Disparity of motorcycle helmet use in Nepal – Weak law enforcement or riders' reluctance?

Like many low- and middle-income countries, Nepal is experiencing a massive motorization, predominantly from increased use of motorcycles which is driving a surge in road-related injuries and fatalities. Motorcycles and their riders have been identified as a focal point for road traffic injury prevention measures. While helmet use is mandatory for both motorcycle drivers and passengers, fines for helmet non-use are only levied on drivers, not on passengers, and it is unclear how this unequal enforcement translates to helmet use rates in Nepal. Hence, a video-based observation on motorcyclists’ helmet use was conducted alongside a questionnaire survey on fatalism, perceived police enforcement, risk-taking personality, and perceived usefulness of helmets. For the observation and questionnaire survey, seven rural and urban sites were selected from all seven provinces of Nepal, representing varied populations, road environments, and elevations. The observation of the helmet use behavior of 2548 motorcycle riders revealed an alarming picture of helmet use in Nepal. While more than 98% of observed motorcycle drivers in Nepal used a motorcycle helmet, less than 1% of observed passengers did so. Interviews of 220 riders show that the absence of a fine for helmet non-use by passengers is accompanied by an unawareness of the traffic law, where only 11.8% of respondents knew about the mandatory helmet use law for passengers. Unhelmeted riders had a significantly higher attribution of road related crashes to fate, compared with riders that used a helmet. Results of this study can serve as an evidence base for revisions of Nepal’s Vehicle and Transportation Management Act in regard to traffic rule enforcement and fines. They further show the global importance of comprehensive regulation on safety related behaviors of road users. The feasibility of more comprehensive enforcement is discussed against the background of helmet availability for passengers.     

Spanish young adults' perceptions of the costs and benefits of risky driving behaviors

We used an open-ended survey to elicit Spanish young adults' perceptions of the benefits and drawbacks of speeding and not wearing a seatbelt (or helmet). Around half of the sample reported past engagement in these two risky behaviors, although forecasted engagement was low. Past and forecasted risk taking were positively correlated. Participants provided more drawbacks than benefits of each risky behavior. Drawbacks typically referred to a combination of behavioral acts and social reactions (e.g., accident, punishment) that occurred during the journey. By contrast, benefits largely referred to personal effects (e.g., save time, comfort) that occurred after the journey had ended (speeding) or during the journey (not wearing a seatbelt/helmet). These findings contribute to our theoretical understanding of young adults' risk taking on the road, and to the development of road safety programs.     

Risk-taking behavior and response inhibition of commuter motorcyclists with different levels of impulsivity

The purposes of this study were to identify the relationships between the risk-taking behavior, response inhibition, and risky motorcycle riding behavior of commuter motorcyclists with different levels of impulsivity, and to examine how these behaviors contribute to motorcycle accidents. A total of 255 Chinese commuter motorcyclists were recruited for this study. Their levels of impulsivity were classified according to the Chinese Barratt Impulsiveness Scale version 11th. Their risk-taking behavior was assessed by the Balloon Analogue Risk Task and their response inhibition was assessed by the Chinese version of the Stroop test Victoria version. The Chinese Motorcycle Rider Driving Violation Scale was used to assess risky motorcycle riding behaviors. Results showed that impulsivity was associated with risk-taking behavior and risky motorcycle riding. Highly impulsive motorcyclists carry out more risk-taking behaviors and are less able to inhibit responses than those with low impulsivity. Motorcyclists with medium impulsivity (OR, 4.74; 95% CI, 1.91–11.39) and those with high impulsivity (OR, 4.91; 95% CI, 2.34–10.24) were about 5 times more likely to be actively involved in motorcycle accidents than those with low impulsivity. Postlicense motorcycle riding experience and risky motorcycle riding behavior were two significant predictors of motorcycle traffic accidents after controlling for other sociodemographic variables. These results can facilitate the development of interventions, including the training and testing of motorcyclists, public education, and mass media messages about traffic risk.     

