The specific role of spatial orientation skills in predicting driving behaviour

How people acquire environmental information brings out individual differences that are extremely large and robust. We assume that different spatial strategies used to represent, explore and move through the environment may predict risky driving behaviour.Here, we investigated spatial strategies and driving behaviour in 167 college students (86 women) using the following tests: the Spatial Cognitive Style Test, aimed at assessing spatial strategies characterized by different degrees of spatial competences (ranging from landmark, route to survey); the Manchester Driver Behavior Questionnaire, aimed at assessing errors, lapses, ordinary and aggressive Highway Code violations; the Attitude toward Road Safety Issues, aimed at assessing road safety attitudes related to driving.A series of regression analysis showed that spatial strategy used by drivers predicted the number of errors, lapses, ordinary and aggressive violations, as well as the number of road-safety behaviours. In conclusion, our results suggest that drivers preferring a survey strategy are much more able to make correct spatial decisions. Specifically, they are more confident about their spatial competence that in turn makes them less aggressive towards other drivers. Our findings suggest that good navigators travel without incurring in violations and fines. Implications regarding the possibility to use spatial navigational training to improve driving skills and release driving licence, as well as limitations of the study are discussed.     

Social exclusion affects aggressive driving behaviour: The mediating effect of prosocial tendencies and driving anger

Social exclusion—being rejected or ignored by individuals or groups—is a common and adverse experience in social life. As a social activity, driving behaviour can be influenced by many factors. Whether social exclusion is one of these factors is an open question. Therefore, the aim of this study is to explore the impact of the social exclusion experience on individuals and their driving behaviours and the mediating effect of prosocial tendencies and driving anger. A total of 240 (104 males and 136 females) participants from China completed a questionnaire including the Ostracism Experiences Scale (OES), the prosocial tendencies measure (PTM), the Driving Anger Scale (DAS) and the Driver Behaviour Questionnaire (DBQ). The hierarchical multiple regression analysis and pathway analysis results showed that social exclusion experience and driving anger positively predicted aberrant driving behaviours (including aggressive violations, ordinary violations, lapses and errors), while prosocial tendencies had a negative impact on aberrant driving behaviour. Moreover, prosocial tendencies and driving anger mediated the relationship between social exclusion and driver behaviour, accounting for 11.18% and 46.71% of the total effect, respectively. The chain-mediated effect of prosocial tendencies and driving anger was also significant, accounting for 5.26% of the total effect of social exclusion on driver behaviour. This study examines the mechanisms underlying social exclusion experiences that positively predict individuals' unsafe driving behaviours, thereby filling a gap in social exclusion research and suggesting new avenues of exploration into the personal and social influences that affect driving behaviours.     

Can infrastructure improvements mitigate unsafe traffic safety culture: A driving simulator study exploring cross cultural differences

This paper presents the results of a cross-cultural study to investigate the influence of traffic safety culture and infrastructure improvements on driver behaviour. To achieve this, the driving style of UK drivers was compared with that of Nigerians with and without experience of driving in the UK. A driving simulator experiment compared the actual driving style of these three groups of drivers in different safety critical scenarios. The simulated road environment varied depending on how much infrastructure was provided (low or high infrastructure). In addition, the Driver Behaviour Questionnaire was used to collect self-reported data on violations, errors and lapses. It was hypothesised that Nigerian drivers with no experience of driving in a UK road system would report and engage in more unsafe driving behaviour compared to the other two groups, and that increasing infrastructure would have little positive benefit. Overall, the results supported these hypotheses, indicating that the behaviours of drivers are interpretable in relation to their traffic safety culture, compared to changes in their driving environment.     

