in parking lots; parking lots have not been studied in previous studies. Third, we incorporate perception about the law into the Theory of Planned Behavior model as a predictor of intention. The quantitative survey yielded responses measuring each variable in our extended Theory of Planned Behavior model. We found that although people don't watch videos on their phones while driving as much as they text or converse, the rates of watching are disturbingly high (41% watch at intersections). The intention to watch while driving is a significant predictor of behavior, and attitude is a significant predictor of intention in both scenarios. Moral norms are significant predictors of intention in the parking lot scenario. Nearly half (48%) of drivers don't know their state laws regarding mobile phone use while driving. Neither knowledge about state law with respect to watching videos on mobile phones while driving nor the actual state law about using handheld devices while driving is a significant predictor of the intention to watch videos while driving. The qualitative survey yielded open-ended responses on drivers' salient beliefs about watching videos on mobile phones while driving. We propose using a multitude of laws to reduce mobile phone use while driving, and requiring drivers to take a short course on distracted driving. [ABSTRACT FROM AUTHOR]

After an extensive review of the literature and his own empirical studies investigating the effect of culture on risk perception, Sjöberg (1998) concluded that the cultural theory simply is wrong and therefore, dead. However, other researchers and studies tend to also suggest that culture theory still has a significant explanatory power. The purpose of the study, therefore, was to gather new evidence using a different analysis technique to contribute to resolving this inconclusive conclusion. Data were gathered from 226 commercial vehicle drivers and were classified based on their transport-specific worldview or culture. A general linear model fitting using one-way ANOVA was conducted to compare the respondents on their transport-specific risk perception. Results of the cluster analysis showed that there were three clusters of drivers which were labelled as “Traditional-Conformists” (Cluster III drivers), “Adventurists” (Cluster II drivers) and “Moderates” (Cluster I). The ANOVA results further showed that Traditional-Conformist (Cluster III) drivers reported more accurate perception of risk compared to the Moderates (Cluster I) and the Adventurists (Cluster II). The findings were discussed in context of the ongoing debate about the explanatory power of culture in accounting for differences in risk perception. The implications for future research were also discussed. [ABSTRACT FROM AUTHOR]

This article is aimed at highlighting the problem of training practicing psychologists for medical and psychological work on the prevention, prevention of accidents and road traffic accidents, as well as a system for assessing suitability for driving a vehicle in the Russian Federation. The analysis of international experience in the development of educational and professional standards within the framework of the model of medical and psychological support for safe mobility is presented. The content of the activities of specialists in the field of traffic psychology is considered, the role of interaction with specialists in the field of transport medicine and transport pedagogy is emphasized. The issues related to the problem of replicating foreign models of training specialists in the field of road safety for modern Russian realities are touched upon. The results of the initial stage of development of the competence model of specialists (based on the Federal State Educational Standard) in the direction of preparation 44.04.02 "Psychological and pedagogical education" of the master's program "Traffic Psychology" are presented.

In modern times, with mass transportation systems, driver fatigue has become one of the main causes of traffic accidents. The development of intelligent transportation systems holds great promise for safety. Increasingly, policies, laws, and regulations will consider artificial intelligence applications for minimising driver fatigue. This study presents the basic features of facial recognition systems applied to driver fatigue monitoring, as well as their comparative strengths and limitations. Traffic psychology has much to offer road safety from driver fatigue applying deep learning algorithms to reduce traffic accidents and ensure traffic safety. [ABSTRACT FROM AUTHOR]

Traffic lights are critical in regulating traffic flow and modulate the level of service and road user safety. As suggested by studies conducted with pedestrians, traffic light spacing and signal congruency could also impact a driver's decision-making process. However, requirements related to designing signalized intersections do not always consider the spacing between two consecutive traffic lights or the congruency of the information displayed. Here, using a classic traffic psychology paradigm, we developed a hybrid Go/No-go Flanker PC-based task to explore how traffic light spacing and signal congruency modulate drivers’ decisions in urban intersections. Real images of road intersections were edited to reproduce two specific conditions between traffic lights. Specifically, we manipulated both spacing (short vs. long) and congruency (congruent [e.g., red-red/green-green steady light] vs. incongruent [e.g., red-green/green-red steady light]). We found that incongruent information, displayed on short spacing traffic signals, delayed drivers’ responses without being detrimental to their decision-making processes. The results of this exploratory study could offer guidance to transportation engineers to simplify traffic light information readability and increase drivers’ awareness of traffic conditions and road safety.

