An online hazard perception training course reduces heavy braking,speeding, and over-revving rates during everyday driving

In essence, driver training involves learning the skills required to drive safely and avoid dangerous events. However, in traditional on-road driver instruction, drivers virtually never accrue experience of the most significant types of events that they are learning to avoid: crashes. One means of providing this experience safely is to present novice drivers with video clips of real crashes, as part of structured learning exercises. A six-week automated online hazard perception training course for drivers, incorporating evidence-based training methods and over a hundred crash clips, was previously found to improve novice drivers’ hazard perception skill, which is known to be an important attribute for avoiding crashes. However, since hazard perception was measured using computer-based methods, the possibility remained that the training effect might not transfer to actual driving. We report a randomized control trial in which novice drivers were recruited to assess everyday driving behaviour objectively, using g-force triggered dashcams and GPS trackers installed in their vehicles. On-road data were collected for a one-month baseline period, and for a further two months after half of the sample completed the hazard perception training course. Drivers who completed the course significantly reduced their rate of heavy-braking events, their speeding behaviour, and their rate of over-revving events. These findings support the proposal that a relatively inexpensive and highly scalable hazard perception training intervention can improve on-road driving behaviour, with the clear potential to impact real-world driver safety.     

Scores on a new hazard prediction test are associated with both driver experience and crash involvement

Hazard perception skill has been found to be associated with drivers’ crash risk. This skill has typically been measured using computer-based response-time hazard perception tests, in which drivers indicate the earliest point that they detect a potential hazard in video clips of traffic filmed from a driver’s perspective. In recent years, researchers have suggested an alternative type of measure, known as a “hazard prediction test”, in which each test item is a traffic clip that stops (typically cutting to black) just before a hazardous incident unfolds. Drivers taking the test have to predict what happens next in the clip. Measures of this kind have been found to distinguish between high risk (novice) and lower risk (experienced) driver groups, and have been argued to offer several advantages over traditional response-time hazard perception tests. However, a key strength of the response-time hazard perception test is that assessments using this format have been found to predict crash involvement. The same has not yet been demonstrated for hazard prediction tests, raising questions about their validity. In the present research, we created a new hazard prediction test using Australian traffic scenes. In our version of the test, drivers’ scores were based on how many plausible predictions they were able to generate for each traffic clip. We established validity evidence for the test scores in two studies with separate samples, using two different versions of the test (long vs. short) with different response modes (verbal vs. written). As well as distinguishing between novice and experienced driver groups, test scores were also associated with self-reported crash involvement in both studies. We also found a significant correlation between hazard prediction test scores and scores in an established response-time hazard perception test. These findings support the proposal that scores on the hazard prediction test are a valid measure of hazard perception skill.     

The development and validation of a hazard perception test for Thai drivers

Thailand is a developing country with a high traffic accident fatality rate. However, few attempts have been made to understand crash risks in Thai drivers from a psychological perspective. The purpose of the present study was to develop and validate a latency-based hazard perception test for Thai drivers. The initial test comprised our full item pool of 77 clips containing traffic conflicts captured on video from the driver’s perspective on Thai roads. We evaluated the validity of this test by examining whether performance differed as a function of driving experience in a sample of 135 Thai drivers. We found that experienced drivers (n = 87) performed significantly better than novice drivers (n = 48) after adjusting for individual differences in computer mouse skill, mirroring crash risk differences between these groups. The final 30-item version of the test, which comprised the best items from the initial test, yielded novice/experienced driver differences with or without adjusting for computer mouse skill. These results offer preliminary support for the validity of the latency-based test as a measure of hazard perception ability in Thai drivers.     

The relationship between cognitive function and hazard perception in younger drivers

Driving is a complex task; with research suggesting cognitive function plays a significant role in driver behaviour. Recent studies have investigated the role of cognitive function in younger drivers who are experiencing brain maturation and are over-represented in crash statistics. Emerging evidence suggests poor cognitive functioning is one explanation for this high crash risk. For younger drivers, the relationship between cognitive function and driving ability has been consistently shown for speeding and lane deviations. However, the driving skill most consistently linked to crash involvement is hazard perception, which is the ability to anticipate and respond to potentially dangerous traffic situations. The aim of this study was to investigate the cognitive correlates of hazard perception in younger drivers. Seventy-nine undergraduate students completed a hazard perception test and a battery of cognitive tests that have previously demonstrated a relationship with safe driving. The newly created hazard perception test measured accuracy of hazard identification, response times when anticipating the hazard, and response times when taking action to avoid the hazard. Hazard perception accuracy was significantly related to visuo-spatial skills, executive functioning and global cognitive status. Anticipation response times were significantly related to inhibitory control, with no significant relationship found between cognitive function and action response times. These findings are discussed in line with limitations in the study. Future research into the role of specific cognitive domains could lead to the enhancement of hazard perception testing for licensing with cognitive training and assessment, with the potential to reduce the crash risk of vulnerable younger drivers.     