Risky riding behaviours among motorcyclists in Malaysia: A roadside survey

Motorcyclists are over-represented in fatal crashes in Low- and Middle-Income Countries (LMICs). In Malaysia, motorcyclists comprise about 60% of all fatalities in road crashes. However, the prevalence and determinants of risky riding behaviours have been rarely studied in the country. This study aims to investigate motorcycle-related risky riding behaviours at signalised intersections. A total of 72,377 observations were made during six days at six different signalised intersections in Terengganu, Malaysia. Four risky riding behaviours were observed together (i.e. helmet non-use, red-light running, mobile phone use, turn signal neglect) along with additional demographic and contextual factors. The most prevalent risky riding behaviour was turn signal neglect (29.7% of all observations), and the least prevalent was mobile phone while riding (0.2% of all observations). Four logistic regressions were fitted to predict the four risky riding behaviours using the demographic and contextual explanatory factors. The results suggest that helmet non-use increases among female riders, riders wearing industrial uniforms, carrying passengers, riding during the weekend, during off-peak hours, during clear weather, at T-junctions, on multi-lane roads, and on minor road approaches. Red light running increases among female riders, riders wearing industrial uniforms, carrying passengers, during clear weather, at T-junctions, on multi-lane roads, and on major road approaches. Mobile phone use increases among female riders, riders wearing industrial uniforms, carrying passengers, and at cross-junctions. Turn signal neglect increases among male riders, riders not wearing industrial uniforms, solo riders, on weekends, during off-peak hours, during clear weather, on single-lane roads, and on minor road approaches. The findings of this study have significant implications for the development of targeted countermeasures such as education programs and road policing.     

Exploring psychological factors of mobile phone use while riding among motorcyclists in Vietnam

Mobile phone use while riding is one of the five most common risky behaviors of motorcycle riders in Vietnam. This study investigated motorcyclist’s mobile phone use while riding intention and behavior based on the extended Theory of Planned Behavior (TPB) framework. Based on this framework, attitude, subjective norm, perceived behavioral control, habits, and health motivation underlying the rider’s mobile phone use while riding intentions and behavior were included in a questionnaire and captured by direct and indirect measurements. Small-displacement motorcycle riders (N = 291) completed the extended TPB based questionnaire. An exploratory factor analysis technique identified the selected factors (e.g., attitude, habit, etc.). Moreover, Structural Equation Modeling results showed moderate to good fits to the observed data. Therefore, the results supported the utilization of extended TPB framework in identifying factors of mobile phone use while riding intention and behavior. Specifically, negative attitude, perceived behavioral control, and mobile phone use while riding habit related to the intention to use a mobile phone while riding of small-displacement motorcyclists. Meanwhile, habit and behavioral intention related to the behavior to use a mobile phone while riding of small-displacement motorcycle riders. Especially, the correlation between behavioral intention and self-reported behavior was very strong. This finding embraced previous research indicating that intention was a major motivational component of behavior. Based on the results, safety intervention implications for small-displacement motorcycle riders were discussed.     

Motorcyclist accident involvement by age,gender, and risky behaviors in Taipei,Taiwan

This study aimed to investigate the relationship between age, gender, and risky behaviors of motorcyclists and their involvement in accidents. The results of a self-reported survey on motorcyclist behavior in the Taipei metropolitan area were analyzed. A two-step cluster analysis was used to classify motorcyclist behavior to different levels of risk within each of three risky behavior types. This was used to examine the regression relationship with accident risk. The results indicated that young and male riders were more likely to disobey traffic regulations, and that young riders also had a higher tendency towards negligence of potential risk and motorcycle safety checks. These “error” and “violation” behaviors increased the likelihood of an accident. However, in addition to these risks, there are additional factors that put young riders, particularly young female riders with the least riding experience, at increased risk of having an accident. These additional factors may be poor driving skills and less experience, all of which may result from the slack motorcycle licensing system. There should be increased emphasis on the necessity of providing appropriate training and a lower risk environment for novice riders.     

An observational study of restraint and helmet wearing behaviour in Malaysia

Unrestrained and unhelmeted occupants are at increased risk of severe injury or death in the event of a crash, and there is evidence that children, particularly in low and middle income countries, have low restraint and helmet wearing rates.Roadside observations of occupants of passing vehicles (7247 cars, vans and taxis and 2897 motorcycles) in nearside lanes were made at seven selected road sites located around the Klang Valley (greater Kuala Lumpur) area representing a variety of demographic locations.The findings revealed an overall low rate of seat-belt wearing in vehicles (front seat drivers: 44.6%; front seat adult passengers: 33.8%; front seat child passengers: 11.8%; rear seat adult passengers: 5.2%; and, rear seat child passengers: 5.8%). For motorcyclists, the majority of adult riders and pillions wore helmets (93.4% and 85.8%, respectively), however a substantial proportion (40%) did not fasten their helmet properly. Of children observed on motorcycles, only 30.5% wore helmets.This study shows low seat-belt and helmet wearing rates, despite enactment of legislation that requires all vehicle passengers to be restrained and for all motorcyclists to wear helmets. This was particularly evident for children (front and rear seating positions) and rear seat adult passengers. It is suggested there is a general lack of awareness of safety and the benefits of restraint/helmet use, and lack of adequate and appropriate enforcement. The implications of the findings are discussed in terms of promoting restraint/helmets use, enforcement of legislation and implementation of technologies to increase appropriate restraint/helmet use.     

