“Pédaler en toute sécurité”: The Cycling Behavior Questionnaire (CBQ) in Belgium – A validation study

Introduction: During the last few years, the use of behavioral questionnaires for assessing risky behaviors of road users different from motor-vehicle drivers has grown considerably in applied research for road safety. In this regard, recent tools such as the Cycling Behavior Questionnaire (CBQ) are gaining ground, being adapted and tested in further languages, thus getting useful to address the case of countries whose language is different to the English and Spanish. Therefore, and in order to extend the use of the CBQ, this study aimed (i) to develop the validation of the CBQ to the French and Dutch languages, in order to cover the population of Belgian cyclists and (potentially) other countries speaking these languages, as well as (ii) to explore demographic and cycling-related differences in cycling behaviors. Methods: For this cross-sectional study, data was collected from a full sample of 1,897 adult cyclists (50.9% males; 48.7% females; 0.4% others) from various regions of Belgium, with a mean age of 41.71 years. Results: The results suggest the CBQ, in its French and Dutch versions, has a strong factor composition, fair psychometrical properties and good convergent validity. Further, gender and cycling pattern-related differences were found in regard to the three dimensions measured by the scale. Conclusion: The results of this study support the value of the Cycling Behavior Questionnaire to be used for researchers studying road cyclists’ behavior from the human factors perspective in French and Dutch-speaking countries.     

Attitude,perceived behavioral control,and intention to adopt risky behaviors

The theory of planned behavior (TPB, Ajzen, 1985) has proved its efficiency in predicting different behaviors among road users (Sheeran & Orbell, 2000). The present study examined the TPB factors explaining risk taking among vulnerable road users (e.g., cyclists). We presumed that attitude, social norms, and perceived behavioral control (PBC) would predict cyclists’ intention to adopt a risky behavior in two traffic contexts considered as risk-conducive (i.e., run the red-light, turn left).Participants (N = 224, M_age = 23.34) filled in an online scenario-based questionnaire describing two traffic situations conducive to risk taking and including measures for cyclists’ intentions to adopt risky behaviors in these specific contexts, TPB factors, and self-perceived efficacy.TPB factors explained 49% and 65% of the variance in the intention to cross the red light, respectively the intention to turn left, with positive attitude and high PBC as the best predictors. Implications of the results were discussed.     

Fatalistic beliefs,risk perception and traffic safe behaviors

IntroductionRoad safety is a major worldwide concern especially for developing countries where a certain feeling of helplessness predominate. Local authorities are seeking ways to change people's behaviors considered as the first causal factor of traffic accidents. Risk perception and fatalistic beliefs have been identified as important socio-cognitive functioning patterns, which can shed light on people's behaviors towards risks, for prevention purpose. But the way fatalistic beliefs are associated with risk perception and safety behaviors remains blurred in literature.ObjectiveThis article examined the relationship between fatalistic beliefs, risk perception and traffic safety-related behaviors.MethodThe study was carried out in Cameroon on a sample of 525 road users with a questionnaire made up of scales measuring fatalistic beliefs, perceived risk for dangerous traffic events and reported safe behaviors.ResultsAs expected, participants with higher levels of fatalistic beliefs perceived dangerous traffic situations as less risky and reported less safe behaviors. Perceived risk partially mediated the association between fatalistic beliefs and reported safe behaviors.ConclusionPerceiving dangerous traffic situations as risky can mitigate the magnitude of one's fatalistic beliefs on the engagement in protective behaviors. The implications for more effective prevention including both beliefs and perceptions are suggested. One can explain to people how to avoid accidents, emphasizing on their capacity to change their behavior and the gains they retrieved from that behavioral change.     