In the past year and a half, we have been forced to make many major changes which, besides other issues, have led to considerable changes in transport mode choices. While we observed an increase in the share of cars as a mode of transport, we also observed an increase in the level of engagement in other active mobility modes, such as walking and cycling. Relevant literature shows that although the restrictions adopted during the COVID-19 pandemic have effects on people's mobility behaviour, they can be viewed as a catalyst for positive changes as far as active forms of mobility are concerned. This work focuses on the thorough understanding of the changes in citizens' needs and attitudes toward mobility and transport mode choice during the COVID-19 pandemic. To reach this aim, we analysed the responses to an interview consisting of eight open-ended questions about the effects of the COVID-19 pandemic threat and situation of citizens in selected European countries and Russia. In total, 497 respondents participated by responding to an online questionnaire. The conclusions of this study confirmed that active traffic modes could benefit from the momentum generated by the COVID-19 pandemic. However, this can only happen if appropriate preconditions can be provided, which is not the case so far. To prevent a massive return of private motorised vehicles into urban centres, we must focus on support for active traffic modes, specifically on the improvement of the preconditions, especially as far as traffic infrastructure is concerned. [ABSTRACT FROM AUTHOR]

Objectives. The purpose of the article is approbation the method for evaluation of drivers’ risky traffic behaviour, its structure and main patterns. Background. Psychological research of risky traffic behaviour of drivers is especially acute. It is a very important to measure and identify the features of the traffic behaviour of drivers as high-risk behaviour. In this context, the study of risky traffic behaviour is of particular interest. Study design. The structure and patterns of risky traffic behavior of three groups of Russian drivers with different driving experience were studied. It was using a special questionnaire for evaluation of patterns of risky traffic behaviour of drivers, which has been implemented in Traffic Offenders Prevention Program in Estonia. The data analysis used comparative, correlation and exploratory factor analysis. Participants. 398 drivers with various driving experience, including: 114 — novice drivers; 80 — taxi drivers; 204 — drivers of commercial transportation. Measurements. The structure of drivers’ risky traffic behaviour was studied using a special questionnaire “Traffic Risk Evaluation Model” (Meinhard G., 2018), that includes AUDIT (Babor T., Hig¬gins-Biddle J., Saunders J., Monteiro, 2010). Results. Data on the structure of drivers risky traffic behaviour was obtained. It was found that this structure includes three main patterns: “Attitudes towards alcohol and drunk driving”, “Proneness to violations of law” and “Evaluation of risks and threats in the course of driving”. Correlations were found between patterns of risky traffic behaviour and road accident rates. Conclusions. The research has shown that the consideration of drivers’ risky traffic behaviour structure can become a promising area of research required in the psychological practice of road crash prevention.

The purpose of this article is to consider the problems of driving behavior research in modern traffic psychology. The article describes an integrative pattern of behavior, the socio-cognitive theory and the theory of planning behavior. It shows that the concept of "driving behavior" can be interpreted differently in the works of different authors and also that it differs from the concepts, which are designated in national psychology as "driving activity" or "driving." The article also provides a brief description of the basic psychological methods of studying driving behavior, analyzes their potentials and limitations. The material can be used by psychologists working in the field of road safety, as well as lecturers presenting the course "Psychophysiological basics of the driver's activity" and who can plan psychological studies of driving and driving behavior of students in driving school.

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In the present theoretical paper, the current body of knowledge regarding the use of wearable virtual reality (VR) technologies for traffic psychological examination (TPE) is introduced, critically discussed and a specific application is suggested. The combination of wearable head-mounted displays for VR with an interactive and cost-effective haptic driving interface is emphasized as a valid and viable platform for a driving skills psychological assessment, which is in several aspects superior to standard TPE as well as driving simulators. For this purpose, existing psychological examination methods and psychological phenomena relevant in the process of driving are discussed together with VR technology's properties and options. Special focus is dedicated to situation awareness as a crucial, but currently hardly measurable construct, where VR in combination with embedded eye-tracking (ET) technology represents a promising solution. Furthermore, the suitability and possibilities of these VR tools for valid traffic psychological examination are analyzed and discussed. Additionally, potentially desirable measures for driving assessment based on recent advances of VR are outlined and practical applications are suggested. The aim of this article is to bring together recent advances in TPE, VR and ET; revise previous relevant studies in the field; and to propose concept of the cost effective, mobile and expandable HMD-based driving simulator, which can be suitable for an ecologically valid driving assessment and follow-up TPE in common practice. [ABSTRACT FROM AUTHOR]