Risky behaviours associated with traffic crashes among app-based motorcycle taxi drivers in Vietnam

Motorcycle taxi services provide an important mobility option for people in developing countries. With the emergence of new transport technologies, app-based motorcycle taxi services have become increasingly popular in recent years. However, little is known about risky driving behaviours and their association with traffic crashes among app-based motorcycle taxi drivers. Through a survey of 602 app-based motorcycle taxi drivers from three cities in Vietnam, this research aimed to investigate the incidence of risky driving behaviours and their association with driver characteristics and traffic crashes. Using a mobile phone while driving was found to be the most common risky driving behaviour (52%) among app-based motorcycle taxi drivers, followed by neglecting to use turn signals (31%), encroaching car lanes (25%), exceeding the speed limit (21%), running red lights (19%) and carrying more than one passenger (17%). In addition, drivers who were students, or those who worked more than 50 h per week, were found to be more likely to engage in risky driving behaviours. Binary logistic regression modelling showed that neglecting to use turn signals, carrying more than one passenger and smoking while driving was significantly associated with self-reported active crash/fall involvement. Turn signal neglect was also associated with active injury crash/fall involvement. The incidence of risky driving behaviours and associated crash involvement was found to be lower among app-based motorcycle taxi drivers compared with regular motorcyclists, yet the findings still highlight the need for ride-hailing firms to deliver improved education and road safety training for their drivers.     

Factors affecting motorcyclists’ behavior in car-following condition

Car-following (CF) maneuver plays an important role in both traffic flow analysis and road safety assessment. However, many studies on this issue have focused on the drivers’ behaviour, neglecting the different driving behaviour of the motorcycle riders and the vulnerability of this type of user. The aim of the present paper is to analyse the factors affecting the riders’ behaviour in CF condition, by using two surrogate safety indicators, Time Headway (TH) and Time To Collision (TTC). A field experiment was conducted to collect data. Twenty young motorcyclists participated in the study driving their own motorcycles, which were instrumented with a camera and a global positioning system device (GPS). A digital image processing algorithm was used to obtain CF related indicators. The results of the study showed that Time Headway (TH) and Time To Collision (TTC) are independent of each other, extending the result obtained in the literature for the four wheeled vehicles to the motorcycles. TTC and TH were therefore analyzed separately. As for TTC, it was observed that only in few cases (0.8%) the riders were found in risky condition (TTC < 5 s), confirming the role of this parameter for the detection of an impending risk. On the other hand, TH gives information about a potentially risky situation, and 99% of the riders were found in such condition (TH < 2 s). Due to the few cases in TTC risky conditions, only TH was further modelled by using the hazard-based duration analysis. Accelerated Failure Time (AFT) model specification was used, and the Weibull distribution provided the best fit of the data. The model identified four covariates affecting TH and all of them had the effect of reducing TH, increasing the collision risk. The time spent on CF condition, the speed of the motorcycle, the willingness of overtaking and the engine size of the motorcycle were the factors that reduced TH.The findings of this study could be considered in the development of microsimulation models; the factors that were found affecting the motorcyclists’ behavior in car-following condition could be considered for a more realistic simulation of the riders’ choice of Time Headway.     

A systematic investigation of the differential predictors for speeding,drink-driving,driving while fatigued,and not wearing a seat belt,among young drivers

Risky driving has been identified as a key contributor to road crashes. Past research suggests that different risky driving behaviours are influenced by different factors, but has not been systematic in its investigation of the factors associated with different behaviours. The present research systematically examined a range of relevant demographic, personality and attitudinal factors (age, gender, sensation seeking, driver anger, time urgency, authority rebellion, perceived relative risk, perceived personal risk, perceived costs, perceived benefits, and peer influence) in the prediction of speeding, drink-driving, driving while fatigued, and not wearing seat belts, for a student sample of young drivers. In addition, relevant mediators of the relationship between gender and risky driving, as well as moderators of the relationship between perceived risk and risky driving, were examined for each of the four behaviours. Results demonstrate that the lists of significant predictors differed between risky driving behaviours. In addition, perceived personal risk was observed to mediate the relationship between gender and driving while fatigued only, and gender was observed to moderate the relationship between perceived risk and risky driving, for drink-driving and not wearing seat belts. Results highlight the importance of designing individual road safety interventions for individual driving behaviours, and suggest factors which might be targeted in younger driver populations.     

