Relationships amongst psychological determinants,risk behaviour,and road crashes of young adolescent pedestrians and cyclists: Implications for road safety education programmes

Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians: a younger age group (12 and 13 years old: n = 1372) and an older age group (14–16 years old: n = 938). A questionnaire was administered at school during regular class consisting of items on demographics, on risk behaviour based on the Generic Error Model System (GEMS), on psychological determinants targeted in RSE programmes, and on crash involvement and near crashes. For the younger age group, the results indicated that the risk behaviours ‘errors’, ‘dangerous play’, and ‘lack of protective behaviour’ predicted self-reported crashes; for the older age group only ‘errors’ were found to be predictive of self-reported crashes and near crashes. Path analyses confirmed that risk behaviour could be predicted from the psychological determinants, sharing respectively 44% of the variance in the younger age group and 34% in the older group. In conclusion, these results confirm the RSE assumption that psychological determinants are associated with a higher frequency of risk behaviours and that the latter are again associated with higher crash frequencies. Just as in earlier studies on adolescent risk behaviour, the GEMS based distinction between errors and violations was not confirmed, suggesting that this distinction – derived from studies on adult car drivers – may not apply to young adolescent cyclists and pedestrians.     

Gap acceptance at stop-controlled T-intersections in a simulated rural environment

A high proportion of road crashes occur at intersections: in Victoria, Australia, 15% of fatal crashes and 25% of serious injury crashes occur at T-intersections, with similar proportions occurring at cross intersections. Many of these crashes can be attributed to drivers’ inappropriate gap selection. The current study used a driving simulator to examine the influence of both the driver’s intended manoeuvre and the gap duration on gap acceptance behaviour at stop-controlled T-intersections. Drivers completed 18 gap acceptance trials, with manoeuvre (turning across traffic, merging with traffic) and gap duration (3–11 s) manipulated within-subjects. There was a trend whereby drivers accepted shorter gaps when turning across traffic compared to merging with traffic, which was significant at longer gaps (⩾9 s) but not at shorter, safety–critical gaps (⩽8 s). In addition, accepted lag times varied with manoeuvre. When merging with traffic drivers demonstrated longer accepted lag times, suggesting that turn strategies differ depending on traffic direction and intended manoeuvre. Overall the results suggest that the drivers’ intended manoeuvre influences gap acceptance, although gap duration remains the most influential factor. Implications of these findings for the development and design of intersection decision support systems are discussed.     

Risk of crashing with a tram: Perceptions of pedestrians,cyclists, and motorists

IntroductionRoad users not abiding by the rule of tram priority has increased the number of crashes between trams and other road users. This study focuses on the perceptions of pedestrians, cyclists, and motorists regarding the risk of crashes with trams. The first aim was to examine how these road users assess the risk of tram crashes with themselves and with other road users of the same age and type. The second aim was to look into whether and to what extent road users’ comparative judgments about tram risk are realistic in terms of their self-reported behavior.MethodThe study sample included 973 road users (379 pedestrians, 146 cyclists, and 448 motorists). Three versions of a questionnaire were constructed to assess risk perceptions concerning interactions between these road users and trams, self-reported behavior, and knowledge of the tram-priority rules.ResultsThe results showed that all three types of road users perceived the risk of a crash between a tram and themselves to be very low (M = 1.53, SD = 0.88) and with other users to be higher (M = 2.28, SD = 1.06); they therefore expressed comparative optimism. The results also revealed realistic optimism among pedestrians and unrealistic optimism among young motorists.ConclusionThe present study shows that, as a whole, road users have little awareness of crash risks with trams. It may therefore be worthwhile to increase communication about the priority of trams, and to persuade road users not to violate this rule.     