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NTRODUCTION: Psychological testing to examine potentially aggressive behaviour is a gold standard, but it is not sufficient. Testosterone might increase an aggressive behaviour. AIM: The aim of this study was to evaluate whether testosterone along with psychological assessment of fitness to drive could help to identify aggressive drivers. METHODS: Male participants (n=150) aged from 20 to 25, who possessed a driving license and drive at least 100 km per week, were evaluated in this study using an Inventory of traffic-relevant personality characteristics, the Sensation Seeking Scale and the Buss-Durkee Aggression Inventory. Saliva was collected for testosterone and cortisol measurements. The five binomial logistic models with dependent variables Caused an accident, Driving license taken away, Court trial, Intoxicated driving and Sporty self-report were tested in this study. RESULTS: The 'Intoxicated driving' model, was found to be statistically highly significant, explaining 48.8 % of the dependent variable's variance (χ2(16)=36.145, p<0.01). In this model with sensation seeking, actual testosterone and their interaction was highly significant and explained 20.4 % of intoxicated driving variability (χ2(3)=14.283, p<0.01). This was higher than sensation seeking scores only. CONCLUSION: To conclude, salivary testosterone might prove a biological marker that improves the identification of those with a high probability of aggressive driving or its subtypes (Tab. 3, Ref. 53). [ABSTRACT FROM AUTHOR]

The present paper focuses on the connection between aggressive behavior and unstable mental states in car drivers. The hypothesis was that aggressive behavior of drivers is caused by an unstable mental state. The experiment featured 27 car drivers involved in road traffic accidents and 33 drivers without an accident history over the past two years. Their age was 18–57 years, driving experience – 2–38 years, average annual mileage – 20,000–50,000 kilometers. The following blank and instrumental methods were used as diagnostic tools: Hand-test, Buss-Perry Aggression Questionnaire, Dula Dangerous Driving Index, Driving Anger Expression Inventory, and a hardware-software complex for testing drivers UPDK-MK Avtomobilny-M. According to the results, the drivers with a bad driving history demonstrated serious unstable mental states, as well as statistically significant connection between aggressive behavior and negative unstable mental states.

This study aims to verify the self-evaluation that people make about their ability to drive and investigate whether there is a difference between self-evaluation and evaluation about their friends' abilities. To this end, 151 people answered three different questionnaires, one questionnaire about driving abilities (self-evaluation and evaluation of friends), the Driver's Behavior Questionnaire and a socio-demographic questionnaire The sample consisted of 50.3% of males with a mean age of 25.32 years (sd = 1.66). As a result, self-evaluation was positively correlated with age, evaluation of friend, weekly driving hours, Common Violations, and Aggressive Violations. In addition, there was significant difference between evaluation by sex: males carry out self-assessments in a more positive way. It was also found that people evaluate themselves better than they evaluate their friends. From this research, it is possible to think the target audience that would most benefit from an intervention to reduce self-evaluation, that is, men, people over 24 years old, and people who have more driving experience. [ABSTRACT FROM AUTHOR]

• Speeding is one of the leading causes of death on the road worldwide. • We tested a nudge in which the left-digit effect was used to modify speed limits. • Results showed that the modified signs led people to drive significantly slower. • Using a simulator we reported an effective way to reduce driving speed. • Our nudge intervention could significantly reduce the consequences of road accidents. To decrease the negative consequences of a road crash, even a small reduction in driving speeds can make a significant difference. We examined the possible application of the left-digit effect as a nudge to reduce road speed. In the marketing field, this effect is based on reporting price tags that are characterized by a low leftmost number and a high rightmost number (e.g., a price tag of €14.99 rather than €15.00). We applied the same strategy to improve road safety. Participants were college students (43.75% female, mean age = 24.06 years in Study 1; 50% female, mean age = 23.53 years in Study 2) who were asked to drive in a simulator on a route that had both usual unmodified road signs (e.g., 50 km/h) and the same road signs increased or decreased by one unit (e.g., 49, 51 km/h). We compared the average median speeds in road segments with unmodified road signs with those in road segments with the corresponding modified signs. The average median speeds in the presence of a sign modified by the reduction of 1 km/h were significantly lower compared with the median average speeds recorded with unmodified signs. We showed that the application of psychological insights can reduce driving speeds and therefore increase road safety. [ABSTRACT FROM AUTHOR]

