A naturalistic study of the impact of message framing on highway speeding

Speeding is the most common road violation, and is one of the main causes of crashes. To protect road users, authorities use sanctions and preventive measures to prompt drivers to observe speed limits. However, the efficacy of prevention messages varies according to a number of factors, among which risk framing is important. We ran a study to test whether gain is more effective than loss (framing effect). Four anti-speeding messages were presented on variable-message signs, along one side of a busy 8-lane highway in France (speed limit: 130 km/h – 80 mph), during 6 weekends. Within a between subject design, the messages differed in orientation (gain vs. loss vs. no message) and theme (crash vs. fuel consumption). The drivers’ speed was recorded on the highway 2 km (1.25 miles) after the sign (6486 recordings of speed). The results showed that speed was lower when a message was displayed than in the control condition, and when the message was gain-framed rather than loss-framed. These effects were stronger on the left lanes (overtaking lanes). Hence, gain framed messages are recommended for prevention campaigns at least when no risk factor is salient.     

Dynamic traffic management on a familiar road: Failing to detect changes in variable speed limits

Variable speed limits (VSL) are used more commonly around the globe lately. Although on a macroscopic level positive effects of VSLs have been reported, the caveat is that the impact of VSLs is very sensitive to the level of driver compliance. Thus far it is unknown whether all individual drivers are actually able to notice when a speed limit changes into another speed limit; a prerequisite for purposeful speed limit compliance in the first place. To simulate regular driving conditions, twenty-four participants were familiarised with a particular route by driving the same route in a driving simulator nineteen times on five separate days. Part of the route consisted of a motorway where VSL signs were regularly displayed above every driving lane. At drive nineteen, speed limits changed from 80 km/h to 100 km/h on four out of eight consecutive signs. After passing all signs, one expects 6.25% of the participants still to be unaware that the speed limit had increased (based on chance), while the results showed most participants had failed to notice the speed limit change (58.3%). Instead, they saw what they expected to see: a speed limit of 80 km/h. If the speed change had been vice versa, in other words from 100 km/h to 80 km/h, this would immediately result in speed offences, though not deliberately at all.     

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.     

Comprehension of traffic signs with symbolic versus text displays

ObjectiveTo evaluate the benefits of text and symbolic displays in highway signs relative to their familiarity on their comprehension speed and accuracy.BackgroundA recent study that evaluated the influence of ergonomic principles – familiarity, standardization, and symbol-concept compatibility – on traffic sign comprehension showed that comprehension is highly correlated with the compliance with these ergonomic design principles (Ben-Bassat & Shinar, 2006). As an alternative to existing unfamiliar symbolic signs we tested the effect of adding text.MethodDrivers were presented with 30 traffic signs varying in their level of familiarity in three display conditions: standard symbol-only, text-only, and symbol + text. Speed and accuracy of comprehension were recorded.ResultsDisplay condition and familiarity significantly affected both correctness of the answers and reaction time. Correctness improved when the symbol was shown with text, especially when the sign was less familiar.ConclusionsAdding text improves the comprehension and reduces the time it takes to comprehend the sign, especially of unfamiliar signs.ApplicationAdding text could be a simple solution to making (unfamiliar) signs more understandable to a greater segment of the driving population without compromising comprehension time, thereby increasing traffic safety.     

Driving performance while using a mobile phone: A simulation study of Greek professional drivers

PurposeThe current study aims to assess the driving performance of professional drivers while using a mobile phone.Material and methodsA sample of 50 male professional drivers participated in the study. The sample was drawn conveniently from the professional drivers’ registries and the main taxi ranks. The inclusion criteria were: (a) age above 18 years, (b) possession of a driving license, (c) sufficient reading, writing, and communicating skills, (d) informed consent prior to participation. Laboratory tests were conducted using the VS500M driving simulator manufactured by Virage Simulation Inc. The intervention involved different tasks/assignments: (a) driving without using a mobile phone (Control time), (b) driving while having a conversation on the mobile phone, (Task_1), (c) driving while reading out loud text messages (Task_2) and, (d) driving while texting (Task_3). Differences in the driving performance between the control time and the time with assignments, were examined. The participants were evaluated on the followings outcome measures: (a) variation of the steering position per second, (b) following distance per second, (c) variation of the lateral lane position per second, and (d) sum of squared acceleration per second.ResultsThe analysis indicated that “variation of the steering position per second” was significantly affected by “text-message reading” [t(50) = −5.443; p < 0.0001] and “texting” [t(50) = −5.442; p < 0.0001]. A significant main effect was observed in terms of the “following distance per second” and the “variation of the lateral lane position per second” for all the three mobile phone assignments. Lastly, the “sum of squared acceleration per second” was significantly decreased during conversation on the phone [t(50) = 2.713; p = 0.009] as well as during texting [t(50) = 3.428; p = 0.001] as compared with the control time.ConclusionsThe study is among the few existing experimental studies in a country with one of the highest road fatalities in Europe but with limited evidence on road traffic behaviour. This study could guide the design of large-scale simulation studies aiming to explore the impact of mobile phone on driving behaviour.     