The differences in hazard response time and driving styles of violation-involved and violation-free taxi drivers

The present study aimed to investigate the relationships between taxi drivers’ traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers’ traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers’ hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training.     

Socio-economic and driving experience factors affecting drivers’ perceptions of traffic crash risk

Drivers are estimated to contribute an overwhelming proportion to the burden of traffic crashes, as factors that increase crash risk are frequently due to unsafe driving behaviours. The relationship between risk perceptions and people’s risky driving behaviours is still not well understood. This paper aims to further analyse the potential effect of risky driving behaviours on drivers’ perceptions of crash risk and differences in perceptions among drivers.Crash risk perceptions in an inter-city, two-way road context of 492 drivers were measured by using a Stated Preference (SP) ranking survey. Rank-ordered logit models were used to evaluate the impact on risk perception of five unsafe driving behaviours and to identify differences in drivers’ risk perceptions. The five unsafe driving behaviours considered in the analysis were respectively related to whether or not the driver follows the speed limits, the rules of passing another car and the safe distance, whether or not the driver is distracted, and whether or not she/he is driving under optimal personal conditions.All risky driving behaviours showed a significant potential effect (p < 0.001) on crash risk perceptions, and model’s results allowed to differentiate more important from less important unsafe driving behaviours based on their weight on perceived crash risk. Additionally, this paper further analyses the potential differences in risk perception of these traffic violations between drivers of different characteristics, such as driving experience, household size, income and gender.The SP technique could be applied to further analyse differences in perceptions of risky driving behaviours among drivers. Future research should consider the potential effect of driving skill on perceptions of risky driving behaviours.     

Analysis of the factors affecting drivers’ queue-jumping behaviors in China

In China, drivers’ queue-jumping behaviors are very common. To explore the factors affecting drivers’ queue-jumping, first, a driving attitude scale, a risk perception scale and a queue-jumping behavior scale were designed, and an existing Type A behavior pattern scale and a driver skill scale were also introduced. Second, these scales were used to collect empirical data, and 202 valid samples were obtained. Third, the reliability and validity of the developed scales were verified, and a structural equation model of drivers’ queue-jumping behaviors was established to explore the interrelationships among the Type A personality trait, cognitions (including attitudes and risk perception), driver skills (including driving skill and safety motivation) and queue-jumping behaviors. The results showed that drivers’ cognitions significantly affected their queue-jumping behaviors; specifically, drivers’ attitudes toward queue-jumping and traffic violations positively correlated with their queue-jumping behaviors (β = 0.323, t = 3.470; β = 0.277, t = 3.072), while drivers’ risk perception toward queue-jumping negatively correlated with their queue-jumping behaviors (β = −0.297, t = −3.889). Drivers’ driving skill and safety motivation also significantly affected their queue-jumping behaviors (β = 0.198, t = 2.385; β = −0.355, t = −4.101). Although Type A personality trait had no significant effects on drivers’ queue-jumping behaviors, it had significant effects on drivers’ attitudes toward queue-jumping and traffic violations (β = 0.336, t = 4.720; β = 0.215, t = 2.873) and their risk perceptions toward queue-jumping (β = −0.232, t = −3.279). In other words, the Type A personality trait can indirectly affect drivers’ queue-jumping behaviors through drivers’ attitudes and risk perceptions toward queue-jumping. The results provided offer traffic administration departments a theoretical foundation for governing this behavior.     