Examining the effect of visual treatments on truck drivers’ time-to-arrival judgments of motorcycles at T-intersections

An automobile–motorcycle crash most commonly results when an automobile pulls out of a side road into the path of an oncoming motorcycle and violates the motorcyclist’s right-of-way. One of the reasons for this could be that motorists misjudged the motorcycle arrival time. Motorcyclists are particularly vulnerable to injury in crashes with truck due to substantial differences in vehicle mass, protection degree and speed. We investigated truck drivers’ judgments of motorcycle time-to-arrival (TTA) across a number of visual treatments. Participants watched a series of video clips captured at a T-intersection, and they were instructed to respond by clicking the computer mouse at the time they estimated the front wheels of an oncoming vehicle (motorcycle or car) to reach the T-intersection. The results showed that, at long distance between the target motorcycle and the viewer, the motorcycle with daytime running headlights (DRH) was estimated to arrive sooner than the motorcycle whose motorcyclist wore a black helmet with a reflective sticker. However, the opposite is true at a short distance. We also found that a motorcyclist wearing a white helmet and riding a motorcycle with DRH, as well as a motorcyclist wearing a white helmet and white outfit, would improve truck drivers’ judgment with respect to motorcycle TTA. Consequently, truck drivers would be less likely to pull out into a small gap in front of a motorcycle, resulting in a higher safety margin for the motorcycle.     

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.     

Safer road users: Investigating the influence of PRIME road markings on motorcycle rider behaviour

Innovative road markings for motorcyclists, designed as Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIMEs) were installed on the approach to demanding left-hand bends at six trial sites and a comparison site across the West Highlands of Scotland. These road markings were presented as a series of ‘gateways’ to encourage safer riding. Video data were collected to measure motorcycle speed, lateral position, braking and use of the road markings, before and after the PRIMEs were installed. A total of 9,594 motorcyclists were observed. Across the six trial sites, statistically significant reductions in speed were observed (at three sites). Significant changes in lateral position were observed at the final PRIME gateway marking (at one site), and at the apex of the bend (at three sites). Reduced braking was observed at three sites and there was a statistically significant increase in the use of PRIME road markings across four of the sites. No statistically significant effects were observed at the comparison site. These findings are discussed in relation to sustained effects and aspects of the ‘Safe System’ approach that are relevant to reducing motorcycle casualties.     

Examining U.S. drivers’ characteristics in relation to how frequently they engage in speeding on freeways

Speeding and speed-related crashes have consistently represented over 25% of all traffic fatalities over the past two decades. The severity of these speed-related incidents not only impact the drivers but all road users. Thus, characterizing drivers who speed, understanding their motivations, and identifying the types of risky driving behaviors associated with speeding play a critical role in developing, implementing, and sustaining effective countermeasures. Using a survey administered to a U.S. nationally representative sample (N = 2,930 licensed drivers aged 16 or older), this study develops a partial proportional odds model to examine differences in characteristics between types of speeders – frequent, occasional, and non-speeders – and explores characteristics and risk driving behaviors that are most associated with speeding behavior. Additionally, motivations for speeding are examined for drivers who frequently speed compared with those who occasionally speed. Results show speeders tended to engage in other unsafe driving behaviors, such as distracted, aggressive, unbelted, and alcohol-impaired driving. Among demographic and socio-economic variables examined in this study, drivers’ age was the greatest associated determinant. The association with engagement in red-light running, however, outweighed that with drivers’ age. Interestingly, the interaction between educational attainment and engagement in aggressive driving was also predictive of speeding behavior. For motivations for speeding, frequent speeders were more likely to report enjoying driving fast and disagreeing with speed limits compared with occasional speeders. The findings of this study are useful towards identifying the various characteristics and behaviors of drivers who engage in speeding, which can provide future insights into where effective countermeasures and prevention efforts should be focused.     