Driver social desirability scale: A Turkish adaptation and examination in the driving context

Self-report data collection methods are widely used techniques to gather information in studies related to road safety. One of the most considerable limitations of self-reports is social desirability bias. One way to overcome the possible detrimental effects of socially desirable responding is to control it by using social desirability scales. With respect to that, the present study aims to adapt the Driver Social Desirability Scale into Turkish, examine its construct validity, and investigate the relationship between social desirability and driving-related measures. A total of 351 drivers between the ages of 19 and 59 completed a questionnaire including a demographic information form, the Driver Behavior Questionnaire (DBQ), the Driver Skill Inventory (DSI), the Two-Dimensional Social Desirability Scale (SDS), and the Driver Social Desirability Scale (DSDS). Factor analysis supported the two-factor structure of the DSDS in the Turkish sample. Social desirability correlated positively with age and driving experience. Female drivers reported higher levels of driver impression management, while male drivers scored higher on self-deception. Driver impression management was associated negatively with violations and perceptual-motor skills and positively with safety skills. Lastly, driver self-deception was positively related to violations, positive driver behaviors, perceptual-motor skills, and safety skills. The study shows that the Turkish version of the DSDS is a reliable and structurally valid instrument with incremental validity compared to the general social desirability measure in predicting driving-related outcomes.     

Effects of personality on driving behaviors among professional truck drivers: The mediating effect of safety climate

Introduction: The number of traffic accidents involving truck drivers remains high, and strategies to eliminate the probability of such accidents have been proposed, among which enhancing the safety climate has attracted much interest. The main purpose of the current study was to validate the Chinese version of the safety climate scale for truck drivers and apply it to investigate the mediating effect of safety climate between truck driver personality and driving behavior. Method: A total of 389 male truck drivers completed the Big Five Inventory, the Chinese version of the trucking safety climate scale, the driver behavior questionnaire and the positive driver behavior scale. Results: The reliability and validity of the Chinese version of the organization-level safety climate scale and the group-level safety climate scale were confirmed through factor analysis. More importantly, a path analysis revealed that the organization-level safety climate mediated the effects of agreeableness and neuroticism on aggressive violations, ordinary violations and lapses, while the group-level safety climate mediated the influences of agreeableness, neuroticism and openness on positive behavior and all four kinds of aberrant driving behaviors. Conclusions: This study introduced the trucking safety climate scale into China and stressed the significance of improving both the organizational and the group levels of safety climate to reduce accidents involving professional truck drivers. Practical Applications: First, the adapted safety climate scale for Chinese truck drivers contributes to further investigating the role that safety climate plays in the safety problem of truck drivers in China. Moreover, the critical impacts of both levels of the trucking safety climate serve as reminders for relevant companies to not only pay attention to establishing an organization-level safety climate but also invest more effort into promoting the group-level safety climate.     

Risky driving and lapses on the road: An exploration on self-regulatory dysfunction in Australian drivers

Self-regulatory ability has been linked to a) the tendency to engage in risky behaviours, and b) the ability to focus attention. This study investigated the relationships between metacognitions, emotion regulation difficulties, risky driving behaviours, and attentional lapses on the road, among an online sample of Australian drivers (N = 255). Firstly, group comparisons showed that although females reported greater self-regulatory dysfunction, males reported a higher frequency of risky driving behaviours. Alternatively, older drivers reported being better self-regulators, and less-frequent risky driving behaviours and attentional lapses on the road. Secondly, correlations demonstrated that metacognitions were associated with difficulties in regulating emotions, the engagement of risky driving behaviours, and the quantity of attentional lapses experienced on the road. Emotion regulation difficulties and risky driving behaviours were also shown to be positively related to the frequency of attentional lapses. Structural equation modelling confirmed a hierarchical model in predicting attentional lapses, with self-regulatory components representing higher-order factors over risky behavioural components. Finally, metacognitions demonstrated mediative effects toward the relationship between prior speeding experiences and future intentions to speed. This study has provided preliminary evidence for the application of metacognitions in the engagement of risky driving behaviours, and therefore the potential for informing future interventions.     