A method to improve the hazard perception of young novice drivers based on Bandura’s observational learning theory: Supplement to expert commentary training

Compared with experienced drivers, young novice drivers are more likely to have traffic accidents. The main reasons are that they lack experience, their hazard perception is weak, and their visual search strategy is underdeveloped. Research shows that hazard perception training can improve the visual search strategy of young novice drivers and enhance their hazard perception ability. We propose that a driver's visual search behaviour, like any other action, can be developed by observing the behaviour of a role model. In an experiment based on a driving simulator, we clustered the visual search paths of 20 experienced drivers, selected the drivers with the best visual search behaviour, and obtained visual search path video footage to produce hazard perception training videos. Using these videos, we applied Bandura’s observation learning theory to train 20 young novice drivers. We call this approach “training based on experienced drivers' performance”. To determine the effects of training based on experienced drivers' performance, 20 young novice drivers were given the usual expert commentary training, and 20 young drivers were given no training. The results showed that training based on experienced drivers' performance and expert commentary training had positive effects on the average speed of young novice drivers through hazard sections. Compared with untrained young novice drivers, trained young novice drivers decreased their speed in response to dangerous road sections. Compared with young novice drivers who received expert commentary training and those who did not receive training, young novice drivers who received training based on experienced drivers' performance showed significant improvements in visual search. These results suggest that training based on experienced drivers' performance can help young novice drivers improve their hazard perception, especially in visual aspects. This training method can complement existing training methods for young novice drivers.     

Young drivers’ perception of hazards: Variation with experience and day versus night

Young novice drivers have a relatively high crash risk for several years following initial licensing, and while all drivers are at greater risk at night, the night-time increase is greater for inexperienced drivers. Poor hazard perception has been identified as an important contributor to inexperienced drivers’ risk, but research on day-night differences in hazard perception for drivers varying in experience is lacking. This exploratory study investigated the nature of hazards reported by young inexperienced drivers versus more experienced and slightly older drivers. Hazards were not pre-identified by researchers; participants were simply provided with a general definition of ‘hazard’. Analysis focused on how experience level affected qualitative differences in the kinds of hazards reported, with particular focus on day-night differences.The 53 participants ranged in driving experience from learners through to 5+years post licensing, and in age from 16 to 30 years. They viewed 14 day- and night-time video clips of a diverse range of driving situations, pausing the video whenever they identified a hazard and then explaining why they had paused it at that point. Their responses were recorded. Content analysis of responses showed that more experienced drivers reported visibility-related hazards significantly more often than inexperienced ones, and significantly more so at night. They also commented significantly more on hazards related to tight bends in the road and significantly less on hazards concerning compliance with rules. Comments tended to be fewer with higher vehicle speeds, particularly for the least experienced drivers.Results are discussed in terms of how experience-related differences in drivers’ cognitive schemata and mental models are likely to affect hazard perception and crash risk, particularly at night. Some implications for driver training and license testing are suggested.     

Drivers' Ratings of Different Components of Their Own Driving Skill: A Greater Illusion of Superiority for Skills That Relate to Accident Involvement1

Different components of driving skill relate to accident involvement in different ways. For instance, while hazard‐perception skill has been found to predict accident involvement, vehicle‐control skill has not. We found that drivers rated themselves superior to both their peers and the average driver on 18 components of driving skill (N= 181 respondents). These biases were greater for hazard‐perception skills than for either vehicle‐control skills or driving skill in general. Also, ratings of hazard‐perception skill related to self‐perceived safety after overall skill was controlled for. We suggest that although drivers appear to appreciate the role of hazard perception in safe driving, any safety benefit to be derived from this appreciation may be undermined by drivers' inflated opinions of their own hazard‐perception skill. We also tested the relationship between illusory beliefs about driving skill and risk taking and looked at ways of manipulating drivers' illusory beliefs.     

影响驾驶安全的驾驶员危险知觉研究述评

危险知觉是指驾驶员对交通情境中的潜在危险进行识别并做出反应的一种能力。目前,驾驶员危险知觉测量主要使用反应时、眼动或主观评定三种测量方法。在测量中,这三种方法各有优缺点,并出现相互结合的研究趋势。为了提高我国交通安全性,结合国外在提高驾驶员危险预期能力和改善视觉搜索模式两个方面的应用研究,未来国内研究可以在探索危险知觉的认知加工特点、影响因素及加快测量技术的商品化应用等方面加以深入。     

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.     