Multimodal traffic safety concerns in a university population

Travelers have different concerns about traffic safety, which may affect their transportation choices and risk-taking behaviors as well as the overall safety performance of multimodal transportation systems. The objective of this study was to examine factors associated with stated concerns surrounding traffic safety among travelers using multiple transport modes. The analysis used data from an online questionnaire survey completed by over 2,000 students and employees at Utah State University in Logan, Utah, US. Four latent variables—concerns about pedestrians and cyclists, auto drivers, modal interactions, and roadway conditions—were confirmed using factor analysis from 16 questions about traffic safety concerns. These four types of safety concerns were then analyzed to understand their associations with mode choice, commuting behavior, and socio-demographics using a structural equation model. Results showed that safety concern varied systematically among different mode users and demographic groups. Auto drivers perceived interactions with pedestrians and cyclists as concerning, while non-auto users felt more concerned by automobile traffic. Commuters who were recently involved in a crash were especially concerned with non-motorized modes. Women, lower-income, and non-white road users were more concerned with traffic safety overall. Findings about multimodal traffic safety concerns provide insights into people’s perceptions, which can be useful in developing designs, plans, and policies for making a safer transportation system for all road users.     

Attitudes,risk perception and risk-taking behaviour among regular cyclists in Norway

The main aim of the study was to investigate whether attitudes toward traffic safety, risk perception, worry, risk tolerance, safety priority, and accident involvement are associated with cyclists’ risk-taking behaviour. Two types of cyclists’ risk-taking behaviour were studied: (1) ‘violation of traffic rules, and (2) ‘conflicts with other road users when cycling’. The study was based on a questionnaire survey carried out in 2017 among regular cyclists in Norway (n = 426). The results revealed that cyclists’ risk-taking behaviour was influenced by their attitudes, risk perception, and accident involvement. Pragmatic attitudes toward traffic rule violations and safety priority were found to be important predictors of the frequency of rule violations when cycling. Attitudes towards the enforcement of traffic rules for cyclists and dissatisfaction with the traffic rules for cyclists were found to be important predictors for the frequency of situations involving conflicts with other road users. Risk perception and accident involvement were found to be associated with conflicts with other road users, but not with rule violations when cycling. The findings show that risk perception and attitudes toward traffic safety are important for cyclists’ risk-taking behaviour in traffic. The road infrastructure and the traffic regulations are primarily planned for car drivers and pedestrians. If cyclists’ attitudes are to be changed, the cycling infrastructure and traffic rules for cyclists would need to be adjusted to cyclists as road users. When building new infrastructure and implementing new safety measures for cyclists, it is important to include attitude campaigns, as well as communications to the public about safety and the risks linked to cycling. Attitude campaigns could be used to strengthen the authorities’ communications that cyclists are prioritized as road users.     

Yielding behavior and traffic conflicts at cyclist crossing facilities on channelized right-turn lanes

Channelized right-turn lanes (CRTLs) improve traffic flow efficiency, enabling right-turning drivers to bypass traffic lights at signalised intersections (for right-hand drive countries). Many CRTLs provide crossing facilities for pedestrians and cyclists. Previous studies examining the safety performance of CRTLs indicate that they increase overall safety levels but hint that safety issues regarding vulnerable road users exist. This study investigated these issues through site-based observations of yielding behavior and evaluated the effect of the priority rule on cyclists’ safety in two CRTL designs. Four locations in Belgium were selected for video observations: two where the priority rule favoured cyclists and two where motorists had priority.With regard to yielding, four types of crossing behavior were identified and defined. Independent of the priority rule, cyclists crossed the conflict zone first in most interactions without taking the initiative to cross first. Underlying reasons for motorists willingly giving away their right-of-way could not be determined, but possible courtesy or fear of inflicting injuries at vulnerable road users might be at hand. A safety evaluation was performed using two traffic conflict indicators (TTC_min and the TA value). High correlations between the two indicators were found (r² > 0.83), but no conclusions about the safest priority rule for cyclists could be drawn. The results hinted, however, that locations with motorist priority and cyclists crossings from right to left (from the driver’s point of view) yields the highest proportion of safety critical events.     

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.     