Driving self-regulation and risky driving outcomes

Self-regulation has been associated with risky driving outcomes in the past but there are no available measures to assess driving-specific self-regulatory capacity. The present study assessed the association of a newly developed driving self-regulation measure with driving violations, errors, and lapses. Overall, 330 UK drivers completed measures of risky driving outcomes, driving anger, trait impulsivity, sensation seeking, normlessness, domain-general trait self-regulation plus a new unidimensional measure of Driving Self-Regulation Questionnaire (DSRQ-16). Bivariate correlation analysis indicated that the DSRQ-16 showed expected associations with both driving-related outcomes and factors, as well as with impulsivity traits and general self-regulation. Bootstrapped hierarchical linear regression models showed that the DSRQ-16 was significantly associated with driving violations, errors, and lapses after controlling for the effects of other relevant predictors. This is the first study to demonstrate the association of driving-specific self-regulation with risky driving behaviour, driving anger, impulsivity and related personality traits. Driving-specific self-regulation may present a novel target for road safety interventions, as well as a theoretically relevant component of models of risky driving behaviour.     

Diverging diamond interchanges: A driving simulator study

This study assessed driver performance while navigating a Diverging Diamond Interchange (DDI) compared to a standard intersection in a driving simulator. A total of 201 Western Australian (WA) drivers aged 18–80 years completed the simulator drive and questionnaire. Measures of driving simulator performance assessed included time spent out of lane, number of lane excursions, compliance to the speed limit, crashes and near misses. Other driving measures, which were recorded by the researcher, included driver errors/violations such as red-light violations, wrong way violations and navigation errors. Qualitative information was also obtained in a post exit interview with each participant regarding the difficulties they experienced when driving through the DDI. A repeated-measure analysis of variance (r-ANOVA) was undertaken to examine differences in intersection type (DDI versus standard intersection) and driving performance measures from the driving simulator. The only significant result was compliance to the speed limit (F (1, 656) = 160.11, p < 0.001) on the driving simulator. A higher proportion of red-light violations were observed by the researcher as participants navigated through the DDI, compared to the standard intersection. Qualitative comments from participants also highlighted the need for better signage and road markings. Recommendations when DDIs are implemented include community education on speed limit compliance, avoidance of red-light violations and design improvements regarding signage and road markings.     

A social psychological approach to driving violations in two Chinese cities

A questionnaire study conducted in two Chinese cities investigated the determinants of the respondents’ aberrant driving behaviours. The Chinese Driving Questionnaire (CDQ) was developed and a version of the Manchester Driver Behaviour Questionnaire (DBQ) containing an extended set of driving violations particularly relevant in China was also included. Factor analysis of the DBQ revealed four factors with Alpha values over .60, two of them violations and the other two lapses and errors. Factor analysis of the CDQ items also revealed four factors with Alpha values over .60, namely the sense of social hierarchy, potential road safety countermeasure, belief in interpersonal network, and challenging legitimate authority. The result of a correlation analysis of the DBQ and CDQ scales showed that while the two violation scales were significantly and positively correlated with the social hierarchy and interpersonal network scale, the two lapse and error scales basically were not. When the DBQ scales were regressed on demographic variables and CDQ scales, the results of the hierarchical regressions showed that the prediction of self-reported driving violations had been significantly improved by the addition of culture relevant factors measured in the CDQ, while there was no major change in the prediction of lapses and errors. Logistic regression analysis showed that aggressive violations made a significant contribution to traffic accident involvement, independent of the demographic variables. The present study also identified some potential road safety countermeasures, and suggested young female drivers, and drivers at their early thirties should be especially targeted in road safety campaign.     