Evasive action characteristics of motorcycle riders towards occluded-surprise and expected pedestrians: A pedestrian mock-up study

Evasive action performance of motorcycle riders plays a vital role in the prevention of road crashes. In possible conflicting scenarios, motorcycle riders need to respond quickly and perform evasive actions successfully to prevent collisions with other vulnerable road users such as crossing pedestrians. To study the motorcycle rider behavior in conflicts with occluded and visible pedestrians, we designed four mock-up pedestrian scenarios, which includes, two surprise scenarios, one stationary scenario, and one expected scenario. Riders’ responses to the conflicts were measured using instrumented vehicle’s trajectory. Most riders preferred deceleration over swerving at the beginning of the interaction, followed by swerving at manageable speeds. Further, the analysis of riders’ deceleration rates revealed that a linear relationship existed between the deceleration rates and time to collisions (TTC). The study also analyzed the riders’ responses using repeated-measures analysis of variance (RM-ANOVA) to check for the effect of scenario type on deceleration rates. Results indicated that scenario type significantly affected the mean deceleration rates. Further, RM-ANOVA analysis carried out on the jerk behavior of motorcycle riders indicated that there was a significant effect of scenario type on the jerk behavior. Motorcycle riders’ jerks varied linearly with TTC and motorcyclists employ relatively higher decelerations and jerks when faced with pedestrians emerging suddenly from occluded locations such as from the blind spots formed due to parked vehicles. This study helps in understanding motorcycle rider behavior in critical situations and shows the need for assistive evasive systems for motorcycle riders to mitigate collisions with other vulnerable road users.     

Determinants of standard motorcycle safety helmet usage among child pillion riders

The World Health Organization stressed that compliance with the use of safety helmet could significantly reduce the risk of injury by 72% and the probability of death by 39%. In Malaysia, the enforcement of the safety helmet legislation significantly reduced 30% of motorcycle crash fatalities in Malaysia. The aim of this study is to explore the use of motorcycle helmets and the determinants of standard helmet usage among child pillion riders. A cross-sectional survey of 200 adult riders accompanied by the child pillion riders aged 6–12 years old from Klang, Selangor, was conducted. The proper use of the helmet among the respondents and the child pillion riders was observed and recorded. A questionnaire was used to assess socio-demographic background and awareness of the use of child safety helmets. The data was analyzed using SPSS version 23. Only 3% of child pillion riders use standard child safety helmets, while 37% wear standard adult motorcycle helmets. Adult riders who were married, female, always wear helmets, have a higher household income and travel a long distance, are more likely to use a standard motorcycle helmet for their child pillion riders. Knowledge on Standard Certification (SIRIM) label and its importance, awareness of the campaign on child safety helmets, police enforcement, understanding the safety of toy/game helmet use have been identified as additional determinants of standard helmet use among child pillion riders. This study recommends prospective studies with continuous road safety educations programs that integrate behavioural change approaches to enhance the use of standard motorcycle helmets among the child pillion riders in Malaysia.     

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.     

Safeguarding motorcyclists: Trialing new PRIME road markings for casualty reduction

Dedicated road markings for motorcyclists were installed on the approach to demanding bends at 10 sites across the West Highlands of Scotland. These road markings were designed as Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIMEs) which presented a series of ‘gateway’ markings to encourage safer riding. Video data were collected to measure motorcycle speed, position, braking and use of the road markings, before and after the PRIMEs were installed. A total of 12,949 motorcyclists were observed. Speed reductions were observed across four of the 10 sites, changes in lateral position at the final PRIME gateway marking and apex of the bend were observed across all 10 sites and seven sites respectively; reduced braking was observed at two sites and there was an increase in the use of PRIME road markings across eight of the 10 sites. These findings are discussed in relation to the ‘Safe System’ approach to improving motorcycle safety.     

The association between risky driver and pedestrian behaviors: The case of Ultra-Orthodox Jewish road users

This study examines associations between the risky behaviors of two types of road users: drivers and pedestrians. Whereas these behaviors have traditionally been investigated separately, the aim here was to examine the connection between them. The sample consisted of 518 drivers and non-drivers from the Ultra-Orthodox Jewish community in Israel (a sector in which having a driver’s license is not the norm), who completed a series of questionnaires relating to their tendency to take risks as drivers and as pedestrians. Results indicate that individuals who have a driver’s license are more likely to take risks as pedestrians than those who do not. In addition, among those with a driver’s license, strong correlations were found between various driving measures and the inclination for risky behaviors as pedestrians, indicating that the riskier the individual’s driving behavior, the more he or she tended to report dangerous pedestrian behavior. The findings suggest that different kinds of road-use behaviors are not entirely distinct from each other in respect to the degree of risk involved. Thus, the tendency to cross the road dangerously and the tendency to drive dangerously may reflect a more general propensity to take risks, at least in the context of road use.     

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.