The purpose of this study is to investigate the influence of comprehension of road hazards communication designs and safety climate on risk perception as well as the effect of the latter on road traffic accidents among commercial vehicle drivers in Ghana. Two hundred and twenty-six (226) commercial vehicle drivers participated in this study. Questionnaires were administered to drivers who travel outbound from Accra to nine (9) other regions of Ghana to enhance the external validity of the research findings. Path analysis, using structural equation modelling, was performed on the data obtained. Results of the SEM or path analysis revealed that all the hypothesized relationships were significant except three paths. The non-significant ones included the paths from RHCDs comprehension to risk perception and to driver decision making respectively, as well as the path from driver decision making to risk-taking behaviour. Overall, the model fitting showed that the proposed model for the study derived principally from the risk chain process model has empirical support. The implications are that risk perception influences risk-taking behaviour and decision making, whereas the latter influences risk exposure. In addition, safety climate influences risk perception, risk-taking behaviour, and road traffic accidents. Similarly, risk-taking behaviour influences risk exposure while risk exposure influences road traffic involvement. These implications were discussed in the light of the existing theory and extant empirical literature. [ABSTRACT FROM AUTHOR]

This study was conducted to assess comprehension of existing road hazard communication designs (RHCDs) in relation to culturally adapted designs among commercial vehicle drivers using a two-part study. In study 1, nine participants were recruited and their comprehension of 20 existing RHCDs was tested. Results of the analysis revealed that only 50% of the designs met the acceptance criterion of 67% set by the International Organization for Standardization (ISO). Culturally adapted symbols were then developed for the 10 symbols which failed to meet the ISO acceptance criterion through a longitudinal focus group discussion involving the nine participants. In study 2, 226 commercial vehicle drivers were drawn from four bus terminals. Results of a paired-samples t test showed that comprehension of the culturally adapted designs was significantly better than comprehension of their equivalent existing designs. The findings are discussed in the context of extant literature and practice. [ABSTRACT FROM AUTHOR]

• Studies on Dual-Process Models of Attitudes in transportation research are reviewed. • Implicit attitudes play an important role in traffic and transport behavior. • Evidence of the benefits in using indirect measures is scant and inconclusive. • Traditional persuasive messages appear to modify implicit cognitions. • Contributions, limitations and future challenges are identified. Dual-Process Models of Attitudes (DPMA) have provided new concepts and methods for attitude-behavior research in the field of transportation. Notwithstanding, there is a lack of critical reviews on this topic; leaving researchers with an unclear picture of the key issues to consider in developing new research. This paper reviews previous studies on DPMA in traffic and transportation research. A systematic review of English and non-English language articles using Transport Research International Documentation (TRID) as main database was conducted. Additional studies were identified by searching in ScienceDirect and Google Scholar. A total of 1674 references were revised. Twenty-eight articles met the inclusion criteria. Four central issues were examined: (a) the role of implicit and explicit attitudes in transport behavior, (b) the degree of relationship between implicit and explicit attitudes, (c) the types of measures used to assess implicit attitudes, and (d) the malleability of implicit attitudes. The review has identified that: (a) implicit attitudes were associated with a wide variety of transport-related behavior, (b) implicit and explicit attitudes were weakly correlated (mean correlation, weighted by sample size was r = 0.11), and little knowledge exists on factors moderating the implicit-explicit relationship, (c) the evidence on the indirect measures' better resistance to social desirability bias as compared with traditional techniques is scant and inconclusive, (d) some studies exhibit problems in the application of indirect measures, and (e) few studies (n = 2) aimed to evaluate interventions for attitude change. The analysis showed the sustained growth of the applications, the potential of DPMA, and the need for more rigorous research. Most studies of area do not consider the theoretical and methodological shortcomings of the DPMA, and tend to be based on a controversial notion of implicit and explicit attitudes. [ABSTRACT FROM AUTHOR]

Phoning while driving is a factor that increases the risk of an accident. Bluetooth is the only equipment currently tolerated by the law in France; there is however no information concerning phone use habits of sales and marketing people while at the wheel. The aim of this survey which was carried out with a French group of male and female sales and marketing people (N=59) was to identify their driving habits and the possible ensuing risks. The results arising from this sample provide new information about occupational risk on the road. Differential aspects can be noted with respect to gender such as road use. Other differences are observed in the management of professional and private life; for example, the respondents had difficulties separating these two areas, thereby exposing themselves to more risks on the road. Several preventive measures could be adopted to reduce these risks.