Group cycling safety behaviours: A systematic review

BackgroundThe popularity of cycling in a group is longstanding and increasing. Compared to riding as an individual, many cyclists feel safer when riding in a group as they have better personal security, potential support in case of mishaps, safer wayfinding and are more visible to other road users. However, further to the safety challenges shared with individual cyclists, group cyclist safety is impacted by rider proximity, the larger space taken up on roadways, potentially higher speeds, and social norms that could increase risky behaviours. Despite these unique safety considerations, the practice of cycling in groups has received little academic attention and group cyclist safety behaviours have not been analysed by road safety researchers.ObjectiveTo identify, describe, categorise and conceptualise within a teamwork framework, safety related behaviours of groups of cyclists as mentioned in academic literature.MethodsThree academic databases (Google Scholar, Proquest, and Scopus) were searched for peer reviewed literature that mentioned safe or risky behaviours of groups of cyclists. A total of 32 papers met the inclusion criteria. Relevant group cyclist behaviours were described and categorised using a conceptual teamwork framework.ResultsGroup cyclists’ safety behaviours are governed by a comprehensive but informal and adaptable set of rules. These rules are safety critical and are often strictly controlled within groups. Many groups of cyclists may ride in a safer manner than individual cyclists due to teamwork factors, particularly shared mental models, team orientation, and adaptability.ConclusionGroup cyclists take safety seriously. Teamwork factors may make behavioural interventions to decrease risky behaviours easier to implement with group cyclists compared to individual cyclists. Investigation of group cycling safety behaviours may inform safe system interventions to increase road safety.     

Validation of the F-DBQ: A short (and accurate) risky driving behavior questionnaire for long-haul professional drivers

Although the Driving Behavior Questionnaire (DBQ) remains the most known tool for assessing risky road behaviors among motor vehicle drivers, recent studies have raised several concerns on the specificity of both driving task conditions and behavioral repertory of certain segments of the driving population. Among them, long-haul (cargo) professional drivers constitute one of the “intensive driving” groups for which the existing adapted behavioral research tools are still very scarce.PurposeThe aim of the present study was to test and validate the F-DBQ (or “Freight Driving Behavior Questionnaire”), a short version of the DBQ adapted to the occupational driving conditions and typical road risk behaviors of freight drivers.MethodFor this cross-sectional study, a sample of n = 982 Spanish long-haul drivers with a mean age of 48.5 years was used, responding to a questionnaire composed of measures on road risk behaviors (DBQ), fatigue (Checklist Individual Strength – CIS and Need for Recovery Scale – NFR) and job stress (Effort–Reward Imbalance questionnaire – ERI).ResultsThrough competitive Confirmatory Factor Analyses (CFA) with structural equation models, it was found that the F-DBQ has a clear dimensional structure, a fair goodness-of-fit, high factorial weights, internal consistency, convergent and discriminant validity and an improved fit to long haul drivers’ working conditions. Also, both (general and work-related) fatigue and job stress have shown to have a significant role in explaining risky road behaviors of long-haul drivers.ConclusionThe findings of this study support that an abbreviated version of the Driving Behavior Questionnaire (the F-DBQ) can be used to assess traffic violations and errors among long-haul drivers, in consideration of their specific task-related conditions (that qualitatively differ from other groups of drivers), with potential implications on the enforcement of occupational and road safety research.     

Support for distracted driving laws: An analysis of adolescent drivers from the Traffic Safety Culture Index from 2011 to 2017

IntroductionAdolescent drivers are often the focus of traffic safety legislation as they are at increased risk for crash-related injury and death. However, the degree to which adolescents support distracted driving laws and factors contributing to their support are relatively unknown. Using a large, nationally weighted sample of adolescent drivers in the United States, we assessed if perceived threat from other road users’ engagement in distracted driving, personal engagement in distracted driving behaviors, and the presence of state distracted driving laws was associated with support for distracted driving laws.MethodsThe sample included 3565 adolescents (aged 16–18) who participated in the Traffic Safety Culture Index survey from 2011 to 2017. A modified Poisson regression model with robust errors was fit to the weighted data to examine support for distracted driving laws. Models included age, gender, year, state distracted driving laws, personal engagement in distracted driving behavior, and perceived threat from other road users’ engaging in distracted driving.ResultsApproximately 87% of adolescents supported a law against texting and emailing compared to 66% who supported a universal handheld cellphone law. Support for distracted driving legislation was associated with greater perceived threat of other road users engaging in distracted driving while accounting for personal engagement in distracted driving, state distracted driving laws, and developmental covariates.DiscussionGreater understanding of the factors behind legislative support is needed. Public health interventions focused on effectively translating the risks of cellphone use while driving and effective policy will further improve the traffic safety culture.     