Nonverbal communication during the learner lesson with a professional driving instructor: A novel investigation

BackgroundFundamental for the development of the driving and road use skills of the young driver is learning to drive through driving instruction and, in graduated driver licensing programs such as in Australia, driving supervision. In Queensland young drivers are required to log a minimum of 100 h supervised practice, with recent research revealing that parents provide most of this supervision. Queensland also offers young drivers a 10-h 3-for-1 bonus for professional driving instruction, such that one hour of professional instruction can be logged as three hours of practice, to a maximum of 30 logbook hours. Recent research efforts have begun to provide insight into the nature of the verbal instruction of both parents and professional instructors, and into the nonverbal communication between parents and learners. However nothing is known regarding the nonverbal communication between professional instructors and learners.MethodTen learner lessons (five male learners) with four professional instructors (four males) were captured via GoPro cameras. The nonverbal communication during the first, middle, and last 10 min of each lesson was coded as being posture and body orientation, gestures, facial expressions, proximity, humour, and eye contact, within the context of the accompanying verbal communication according to the value of (a) eager, or (b) cautious; the valence of (a) neutral, (b) positive, or (c) negative; and the purpose of (a) rapport, or (b) communication.ResultsOverall, posture and body orientation was the most common mechanism of nonverbal communication, while facial expressions and proximity were the least common mechanisms of nonverbal communication. In general the beginning, the middle, and the end of the lessons were characterised by a plethora of neutral, cautious interactions, and positive, eager interactions. However it is noteworthy that the rates at which learners and instructors engaged in these behaviours were found to change across the lesson. Specifically learners actively communication nonverbally through mechanisms such as eye contact, facial expressions and humour, while instructors appeared to manage building rapport and communicating safe vehicle and road use through nonverbal communication such as gestures, facial expressions and posture and body orientation, summarised in a model comprising a continuum of instruction.DiscussionWhile nonverbal communication is fundamental for effective verbal communication, and on occasion can replace verbal communication, and as such the professional – and the parental – driving lesson should optimise the use of nonverbal communication, at this time the optimal nature of nonverbal communication remains unknown. In addition, optimal verbal and nonverbal communication specifically suited to the driving context which involves a dynamic environment outside the vehicle, and at times a dynamic environment inside the vehicle, remains yet to be identified. The research findings provide unique insight into the nature of the nonverbal communication used by both learner drivers and professional driving instructors, in addition to the continuum of instruction model. As such, the findings provide a solid foundation for future research into, and guidance regarding, optimising the learner driving lesson.     

The predictive role of achievement goals adoption on sensation-seeking and risk taking in driving

Risk taking in driving is a major road safety issue. Understanding the individual psychological differences that may influence risk taking may contribute to better overcome its negative consequences. Recently, four achievement goals were highlighted in the driving domain: striving to drive well or to improve as much as possible (mastery-approach goals), to avoid driving badly or to avoid being a worse driver than before (mastery-avoidance goals), to outperform other drivers (performance-approach goals), and to avoid being a worse driver than other drivers (performance-avoidance goals). The first purpose of the present study was to examine the predictive role of these achievement goals in driving on self-reported drivers’ risk taking (ordinary and aggressive violations) and sensation-seeking. The second purpose of the study was to test the mediating role of sensation seeking between achievement goals adoption in driving and violations. A total of 341 French drivers voluntarily filled out the questionnaires assessing the variables of interest. The main results showed that performance-approach goals adoption was found to positively predict sensation seeking, ordinary and aggressive violations, whereas mastery-avoidance goals adoption was found to negatively predict these variables. The results also highlighted that sensation seeking was a significant mediator of the relationships between the two previous achievement goals (performance-approach and mastery-avoidance goals) and ordinary and aggressive violations. In conclusion, the achievement goal model may now be considered a relevant theoretical framework in the driving literature focusing on risk taking, sensation seeking, and road safety.     