Safety–critical events in everyday cycling – Interviews with bicyclists and video annotation of safety–critical events in a naturalistic cycling study

Research in cycling safety seeks to better understand bicycle-related crashes and injuries. The present naturalistic cycling study contributes to this research by collecting data about bicyclists’ behavior and impressions of safety–critical situations, information unavailable in traditional data sources (e.g., accident databases, observational studies). Naturalistic data were collected from 16 bicyclists (8 female; M = 39.1 years, SD = 11.4 years) who rode instrumented bicycles for two weeks. Bicyclists were instructed to report all episodes in which they felt uncomfortable while riding (subjective risk perception), even if they didn’t fall. After data collection, the bicyclists were interviewed in detail regarding their self-reported safety–critical events. Environmental conditions were also recorded via video (e.g., road surface, weather). In total, 63 safety–critical events (56 non-crashes, 7 crashes) were reported by the bicyclists, mainly due to interactions with other road users – but also due to poorly maintained infrastructure. In low-visibility conditions, vehicle-bicycle and bicycle-bicycle events were the most uncomfortable for the bicyclists. Self-reported pedestrian–bicycle events primarily consisted of pedestrians starting to cross the bicycle path without looking. With one exception, all crashes found in the study belonged to poorly maintained road and infrastructure. In particular, construction work or obstacles in the bicycle path were reported as uncomfortable and annoying by the bicyclists. This study shows how naturalistic data and bicyclists’ interviews together can provide a more informative picture of safety–critical situations experienced by the bicyclist than traditional data sources can.     

Hoody,goody or buddy? How travel mode affects social perceptions in urban neighbourhoods

When travelling through a new environment people can and do make very quick judgements about the local conditions. This paper explores the idea that such judgements are affected by the travel mode they use. We hypothesise that drivers generate a more superficial impression of the things they observe than those who walk because they are exposed to less information. This prediction is based on social psychological research that demonstrates that information that becomes available in “thin slices” affects superficial judgements. A survey study (n = 644) demonstrated that perceptions of a less affluent area are indeed negatively related to more driving and positively related to more walking, but only for those who do not live there. Perceptions of a neighbouring affluent area are positively related to more driving. Two experimental studies (n = 245 and n = 91) demonstrated that explicit (but not implicit) attitudes towards a group of young people in an ambiguous social situation are more negative when they are viewed from the perspective of a car user in particular in relation to a pedestrian perspective. These findings suggest that mode use may affect communities by influencing social judgements.     

Risk comparative judgments while driving a car among competitive road cyclists and non-cyclists

This study examines risk comparative judgments and risky behaviors while driving a car among competitive road cyclists (n = 119) and among controls (i.e., drivers who have almost no cycling experience, n = 142). A questionnaire-based cross-sectional survey was conducted. Results showed that competitive road cyclists assess their own vulnerability to be involved in an accident while riding (VAR) as being lower than that of the average cyclists, and their abilities to manage risks while riding (AMRR) as being higher. They assessed their own vulnerability to be involved in an accident while driving a car (VAD) as being lower than that of the average drivers, and their own quality of reflexes while driving a car (QRD) as being higher. Their tendency to express comparative optimism while assessing their comparative VAD and QRD was higher than that of controls. They also reported more prudent behaviors while driving a car than did controls. Results are discussed, as well as implications in terms of prevention.     

An experimental simulation of adaptations to increased car-use costs

A paper-and-pencil experimental simulation was devised to examine car users’ adaptation to increased travel costs. In Study 1 travel related to different types of daily agendas was compared for two groups of undergraduates (n = 24) with different costs for car use. When car-use costs increased, a tradeoff between minimizing travel costs and travel time was observed for both more and less habitual car users. Car-use reduction was still less among the former than among the latter. Study 2 employed four groups of undergraduates (n = 48) to examine effects of learning when the costs for car use changed from low to high, from high to low, or remained unchanged. Small learning effects were observed when there was no change in costs. When the costs changed, asymmetrical carryover effects indicated a higher responsiveness to changes from low to high costs than the reverse.     

The psychosocial purpose of driving and its relationship with the risky driving behaviour of young novice drivers