Examining the impact of traffic environment and executive functioning on children's pedestrian behaviors

The process of integrating visual information and planning a safe crossing is cognitively demanding for many young children. We assessed relations between traffic characteristics, aspects of children's executive functioning (EF), and pedestrian behavior, with the aim being to determine whether well-developed EF would predict safer pedestrian behaviors beyond the contributions of child demographic and traffic environment factors. Using the pretend road method, we studied a sample of 83 children aged 6-9 in a series of 5 crossing trials beside a real road in response to actual traffic conditions. Traffic characteristics and pedestrian behaviors were observed and measured across crossing trials. Both traffic characteristics and EF, most notably cognitive efficiency, were strongly related to children's pedestrian crossing behaviors. Traffic characteristics were also found to interact with children's ability to monitor their crossing performance. Examining developmental influences in pedestrian injury etiology broadens researchers' knowledge of and ability to prevent injuries by moving beyond describing what happens to children and examining why pedestrian injuries occur.     

The impact of a child bike seat and trailer on the objective overtaking behaviour of motorized vehicles passing cyclists

IntroductionThe lateral clearance distance of a motorized vehicle while overtaking a cyclist is a key indicator of safety. This lateral clearance distance has never been measured for cyclists transporting a child. Therefore the aim of this study was to investigate the behaviour of motorized vehicles in overtaking cyclists with and without a child on the same bicycle.MethodsThe lateral clearance distance of the overtaking manoeuvres of motorized vehicles was measured using an instrumented bicycle when performing 19 cycling trips on one single road with two different types of cycling infrastructure (a bike lane and shared lane marking) in the Brussels Capital Region (Belgium). Mixed effect regression was used to examine the effect of cycling condition (cyclist without a child [control], cyclist with a child bike seat and cyclist with a child bike trailer) and secondary independent variables (i.e. cycling infrastructure, peak traffic hours and traffic density) on the lateral clearance distance.ResultsThe mean lateral clearance distance in ‘cyclists without child’ was significantly smaller (117.3 cm) than in ‘cyclists with child’ (128.8 cm) (95%CI [7.2;15.9]). Looking at ‘morning peak traffic hours’ (i.e. 7:00 to 9:00 a.m.) a cyclist with child bike seat was overtaken at greater lateral clearance distances than a cyclist with a child bike trailer or a cyclist without child (p=0.041). Furthermore, the percentage of passing manoeuvres under 100 cm was significantly higher in ‘cyclist without child’ (35.3%) in comparison to ‘cyclist with child bike seat’ (21.8%) and ‘cyclist with child bike trailer’ (21.8%) (Chi2=29.19, p<0.001). No significant differences were found between a shared lane marking and bike lane.ConclusionDrivers of motorized vehicles do adapt their overtaking manoeuvre when they overtake cyclists transporting a child, keeping greater and therefore safer lateral clearance distances. In morning peak traffic hours and/or crowded circumstances the child bike seat can be considered as the safest way to transport a child in terms of lateral clearance distance. In general, with 25.3% overtaking manoeuvres under 100cm, police should monitor compliance with the traffic rules with regard to cyclists, and motorists should be more aware of the overtaking traffic rules.     

Cyclists’ handheld phone use and traffic rule knowledge

Phone use is likely to distract cyclists and possibly increase crash risk. Therefore, handheld phone use among cyclists is forbidden by law in some countries, even though cyclists use compensatory strategies to attempt to mitigate distractions and related effects. Both demographic, environmental, and psychological factors have been associated with cyclists’ phone use. This study extends the existing literature by including traffic rule beliefs as an explanatory measure in predicting cyclists’ handheld phone use and additionally explores how well cyclists know these rules in different legislative contexts. Online questionnaire responses were collected in 2019 among 1055 cyclists living in Denmark (N = 568), where handheld phone use for cyclists was forbidden, and in the Netherlands (N = 487), where it was legal. Responses on phone use, traffic rule knowledge, cycling behaviour, demographic, and psychological measures were used to identify factors contributing to the likelihood of handheld phone use in three regression models; one for all respondents and one for each country. In the combined model, believing there are no rules on handheld phone use increased the likelihood of handheld phone use while cycling. Other significant factors were subjective norm, perceived behavioural difficulty, self-identity as a safe cyclist as well as demographic factors. The country-specific models found that male gender was only associated with more handheld phone use in the Netherlands, while believing there was no ban was only connected to an increase in the likelihood of using handheld phone in Denmark. Correct traffic rule knowledge was almost three times higher in Denmark, where handheld phone use was forbidden. The results identify subjective norms, potential overconfidence, and traffic rule awareness (when there is a ban) as relevant factors in reducing the likelihood of cyclists’ handheld phone use. Findings from country-specific models possibly point to a connection between culture and traffic rules. Future research should focus on underlying mechanisms and awareness of traffic rules.     