Our study explores the relationships between traffic-psychological driving-related personality traits, fluid intelligence, and cognitive abilities for drivers whose driver license has been revoked due to intoxicated driving (alcohol and/or drugs). We were able to show that high significant impacts on cognitive functions derive from the participants’ age and fluid intelligence. In addition, driving-related personality traits like emotional instability, sense of responsibility and self-control contributed significantly to some of the cognitive abilities that are important for the fitness to drive. Additionally, mediating effects of fluid intelligence in the model are discussed. Traffic psychologists can use this knowledge in their assessment of drivers, mainly regarding the possible compensation of cognitive deficits regarding the fitness to drive.

Considering the increase in the older population in Turkey, the importance of driving for older people, and the characteristic features of older individuals in traffic settings; a need for identifying and providing solutions to the problems of this special group emerges. For this reason, the current study aims to pinpoint the problematic aspects in traffic for older people and offer solutions to these issues from their perspective through qualitative research methods. In this study, data was collected from 12 male participants who live in Ankara. Interpretative Phenomenological Analysis was chosen as the analytical method. Results of the analysis yielded two superordinate themes named "Three problems of traffic" and "Solutions of traffic" in which older drivers mentioned the factors that threaten traffic safety and the practices that can improve the traffic environment, respectively. Older drivers form a special group due to their mutual/similar characteristics. In the current study, experiences of a sample of this special group are investigated firsthand and as detailed as possible. A number of barriers against older people living a high-quality life through actively engaging in social life are identified and solutions are offered as to how these barriers can be eliminated. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Traffic & Transportation Research / Trafik ve Ulaşım Araştırmaları Dergisi is the property of Journal of Traffic & Transportation Research and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

• A new scale to measure Driverś Emotional Intelligence is developed. • The EMOVIAL inventory is validated using exploratory and confirmatory factor analysis. • The sample comprised 580 young people (290 women and 290 men) aged between 16 and 25 years. • The EMOVIAL inventory consists of nine items and three dimensions. • Factors are: Attention to emotions, clarity of emotions and emotional regulation while driving • Future research: relationship between EMOVIAL, aggressiveness, risky behaviors and accidents. Road fatalities involving young road users have become a global health issue. Although human factors are known to be involved in road fatalities, little research has examined the way in which emotional competencies may affect road accidents. With the aim of filling this gap we describe the development and validation of a scale for measuring emotional intelligence when driving. The EMOVIAL inventory consists of nine items distributed across three dimensions (attention to emotions while driving, clarity of emotions while driving, and emotional regulation while driving). Analysis of its psychometric properties showed it to be valid and reliable. The paper discusses how the scale may be used to improve road safety. [ABSTRACT FROM AUTHOR]

Objective：The moral and ethical issue is a great challenge to the development of autonomous vehicles. There may be distinctions between the choices made by an observer and a participant. The paper is designed to investigate whether drivers will sacrifice the fewest people to save more people in social dilemma, and whether human drivers would give priority to protecting pedestrians or self-protection in an emergency.Methodology: The experiment was conducted with a total of 50 participants assigned to three groups. Three experimental scenarios were designed and each of them contained a social dilemma. A driving simulator was used in this study to explore the choices of human drivers in social dilemma. In addition, the simulator results were compared with those of questionnaire survey.Result: In study 1, 73% of 22 participants swerved into the right lane to hit only one pedestrian for the safety of other five. In study 2 and 3, more participants chose to hit the barrier to protect the pedestrian.Conclusion: A conclusion can be drawn from the second and third group of experiments that most drivers consider not only their own safety, but the safety of pedestrians. Most of the participants intended to minimize the total amount of harm in social dilemma. The choice of crashing into barriers to protect a pedestrian can also be seen as a way to minimize the total amount of harm. [ABSTRACT FROM AUTHOR]