BackgroundThe overrepresentation of young drivers in road crashes, injuries and fatalities around the world has resulted in a breadth of injury prevention efforts including education, enforcement, engineering, and exposure control. Despite multifaceted intervention, the young driver problem remains a challenge for injury prevention researchers, practitioners and policy-makers. The intractable nature of young driver crash risks suggests that a deeper understanding of their car use – that is, the purpose of their driving – is required to inform the design of more effective young driver countermeasures.AimsThis research examined the driving purpose reported by young drivers, including the relationship with self-reported risky driving behaviours including offences.MethodsYoung drivers with a Learner or Provisional licence participated in three online surveys (N1 = 656, 17–20 years; N2 = 1051, 17–20 years; N3 = 351, 17–21 years) as part of a larger state-wide project in Queensland, Australia.ResultsA driving purpose scale was developed (the PsychoSocial Purpose Driving Scale, PSPDS), revealing that young drivers drove for psychosocial reasons such as for a sense of freedom and to feel independent. Drivers who reported the greatest psychosocial purpose for driving were more likely to be male and to report more risky driving behaviours such as speeding. Drivers who deliberately avoided on-road police presence and reported a prior driving-related offence had significantly greater PSPDS scores, and higher reporting of psychosocial driving purposes was found over time as drivers transitioned from the supervised Learner licence phase to the independent Provisional (intermediate) licence phase.Discussion and conclusionsThe psychosocial needs met by driving suggest that effective intervention to prevent young driver injury requires further consideration of their driving purpose. Enforcement, education, and engineering efforts which consider the psychosocial purpose of the driving are likely to be more efficacious than those which presently do not. Road safety countermeasures could reduce the young driver’s exposure to risk through such mechanisms as encouraging the use of public transport.     

Auditory localisation of conventional and electric cars: Laboratory results and implications for cycling safety

When driven at low speeds, cars operating in electric mode have been found to be quieter than conventional cars. As a result, the auditory cues which pedestrians and cyclists use to assess the presence, proximity and location oncoming traffic may be reduced, posing a safety hazard. This laboratory study examined auditory localisation of conventional and electric cars including vehicle motion paths relevant for cycling activity. Participants (N = 65) in three age groups (16–18, 30–40 and 65–70 year old) indicated the location and movement direction (approaching versus receding) of cars driven at 15, 30 and 50 km/h in two ambient sound conditions (low and moderate). Results show that low speeds, higher ambient sound level and older age were associated with worse performance on the location and motion direction tasks. In addition, participants were less accurate at determining the location of electric and conventional car sounds emanating from directly behind the participant. Implications for cycling safety and proposals for adding extra artificial noise or warning sounds to quiet (electric) cars are discussed.     

Long-term effectiveness of the SpeechEasy fluency-enhancement device

The SpeechEasy has been found to be an effective device for reduction of stuttering frequency for many people who stutter (PWS); published studies typically have compared stuttering reduction at initial fitting of the device to results achieved up to one year later. This study examines long-term effectiveness by examining whether effects of the SpeechEasy were maintained for longer periods, from 13 to 59 months. Results indicated no significant change for seven device users from post-fitting to the time of the study (t = ?.074, p = .943); however, findings varied greatly on a case-by-case basis. Most notably, when stuttering frequency for eleven users and former users, prior to device fitting, was compared to current stuttering frequency while not wearing the device, the change over time was found to be statistically significant (t = 2.851, p = .017), suggesting a carry-over effect of the device. There was no significant difference in stuttering frequency when users were wearing versus not wearing the device currently (t = 1.949, p = 0.92). Examinations of these results, as well as direction for future research, are described herein.Educational objectives: The reader will be able to: (a) identify and briefly describe two types of altered auditory feedback which the SpeechEasy incorporates in order to help reduce stuttering; (b) describe the carry-over effect found in this study, suggest effectiveness associated with the device over a longer period of time than previously reported, as well as its implications, and (c) list factors that might be assessed in future research involving this device in order to more narrowly determine which prospective users are most likely to benefit from employing the SpeechEasy.     

Does goal relevant episodic future thinking amplify the effect on delay discounting?

Delay discounting (DD) is the preference for smaller immediate rewards over larger delayed rewards. Research shows episodic future thinking (EFT), or mentally simulating future experiences, reframes the choice between small immediate and larger delayed rewards, and can reduce DD. Only general EFT has been studied, whereby people reframe decisions in terms of non-goal related future events. Since future thinking is often goal-oriented and leads to greater activation of brain regions involved in prospection, goal-oriented EFT may be associated with greater reductions in DD than general goal-unrelated EFT. The present study (n = 104, M_age = 22.25, SD = 3.42; 50% Female) used a between-subjects 2 × 2 factorial design with type of episodic thinking (Goal, General) and temporal perspective (Episodic future versus recent thinking; EFT vs ERT) as between factors. Results showed a significant reduction in DD for EFT groups (p < 0.001, Cohen’s d effect size = 0.89), and goal-EFT was more effective than general-EFT on reducing DD (p = 0.03, d = 0.64).     