Predicting pedestrians’ intention to cross the road in front of automated vehicles in risky situations

Due to the absence of a human driver, the introduction of fully automated vehicles (FAVs) may bring new safety challenges to the traffic system, especially when FAVs interact with vulnerable road users such as pedestrians. To ensure safer interactions between pedestrians and FAVs, this questionnaire-based study aims to understand Australian pedestrians’ intention to engage in risky road-crossing behaviors when they interact with FAVs vs. human-driven vehicles (HDVs). A 2 × 2 between-subject design was utilized, in which two risky road-crossing scenarios were designed and took into account the vehicle type (FAV vs. HDV) and vehicle speed (30 km/h vs. 50 km/h). A total of 493 participants (aged 18–77) were randomly assigned to one of the four experimental conditions and completed an online questionnaire based on the extended Theory of Planned Behavior (TPB). This questionnaire measured pedestrians’ intentions to cross the road in the assigned scenarios as well as the motivational factors behind these intentions in terms of attitude, subjective norm, perceived behavioral control, perceived risk and trust in the vehicle. The results show that pedestrians had significantly higher intentions to cross the road in front of approaching FAVs than HDVs. Participants also reported a lower risk perception of crossing in front of FAVs and greater trust in this type of vehicle. Attitude, subjective norm, and perceived behavioral control were significant predictors of intentions to engage in risky road-crossing behavior. Findings of this study provide important implications for the development and implementation of FAVs in the future road transport system.     

Using physiological and behavioral measurements in a picture-based road hazard perception experiment to classify risky and safe drivers

Every year, a considerable number of people got injured or even lost their lives in road traffic accidents. To decrease the number of fatalities and injuries, researchers are seeking methods to identify and restrain drivers before the happening of actual traffic accidents, who possess dangerous driving behaviors and may cause road traffic accidents. Such methods are usually exploited to decide drivers’ fitness to drive—an indicator to describe whether they are fit for driving. The aim of this study is to measure drivers’ physiological and behavioral responses to road hazards and to extract features from measurements for further classification of risky and safe drivers. 42 drivers participated in a picture-based road hazard perception experiment, where electroencephalography (EEG), electrodermal activity (EDA), behavioral responses to road hazards, multidimensional driving style inventory (MDSI) questionnaire, and demographic information were recorded. Results indicated that 5 specific physiological features regarding to road hazard perception showed significant differences between risky and safe drivers. Subsequently, participants were classified into risky or safe drivers group by applying only the 5 features. 81.82% and 77.78% accuracy of classification were attained for risky and safe drivers, respectively. It was evidenced that using physiological and behavioral responses to evaluate drivers’ road hazard perception might be utilized as a tool to measure drivers’ fitness to drive. For further studies, improvements to future experiment design were discussed.     

Understanding cyclist identity and related interaction strategies. A novel approach to traffic research

It is an established fact that interaction of road users is crucial for road safety. However, the knowledge about what governs people’s behaviour in interaction with others and what these interactions mean is not well documented. The present study introduces a novel approach for traffic safety research and puts the cyclist identity at the centre of attention, in order to answer the questions how the heterogeneity of cyclists in terms of applied interaction strategies, opinions towards infrastructure and traffic safety can be explained. For this purpose, a qualitative study following the Grounded Theory methodology has been carried out. Fifteen in-depth-interviews with cyclists in Vienna were analysed in order to obtain data about these questions. As a result, we present a model sketch about constructing a cyclist identity, which serves as a framework that links different power relations in traffic, the switching perspectives of being a cyclist/car user and the changing conditions of cycling traffic policy through interaction strategies of self-portrayal, power demonstration and coping with fear. Finally, we argue that applying the often overlooked concept of ‘identity’ can bring new concepts into the debate on traffic safety for cyclists and support efficient traffic policy making.     