Investigating sex,masculinity and femininity in relation to impulsive driving and driving anger expression

Human factors constitute a class of prominent road safety related factors. In the present study, human factors of driving were studied by investigating sex differences and gender roles in relation to impulsive driving and driving anger expression. A total of 425 drivers between the ages of 18 and 56 (M = 25.46, SD = 7.58) participated to the study and completed a series of questionnaires including a demographic information form, the Bem Sex Roles Inventory, the Impulsive Driver Behaviour Scale and the Driving Anger Expression Inventory. According to the ANCOVA results, male drivers showed higher functional impulsivity, lack of premeditation and use of the vehicle to express anger than female drivers. Additionally, hierarchical regression analyses showed that masculinity was positively associated with functional impulsivity, urgency and the dimensions of aggressive anger expression. However, femininity was positively associated with functional impulsivity and adaptive/constructive anger expression, but negatively associated with the dimensions of dysfunctional impulsivity and aggressive anger expression. Overall, the results showed the significant solo effects of masculinity and femininity on impulsive driver behaviours and driving anger expression, over and above the effects of sex, and the interaction between sex and gender roles. In the present study, previously reported findings indicating the relationships between sex and gender roles and driving anger expression were supported and extended by providing the literature with the contribution of answering the question how sex and gender roles are related to impulsive driver behaviours. The findings of the two related concepts of impulsive driving and driving anger expression were discussed in light of the current literature. Contributions, implications and future research directions concerning road safety practices were presented.     

The influence of auditory feedback on speed choice, violations and comfort in a driving simulation game

Two experiments are reported which explore the relationships between auditory feedback (engine noise), speed choice, driving violations and driver comfort. Participants played a driving simulation game with different levels of auditory feedback in the form of engine noise. In Experiment 1, a between-subjects design revealed that no noise and low levels of engine noise (65 dB(A)) resulted in participants driving at faster speeds than in the medium (75 dB(A)) and high (85 dB(A)) levels of engine noise conditions. The low noise feedback conditions were also associated with decreases in driver comfort. Experiment 2 also demonstrated that low levels of engine noise feedback (no feedback and 70 dB(A)) were associated with increases in driving speed, and driving violations relative to higher levels of feedback (75 dB(A) and 80 dB(A)). Implications exist for current car manufacturing trends which emphasise a growing increase in noise insulation for the driver.     

Sensitivity to reward and risky driving,risky decision making,and risky health behaviour: A literature review

Young driver road safety has persisted as a global problem for decades, despite copious and diverse intervention. Recently the influence in reward sensitivity, which refers to the individual’s personal sensitivity to rewards, has received attention in health-related research, including more generally through decision making in risky circumstances, and in risky driving behaviour specifically. As such, a literature review and synthesis of the literature regarding reward sensitivity in relation to risky driving, risky decision making, and risky health behaviour, with a focus on literature in which adolescents and young adults feature, is timely. Thirty-one papers were identified, and the literature revealed that young drivers with greater reward sensitivity engage in more risky driving behaviours including speeding, crashes and traffic violations; and that individuals with greater reward sensitivity engage in more risky decision making and other risky health-related behaviours (such as drinking and drug use). Adolescents and young adults exhibit heightened sensitivity to rewards in the presence of peers, which has considerable implications for young driver road safety as research consistently demonstrates that carrying peer passengers places all vehicle occupants at greater risk of being involved in a road crash. Consideration of the influence of reward sensitivity in young driver road safety, and other adolescent/young adult health-related safety, appears to be a promising avenue of intervention, with gain-framed messages more likely to be accepted by young drivers with greater reward sensitivity. Future research in jurisdictions other than Australia and Europe will increase our understanding of the influence of reward sensitivity, and exploration of the differential impacts of reward-responsiveness and fun-seeking specifically are warranted.     