An exploration of the effectiveness of in-person and online versions of the induced hypocrisy paradigm to reduce smartphone use among young drivers

Worldwide, smartphone use is a major contributing factor to road crash among young drivers. While young drivers may be aware of their heightened crash risk and the legal penalties associated with this behaviour, young drivers continue to engage with their smartphones. The development of novel interventions targeting this behaviour is therefore crucial. The current 2 × 2 between groups experimental study (N = 153, 107F, 43 M, 1 other) investigated the concept of cognitive dissonance in relation to smartphone use among young drivers aged 17–25 years (M_age = 20.66 SD = 2.26). Specifically, it applied the induced hypocrisy paradigm to this context. The induced hypocrisy paradigm elicits cognitive dissonance by asking participants to both advocate for the desired behaviour and identify their engagement in the undesired behaviour. Participants are then motivated to change their behaviour to reduce the feelings of dissonance. The current study investigated the efficacy of both the traditional in-person methodology with a new online methodology. Analyses (e.g., ANCOVA) found that the online conditions were more effective than the in-person groups at eliciting dissonance and that the intervention conditions were more effective in reducing both intention and change in behaviour (from pre- to post-intervention) than the control groups. The intervention groups were also more likely to take/request a flyer about driver distraction. While more research is needed to corroborate these findings, these initial results suggest that cognitive dissonance occurs when young drivers use their smartphones and that the induced hypocrisy paradigm may be an effective intervention. In particular, this study’s findings suggest that an online version of the induced hypocrisy paradigm has merit and may form part of future cost-effective, mass interventions.     

Training interventions are only effective on careful drivers,not careless drivers

Drivers aged 16–24 are overrepresented in fatal crashes compared to middle-aged, more experienced drivers. This age-related difference in crash rates partly arises from younger drivers’ poorer performance on three cognitive skills known to be related to crash involvement: hazard anticipation, hazard mitigation and attention maintenance. Training programs have been shown effective at improving these skills within a short period of time. However, young drivers are not homogenous and they have different driving styles. The driving styles can interact with driving skills by influencing both their acquisition and, once acquired, their execution. A study was undertaken on a driving simulator to determine whether the effectiveness of an already existing training program aimed at improving the three above mentioned skills is moderated by driving style. In particular, drivers were classified as either careful or careless drivers based both on their scores on measures designed to evaluate two general traits relevant to discriminating between careful and careless drivers (sensation seeking and aggressiveness) as well as on their scores designed to evaluate driving specific behaviors that discriminate between careful and careless drivers (aggressive driving behaviors and driving violations and errors). It was found that training improved the hazard anticipation and attention maintenance performance of only the careful drivers, not the careless drivers.     

自我评估的能力与驾驶经验对危险知觉的影响

结合反应时和眼动研究方法,采用驾驶经验2（新手,有经验）×自我评估的能力2（高,低）×危险类型2（明显,隐藏）的混合实验设计,探索驾驶员驾驶能力的自我评估和驾驶经验对危险知觉及视觉注意的影响。采用驾驶能力量表和基于动态交通视频的危险知觉任务对86名驾驶员测试,并使用Tobbi T120记录眼动数据。结果发现,新手和有经验驾驶员自我评估的能力与危险知觉反应时间之间相关不显著,这说明两组驾驶员对自己驾驶能力的认识和评估不准确。有经验驾驶员对两类危险的反应比新手快。新手自我评估的能力过高,他们对两类危险的反应比同龄驾驶员和有经验驾驶员慢。然而,有经验驾驶员自我评估的能力与危险知觉反应时间之间不存在显著差异。此外,与新手相比,有经验驾驶员对两类危险的首次注视较快,总注视时间更长。与同龄驾驶员相比,新手自我评估的能力过高,他们对危险的首次注视较慢,对危险的总注视时间更少。这些研究结果表明,新手自我评估的能力过高,可能会提高他们的风险接受阈限,由此降低了他们对危险的反应速度。未来驾驶训练应当采取措施减少新手对驾驶能力的自我评估偏见,改善他们的视觉搜索模式以降低事故风险。     

Who’s more angry? Comparing driver anger and aggression within work and personal driving contexts

Anger and driver aggression increase crash risk. However, how these manifest according to the purpose of the journey (work vs personal) and the unique relationships between sources of anger and aggressive expressions of that anger is under-researched. The current study examined the relationships between different types of anger and aggression, recent crashes and infringements between drivers who drive mainly for work with those who drive mainly for personal reasons.Participants (N = 630) completed an online questionnaire reporting their driving anger tendencies across situations of travel delays, danger and hostility from others, frequency of aggressive driving (using the vehicle, verbal or physical) and crash and infringements in the previous year. Drivers were classified as work or personal drivers based on the percentage of the time they drove for each reason. Relationships between anger sources and aggression types were examined using Structural Equation Modelling, comparing models between the two groups. The relationships between aggression and safety outcomes were explored using Mann-Whitney U tests.The relationships between anger and aggression were similar across work and personal drivers. However, some group differences in the situations that contributed to anger and aggression were identified. Aggression was more frequent for drivers who drove mainly for work and had received a traffic violation, compared to those who had not received a traffic violation.These findings can inform the development of targeted interventions to manage the triggers of anger and aggression. Interventions are likely to impact work and personal drivers; thus, could target employers and road transport authorities.     