Age-related differences in the timing aspect of lumbopelvic rhythm during trunk motion in the sagittal plane

Forward bending and backward return of the human trunk in the sagittal plane are associated with a specific lumbopelvic rhythm, which consists of magnitude and timing aspects. In this study, the age-related differences in the timing aspect of lumbopelvic rhythm were investigated using the continuous relative phase method. Specifically, the mean absolute relative phase (MARP) between the thoracic and pelvic motions as well as variation in MARP under repetitive motions, denoted by deviation phase (DP), were characterized in sixty participants between 20 and 70 years old. MARP and DP were determined for trunk forward bending and backward return tasks with self-selected slow and fast paces. The MARP and DP were both smaller (p = 0.003, p < 0.001 respectively) in the older versus younger age participants with no gender-related difference. In fast versus slow pace task, the MARP was smaller (p < 0.001) only in forward bending, whereas the DP was smaller (p < 0.001) in both the forward bending and backward return. A more in-phase and more stable lumbopelvic rhythm denoted respectively by smaller MARP and DP in older versus younger individuals maybe a neuromuscular strategy to protect the lower back tissues from excessive strain, in order to reduce the risk of injury.     

Evolution of match performance parameters for various playing positions in the English Premier League

This study aimed to investigate position-specific evolution of physical and technical performance parameters in the English Premier League (EPL). Match performance observations (n = 14700) were collected using a multiple-camera computerized tracking system across seven seasons (2006–07 to 2012–13). Data were analyzed relative to five playing positions: central defenders (n = 3792), full backs (n = 3420), central midfielders (n = 3200), wide midfielders (n = 2136) and attackers (n = 2152). High-intensity running distance increased in the final season versus the first season in all playing positions (p < .05, ES: 0.9–1.3) with full backs displaying the greatest increase (∼36% higher in 2012–13). Similar trends were observed for sprint distance with full backs demonstrating the most pronounced increase across the seven seasons (36–63%, p < .001, ES: 0.8–1.3). Central players (central defenders and midfielders) illustrated the most pronounced increases in total passes and pass success rate (p < .05, ES: 0.7–0.9) whilst wide players (full backs and wide midfielders) demonstrated only small-moderate increases in total passes and pass success rate (p < .05, ES: 0.6–0.8). The data demonstrates that evolving tactics in the EPL have impacted on the physical demands of wide players and the technical requirements of central players. These findings could be used for talent identification or position-specific physical and technical training.     

Teaching in ethnically diverse classrooms: Examining individual differences in teacher self-efficacy

Using data of 40 native Dutch teachers and their native majority (n = 112) and ethnic minority students (n = 180), this study examined to what extent teachers experience differences in self-efficacy in teaching individual majority and minority students. We hypothesized that teachers would feel less self-efficacious in relation to ethnic minority students and that the difference in self-efficacy would be more pronounced when ethnic group differences are more salient (i.e., in the context of behavioral problems, ethnically less diverse classrooms, and for teachers with high ethnic identification). Our results show that teachers feel somewhat less self-efficacious with ethnic minority versus majority students. And, the difference in self-efficacy with minority versus majority students was more pronounced in relation to internalizing problem behaviors and somewhat more distinct in classrooms with relatively few ethnic minority students. The findings indicate the importance of a student specific assessment of teacher self-efficacy in diverse school contexts.     

Relative effects of reduced weight and increased physical activity on hemoglobin A1c: Suggestions for behavioral treatments

Behavioral treatments for diabetes have often been unsuccessful and may benefit from a better understanding of the relative effects of two common treatment foci – decreased weight and increased volume of physical activity – on blood glucose. Overweight and obese adults (N = 59; M_age = 60 years) with hemoglobin A1c (HbA1c) values consistent with diabetes participated in a 6-month community-based behavioral treatment based on tenets of self-efficacy theory and social cognitive theory. The treatment was associated with significantly increased physical activity, reduced body mass index (BMI), and reduced HbA1c levels (ps < .001). Changes in BMI and physical activity accounted for a significant portion of the variance in change in HbA1c, R² = .13, p = .023. Change in volume of physical activity, β = ?.36, p = .007, but not change in BMI, β = ?.03, p = .792, significantly contributed to the variance in HbA1c change that was accounted for. There was no effect based on the sex of participants. Discussion focused on how findings might impact the efficacy, efficiency, and application of behavioral treatments for diabetes management.     