The impact of safety climate on safety related driving behaviors

This study explored the impact of safety climate, age and tenure as a driver on safety related driving behaviors among 290 company drivers in Ghana. The study found a negative relationship between safety climate and studied work-related behaviors: speeding, rule violation, inattention and driving whiles tired. The study also found that age significantly predicted the extent to which drivers engaged in safety related driving behaviors. The results showed that young drivers (aged 20–35 years) engage more in risky driving behaviors relative to adult drivers (aged 36–60 years). The study also found that the tenure of a driver did not significantly affect work-related driver behaviors. The findings from this study suggests that in the quest to reduce safety related traffic accidents and its resulting consequences such as injuries, absenteeism and deaths, a critical organizational variable that organizations can use to mitigate this canker is commitment to and strict adherence to safety practices and regulations. By extension, the findings suggest, Ghana’s commitment to safety practices and enforcement of safety regulations and policies among others can help the country win the battle against road accidents.     

Cross-cultural comparison of drivers’ tendency to commit different aberrant driving behaviours

The first aim of the present study was to identify key items which are rated differently by drivers from Finland, Sweden, Greece and Turkey. The second aim was to examine how these key items relate to drivers’ self-reported accident involvement. Similar comparisons have previously been conducted in Europe but these have only included items classified as violations and errors, but not lapses. A sample of Finnish (N = 200), Swedish (N = 200), Greek (N = 200) and Turkish (N = 200) drivers completed the driver behaviour questionnaire (DBQ) and reported their accident involvement during the previous 3 years. The results showed that nine key items (which drivers from different countries rated differently) could be identified. These items included two aggressive violations, four ordinary violations, three lapses, but no errors. Out of these nine items, five items (Become angered by a certain type of driver and indicate your hostility by whatever means you can, Disregard the speed limit on a motorway, Overtake a slow driver on the inside, Pull out of a junction so far that the driver with right of way has to stop and let you out and Get into the wrong lane approaching a roundabout or a junction) could explain differences in drivers’ self-reported yearly accident involvement when all four countries were taken together. At the same time, none of the items could explain differences in self-reported yearly accident involvement in Finland and Sweden while one of the items (Overtake a slow driver on the inside) could explain differences in self-reported yearly accident involvement in Greece and two of the items (Become angered by a certain type of driver and indicate your hostility by whatever means you can and Disregard the speed limit on a residential road) could explain differences in self-reported yearly accident involvement in Turkey. This shows that different countries have different problems with regard to aberrant driving behaviours which need to be taken into account when promoting traffic safety interventions and the driver behaviour questionnaire (DBQ) can be used to diagnose risk areas and to better inform road safety practitioners within and between countries.     

Implicit theories in driving: Scale development,validation, and predictive role on violations and driving self-efficacy

Implicit theories focus on how ability may be perceived by individuals. There are two main beliefs: entity beliefs (i.e., driving ability is a gift) and incremental beliefs (i.e., driving ability is improvable through effort). Implicit theories have been studied in various domains (e.g., education, sport), but never in driving, even though they could improve the knowledge of drivers’ psychological characteristics. The first objective of the present study was to develop and validate a questionnaire measuring implicit theories in driving. The second objective was to assess the predictive role of implicit theories on violations and driving self-efficacy, and the moderating role of gender. In study 1, confirmatory factor analysis, analyses of gender invariance, and concurrent validity were assessed to validate the questionnaire named Implicit Theories in Driving Questionnaire (ITDQ). In study 2, the predictive role of implicit theories on violations and driving self-efficacy was evaluated using multiple regression analyses. Moderation analyses evaluated the moderating role of gender on the relationships between implicit theories and violations, along with driving self-efficacy. The ITDQ showed acceptable psychometric properties. The results highlighted that entity beliefs positively predicted aggressive violations and negatively predicted driving self-efficacy. Conversely, incremental beliefs negatively predicted ordinary violations and positively predicted driving self-efficacy. The ITDQ is a valid scale now available for assessing implicit theories in driving, that have been shown to influence self-reported driving behavior. Future research on implicit theories in driving may help to better understand the psychological characteristics of at-risk drivers and improve driver’s training, to reduce the number of road accidents.     