Our study explores the relationships between traffic-psychological driving-related personality traits, fluid intelligence, and cognitive abilities for drivers whose driver license has been revoked due to intoxicated driving (alcohol and/or drugs). We were able to show that high significant impacts on cognitive functions derive from the participants' age and fluid intelligence. In addition, driving-related personality traits like emotional instability, sense of responsibility and self-control contributed significantly to some of the cognitive abilities that are important for the fitness to drive. Additionally, mediating effects of fluid intelligence in the model are discussed. Traffic psychologists can use this knowledge in their assessment of drivers, mainly regarding the possible compensation of cognitive deficits regarding the fitness to drive. [ABSTRACT FROM AUTHOR]

Considering that deaths and injuries due to run overs near pedestrian bridges (PB) are preventable events, this research aims to analyze the factors related to the use of pedestrian bridges in students of a public university of Honduras. This was made through a quantitative methodology; 330 questionnaires were applied to a sample of university students. Results suggest that 17.27% of the respondents don't use the bridge. Most respondents (62.42%) believe it's faster to cross the street and that using the bridge is tiresome (79.90%). Pedestrian bridges are also considered to be unsafe places, prone to robberies. Pearson's r coefficient determined that this belief is significantly associated with the perception of cleanliness, quality of the infrastructure and illumination. There is a correlation between stress and considering the use of the bridge as a tiresome activity. A logistic regression model determined that significant variables explained the use of the PB included: being in a hurry, believing it's faster to cross the street, thinking that PBs have a bad infrastructure, laziness and thinking that using the PB is tiresome, all of them reducing the chance that someone will use the bridge. On the other hand, non-significant variables in the model included: age, considering that using the PB is stressful, thinking that crossing the street is stressful, thinking PBs have good illumination. Safety related variables were not able to discriminate between users and non-users. These results are discussed in the light of previous research and their implication for public policy and future research. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Traffic & Transportation Research / Trafik ve Ulaşım Araştırmaları Dergisi is the property of Journal of Traffic & Transportation Research and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In the present theoretical paper, the current body of knowledge regarding the use of wearable virtual reality (VR) technologies for traffic psychological examination (TPE) is introduced, critically discussed and a specific application is suggested. The combination of wearable head-mounted displays for VR with an interactive and cost-effective haptic driving interface is emphasized as a valid and viable platform for a driving skills psychological assessment, which is in several aspects superior to standard TPE as well as driving simulators. For this purpose, existing psychological examination methods and psychological phenomena relevant in the process of driving are discussed together with VR technology’s properties and options. Special focus is dedicated to situation awareness as a crucial, but currently hardly measurable construct, where VR in combination with embedded eye-tracking (ET) technology represents a promising solution. Furthermore, the suitability and possibilities of these VR tools for valid traffic psychological examination are analyzed and discussed. Additionally, potentially desirable measures for driving assessment based on recent advances of VR are outlined and practical applications are suggested. The aim of this article is to bring together recent advances in TPE, VR and ET; revise previous relevant studies in the field; and to propose concept of the cost effective, mobile and expandable HMD-based driving simulator, which can be suitable for an ecologically valid driving assessment and follow-up TPE in common practice.

This paper summarizes the current situation in eleven European countries in the field of driver offender courses. As a background, driver behaviour models are presented, followed by the description of behaviour, performance, and personality factors as contributory factors to crashes, risky driver behaviour, and groups of risky drivers. Selected enforcement and rehabilitation models are listed. Data was collected using a questionnaire, which was elaborated on the basis of the opinions of experts discussed at international expert workshops. The study covered a total sample of eleven participants - TPI members representing each country. The data was analyzed systematically using a modified version of the Editing Analysis Style and thematic analysis as a tool for pattern recognition across qualitative data. The results are presented according to different countries and their specifics, followed by a summary of common approaches and groups of countries with the same approaches. The most common driver improvement courses are those for deviant drivers (dealing with drivers' bad habits) and for drivers who drove under the influence of alcohol and drugs. Driver improvement courses are obligatory in six out of the eleven countries, while in three countries they are optional. We conclude that it must be ensured that there are no negative side effects and that the courses lead to benefits for the public. Therefore, all driver improvement courses must be driven by theory and evidence and designed to avoid overconfidence and increased risk exposure - risky behaviour should be normalized and evaluated.