Unsafety on two wheels,or social prejudice? Proxying behavioral reports on bicycle and e-scooter riding safety – A mixed-methods study

The use of non-motorized transportation and micro-mobility is increasing in many cities. Bicycle riding and e-scooter use are now more common and affordable than ever. However, users of these devices face certain key issues. These include their own risky behaviors as well as involvement in conflicts with other road users. Self-report data may not adequately capture these behaviors and interactions. Despite this, more objective data (i.e., how third parties perceive these users’ road behaviors) is scarce. Aims: This study aimed to understand whether e-scooter riders have comparable or different riding behaviors than cyclists. This was investigated using a mixed-method study. Methods: This paper is divided into two sub-studies. In Study 1, 950 Spanish non-cyclists and non-e-scooter riders (mean age 31.98 ± 13.27 years; 55.3% female) provided external ratings (proxies) regarding the perceived behaviors of bicycle and e-scooter riders. In Study 2, collective Rapid Assessment Processes (RAPs; n = 23) were used to develop qualitative configurations of some of the key risky behaviors highlighted in Study 1. Results: There were significant differences in the perceived errors and violations rated by proxies for both types of riders (with e-scooter riders perceived as having higher rates of risky behaviors). However, there were also structural differences in the effects of external raters’ risk perceptions, traffic rule knowledge, and traffic incidents with two-wheeled riders on how they rated the behaviors. Conclusion: The results of both studies suggest that external raters’ perceptions provide further understanding of the causes, dynamics, and conflicts related to road behaviors performed by certain groups of road users. This is particularly apparent when there is no clear legislation and information on safe riding in urban areas. In this sense, improving infrastructure could promote safer interactions. Finally, road safety education could focus on promoting safer practices and interactions in order to improve how others perceive riders’ behavior.     

Contributing factors to motorcycle injury crashes in Victoria,Australia

IntroductionThe increased popularity of powered two wheelers (PTWs) in Australia, combined with their vulnerability in the event of a crash, necessitates new strategies to prevent serious injury crashes. The purpose of this study was to use case-series data collected from a recent motorcycle case-control study to analyse contributing factors to crashes using a safe systems approach.MethodsA total of 235 injured riders were recruited and completed a questionnaire-based interview, each followed by a detailed inspection of the case motorcycle and crash site by a trained crash investigator. Primary and secondary contributors to the crash were judged based on all available information sources. Analysis of the most frequent contributing factors included separation of cases into single and multi-vehicle crashes. A stepwise logistic regression was used to test for factors associated with human error for multi-vehicle crashes.ResultsTwo thirds of crashes investigated involved another vehicle or road user(s). For multi-vehicle crashes the most common crash scenario involved another vehicle failing to give way to the rider, and the primary contributor was a perception failure or traffic scan error on the part of the other road user. A number of secondary factors were found to be significantly associated with human error type (other road user or rider error), including rider age, traffic density, inappropriate speed of the PTW, and a road design issue. For single vehicle crashes, the most common primary contributor was a misjudgement or control error on the part of the rider, with inappropriate speed as the most frequent secondary contributor.ConclusionsDespite the complexity of factors involved in PTW crashes resulting in injury, a number of significant associations exist between road users as the primary contributing factor (rider or other road user) and secondary factors, including rider age, traffic density, speed and road design issues.     

Children’s street crossing performance when auditory information about traffic is lacking

PurposeThe current study examined the impact on children’s street crossing behaviors of not having auditory-based information about traffic when crossing streets.MethodUsing a fully-immersive virtual reality system, numerous indices of children’s street crossing behaviors were measured both when they had auditory-based information about traffic and when this was lacking.ResultsThe lack of traffic sounds did not influence the inter-vehicle gap size that children crossed into but it did result in slower initiations and, ultimately, more high-risk outcomes (close calls and hits).ConclusionTraffic sounds significantly contribute to enhance children’s safety when crossing streets. Cars with reduced sounds (e.g., electric) and anything that interferes with children accessing auditory-based traffic information (e.g., wearing headphones) could increase their risk of pedestrian injury.