Investigating the motivational factors influencing drivers intentions to unsafe driving behaviours: Speeding and overtaking violations

Achieving road safety depends on driver attitudes and behaviours in handling the vehicle on roads. The availability of good road, improvement of vehicle designs and drivers experience lead to reduction in crashes but not prevention of crashes. The study aims to predict the drivers’ intentions towards speeding and overtaking violations when under the influence of motivational factors using belief measure of TPB and DBQ variables. To achieve this, questionnaires were randomly administered to a sample of Ghanaian drivers (N = 354) who held valid driving licenses. This study applied regression techniques. The result shows that the components of TPB and DBQ variables were able to predict drivers’ intentions towards speeding and overtaking violations. The study further shows that components of TPB made larger contributions to the prediction of divers’ intentions to speeding and overtaking than the DBQ. Further analysis revealed that, in the prediction of drivers’ intentions, speeding attitude was the most frequent violations compared to overtaking. The drivers tend to involved in overtaking violations when they perceived the driving motivations would enhance the performance of the behaviour. Additionally, control belief has been the strongest predictor of drivers’ intentions under the influence of motivations to speeding and overtaking violations. It appeared that the drivers who intended to involve in speeding and overtaking violations had strong beliefs in the factors and are more likely to violate based on their beliefs. The practical implications of the findings for the development of interventions to promote road safety and positive changes are also discussed.     

A validation study of driving errors using a driving simulator

BackgroundDriving simulators have become an important research tool in road safety. They provide a safer environment to test driving performance and have the capacity to manipulate and control situations that are not possible on-road.AimTo validate a laboratory-based driving simulator in measuring on-road driving performance by type and mean driving errors.MethodsParticipants were instructed to drive a selected route on-road. The same route was programmed in the driving simulator using the UC/Win-road software. All participants completed a background questionnaire. On-road driving behaviours of participants and driving behaviours in the simulator were assessed by an occupational therapist and two trained researchers using an assessment form. Interclass correlations were calculated to assess the inter-rater agreement between the researchers on driving behaviours. Paired t-tests were used to assess differences in driving performance between the simulator and on-road assessments.ResultsA convenience sample of 47 drivers aged 18–69 years who held a current Western Australian class C licence (passenger vehicle) were recruited into the study. The mean age was 34.80 years (SD: 13.21) with twenty-six males (55.32%) and 21 females (44.68%) completing the study. There was no statistical difference between the on-road assessment and the driving simulator for mirror checking, left, right and forward observations, speed at intersections, maintaining speed, obeying traffic lights and stop signs.ConclusionThe preliminary results provide early support for the relative validity of the driving simulator which may be used for a variety of road safety outcomes with reduced risk of harm to participants.     

Transition patterns of driving style from a traditional driving environment to a connected vehicle environment: A case of an extra-long tunnel road

To provide a better understanding of individual driver’s driving style classification in a traditional and a CV environment, spatiotemporal characteristics of vehicle trajectories on a road tunnel were extracted through a driving simulator-based experiment. Speed, acceleration, and rate of acceleration changes are selected as clustering indexes. The dynamic time warping and k-means clustering were adopted to classify participants into different risk level groups. To assess the driver behavior benefits in a CV environment, an indicator BI (behavior indicator, BI) was defined based on the standard deviation of speed, the standard deviation of acceleration, and the standard deviation of the rate of acceleration change. Then, the index BI of each driver was calculated. Furthermore, this paper explored driving style classification, not in terms of traditional driving environment, but rather the transition patterns from a traditional driving environment to a CV environment. The results revealed that inside a long tunnel, 80 % of drivers benefited from a CV environment. Moreover, drivers might need training before using a CV system, especially female drivers who have low driving mileage. In addition, the results showed that the driving style of 69 % of the drivers’ transferred from a high risk-level to a low risk-level when driving in a CV environment. The study results can be expected to improve driving training education programs and also to provide a valuable reference for developing individual in-vehicle human-machine interface projects and other proactive safety countermeasures.