Advanced driver assistance systems (ADAS): Demographics,preferred sources of information,and accuracy of ADAS knowledge

Advanced driver assistance systems (ADAS) in passenger vehicles can improve highway safety. ADAS place powerful, yet imperfect, automation in the hands of drivers who hold both misconceptions and reservations about ADAS. There is little previous research on drivers’ knowledge of ADAS, and even less on sources of information drivers use to inform their knowledge. The present study addressed this gap, testing hypotheses about influences on understanding of seven ADAS in 634 licensed US drivers (aged 18–82). Multiple regression to predict self-assessed driver characteristics revealed: (a) Drivers who rated themselves as more technically sophisticated tended to be young and male, to be at once less objectively knowledgeable and more confident of their knowledge of ADAS, to avoid car dealers for ADAS information, and to value brand status; (b) Drivers who rated themselves as faster to adopt new technology also tended to be male but to be more objectively knowledgeable about ADAS and to prefer learning about ADAS from owner manuals; (c) Drivers who rated themselves as more confident in using novel vehicle technology tended to be young males with greater objective knowledge of ADAS who valued “hands-on” ADAS experience; (d) Drivers who rated themselves as more concerned about vehicle safety tended to be female, to value crash data, and to rely on hands-on experience to learn about ADAS; (e) Drivers who rated themselves as having greater aesthetic concerns tended to rely on information on styles, colors, wheels when buying a new car and preferred specific ADAS components. Neither of the latter two differed in objective ADAS knowledge. These results make a novel contribution in revealing how driver demographics and characteristics are related to preference for specific sources of information on ADAS and objective knowledge of ADAS. These results can inform future efforts to increase driver understanding of the capabilities and limitations of ADAS and hence increase public safety.     

Reading the situation: The relationship between dyslexia and situational awareness for road sign information

Road signs are tools that provide crucial information to drivers about various roadway situations. Therefore, the present study aimed to assess the levels of ‘situation awareness’ held by drivers in relation to these signs. This study also assessed the relationship between dyslexia, road sign comprehension, and road sign situation awareness, thus building on the limited research in this area. Drivers completed measures of road sign comprehension and dyslexia. Drivers then completed three drives on a driving simulator; each followed by a probe containing queries about the perception, comprehension and projection of road signs seen in the preceding drive. Situation awareness was lowest at the level of projection. Further, dyslexia was negatively associated with road sign comprehension, and road sign situation awareness, suggesting that the disorder may be detrimental for multiple forms of road sign processing. Implications are provided in the form of a ‘SAFE’ driver training program that targets a holistic form of road sign processing which takes into account sign meanings in relation to both in-vehicle and outer-vehicle factors; thus encouraging proactive driver behaviour.     

Reward versus punishment: Reinforcement sensitivity theory,young novice drivers’ perceived risk,and risky driving

One reason that young novice drivers remain statistically over-represented in road deaths is their rate of engagement in risky driving. Prominent contributing factors include driver’s age, sex, personality, risk perception, and their driving experience. This study applied reinforcement sensitivity theory (RST, specifically reward sensitivity and punishment sensitivity) to predict young novice drivers’ perceived risk and self-reported risky driving engagement, while accounting for potential influences of age, sex, and driving experience. Drivers (N = 643, 490 females, 17–25 years, M = 20.02, SD = 2.32) who held an Australian driver’s license (P1, P2, or Open) anonymously completed an online survey containing the Behaviour of Young Novice Drivers Scale, the Sensitivity to Punishment and Sensitivity to Reward Questionnaire, and a measure of perceived risk of driving-related behaviours. A path analytic model derived from RST showed that perceived risk had the strongest negative association with reported risky driving engagement, followed by reward sensitivity (positive association). Respondent’s age and reward sensitivity were associated with perceived risk. Age, reward sensitivity, and perceived risk were associated with reported engagement in risky driving behaviours. Driver sex only had direct paths with RST variables, and through reward sensitivity, indirect paths to perceived risk, and reported risky driving. Neither punishment sensitivity nor driving experience contributed significantly to the model. Implications and applications of the model, and the unique set of variables examined, are discussed in relation to road safety interventions and driver training.