Match performance and physical capacity of players in the top three competitive standards of English professional soccer

The aim of this study was to compare the match performance and physical capacity of players in the top three competitive standards of English soccer. Match performance data were collected from players in the FA Premier League (n = 190), Championship (n = 155) and League 1 (n = 366) using a multiple-camera system. In addition, a selection of players from the Premier League (n = 56), Championship (n = 61) and League 1 (n = 32) performed the Yo-Yo intermittent endurance test level 2 (Yo-Yo IE2) to determine physical capacity. Players in League 1 and the Championship performed more (p < .01) high-intensity running than those in the Premier League (Effect Size [ES]: 0.4–1.0). Technical indicators such as pass completion, frequency of forward and total passes, balls received and average touches per possession were 4–39% higher (p < .01) in the Premier League compared to lower standards (ES: 0.3–0.6). Players also covered more (p < .05) high-intensity running when moving down (n = 20) from the Premier League to the Championship (ES: 0.4) but not when players moved up (n = 18) standards (ES: 0.2). Similar Yo-Yo IE2 test performances were observed in Premier League, Championship and League 1 players (ES: 0.2–0.3). Large magnitude relationships (p < .05) were observed between Yo-Yo IE2 test performances and the total and high-intensity running distance covered in both Championship (r = .56 and .64) and Premier League matches (r = .61 and .54). The data demonstrate that high-intensity running distance was greater in players at lower compared to higher competitive standards despite a similar physical capacity in a subsample of players in each standard. These findings could be associated with technical characteristics inherent to lower standards that require players to tax their physical capacity to a greater extent but additional research is still required to confirm these findings.     

The Romanian version of the multidimensional driving style inventory: Psychometric properties and cultural specificities

The multidimensional driving style inventory (MDSI), assessing four broad dimensions of driving styles, was originally built in Israel. In line with other previous adaptations of this instrument in different cultural contexts (such as Argentina), our research aimed to develop a valid and reliable Romanian version of the MDSI and to evaluate its external and construct validity. We conducted two studies aimed at this objective. Study 1 (n = 1237) first tested the factorial adequacy of the previous MDSI versions in our Romanian sample. Then, the culture-specific version of the MDSI that emerged from the factor analysis was examined in terms of its structure, internal consistency, item proprieties, and associations to socio-demographic variables and self-reported traffic crashes and offenses. Study 2 (n = 835) examined the associations between the driving styles assessed by this newly developed measure and several relevant personality traits: sensation seeking (both general and in traffic), desire for control, driving anger, normlessness, dutifulness and frustration discomfort. The results of the two studies support the validity and reliability of this culture-specific version of the MDSI. In comparison to the previous versions, the Romanian MDSI version addresses a supplementary driving style, concerning the violation of rules perceived as irrational in the respective situation. The reasons for the emergence of this distinct driving style in the Romanian driving context, as well as its relationships to the high traffic crashes rate in this country are discussed.     

Facial width-to-height ratio and celebrity endorsements

This study hypothesized that the facial WHR of celebrity endorsers is associated with their endorsement income. Our sample consisted of the top 100 male and female celebrity endorsers (male = 50 and female = 50) in Seoul. The average annual total endorsement income of celebrity endorsers in 2012 was $1,691,924 for male endorsers and $1,684,474 for female endorsers. A statistical analysis demonstrated a significant negative correlation between celebrity endorsers’ facial WHR and their endorsement income in 2012 among male (r = −.390, p = .007, n = 47) but not among female (r = .166, p = . 248, n = 50) endorsers. Our findings imply that males with narrower faces are more popular among the media as well as among advertisers. Our study is the first to explore the relationship between physical features, such as facial WHR and monetary income in the entertainment industry.     

How would the self be remembered? Evidence for posthumous self-verification

Three correlational studies and one experiment examined self-verification versus self-enhancement in a posthumous context. In Study 1, in two samples (combined N = 3029) modal responses suggest a desire to be remembered as one really is, far into the future. Studies 2 (N = 92) and 3 (N = 414) showed that posthumous self-verification was independent of life satisfaction, positive self-evaluations, and self-construals but was related to self-esteem, the search for meaning in life, and generativity. In Study 4 (N = 461), the salience of negative and positive self-aspects was manipulated. Even when negative qualities were salient, the majority of participants (61%) preferred to be remembered as they really are. The role of self-verification in existential concerns is discussed.