Emotional intelligence and risky driving behaviour in adults

BackgroundRisky driving is considered a key predictive factor in road traffic accidents resulting in morbidity and mortality. Intra-individual emotional and personality factors have been shown to influence risk-taking behaviours among drivers. Despite this, there is limited research investigating the individual dimensions of these constructs and their relationship to risky driving behaviour (RDB). The current study therefore aimed to assess whether the individual dimensions of Emotional Intelligence (EI) were implicated in RDB.MethodsThe sample comprised 179 adults (55% male) aged between 18 and 64 years (M = 29.85, SD = 11.46) and who currently held a valid driver’s licence completed an online survey. Emotional Intelligence was assessed via self-report using the Swinburne University Emotional Intelligence Test (SUEIT), and RDB was measured using both the Brief Distracted Driving Scale (BDDS) and the Dula Dangerous Driving Index (DDDI).ResultsRegression analyses revealed that ‘Risky Driving’ was related to greater levels of Emotional Recognition and Expression and lesser Age [F_{(6, 172)} = 2.27, p < 0.05: R² = 7.3%], and the Negative Emotions sub-scale of DDDI, was significantly predicted by Emotional Control and Age [F_{(6, 172)} = 6.41, p < 0.05: R² = 18.3%]. A mediation model incorporating Age, Emotional Control scores and the Negative Emotions driving behaviour score indicated that a significant indirect effect of Age through Emotional Control (K² = 0.08, 95% CI [−0.02, −0.03]). (H [3] = 10.98, p = 0.012).ConclusionsLower scores on specific indices of EI are associated with increased rates of RDB, suggesting that poor emotional control may impede an individuals’ ability to make safe behavioural decisions when driving. The effect sizes for these models were small, however, and further research is needed to explore the contributory components in this association. Greater awareness of the role of emotional regulation and driving behaviours may be useful in preventing RDB in adults.     

The differences between cerebral dominance patterns in the speed and accuracy of information processing among university students

IntroductionThe subject of cerebral dominance has received great attention by researchers; however, there is a paucity of studies that have examined its relationship to information processing.ObjectiveThe current study aims to reveal the differences between the cerebral dominance patterns (left cerebral dominance, right cerebral dominance, integrated parallel cerebral dominance) in the speed and accuracy of information processing.MethodA sample of (182) volunteers university students, (mean age ± SD, 19.92 ± 2.76 years; range, 18–24 years; 68 male, 114 females). The Human Information processing survey was applied to the participants. Each subject was exposed to two elementary cognitive tasks (Stroop task and Eriksen flanker task). Each task included two experimental conditions: first, the congruent condition that reflects the automatic processing of information; second, the incongruent condition that reflects the controlled processing of information.ResultsThe results of the study revealed that there were no differences between the patterns of cerebral dominance in the speed and accuracy of information processing.ConclusionAlthough the relationship between cerebral dominance and information processing is not significant, we need more studies to examine this relationship in other samples and in other experimental conditions.     

Self-concept as a risky driver: Mediating the relationship between racing video games and on-road driving violations in a community-based sample

PurposeThe mediating relationship of self-conceptions as a risky driver on self-reported driving violations was examined for players of “drive’em up” and “circuit” racing video games using an Internet survey of automobile and racing club members. Structural equation modelling (SEM) tested Fischer et al. (2012) extended socio-cognitive model on the effects of risk-glorifying media on cognitions and actions.MethodAn Internet questionnaire was developed and relied upon validated instruments or questions derived from previous surveys. Driver club members were asked about: (1) their frequency of video game playing, (2) self-perceptions as a risky driver and (3) self-reported driving violations. SEM was performed to examine mediating effects of racing video game playing on self-reported driving violations.ResultsPlaying “drive‘em up” video games positively predicted risky self-concept (β = .15, t = 2.26), which in turn, positively predicted driving violations (β = .73, t = 8.63), while playing “circuit racing” games did not predict risky self-concept, although risky self-concept did predict driving violations (β = .72, t = 8.67).ConclusionsSelf-concept as a risky driver mediated the relationship between racing video game playing and self-reported driving violations for “drive’em up”, but not for “circuit racing” video games. These findings are congruent with Fischer and colleagues’ experimental model that self-concept as a reckless driver mediated the relationship between racing video game playing for “drive’em up”, but not for “circuit racing” games and risk-taking behavior in a video of road traffic scenarios.     

Psychosocial determinants of road traffic offences in a sample of Spanish male prison inmates

ObjectiveThere is very little information available about the characteristics of drivers convicted for traffic offences. The objective of this study was to perform a comparative analysis of the psychosocial characteristics of Spanish prison inmates convicted of road traffic offences (CRTOs), drivers serving a prison sentence for other types of offence (DCOOs), and drivers with no criminal record (DNCRs), in order to identify the psychosocial predictors associated with RTOs.MethodsThe study sample comprised 434 male participants divided into three groups: CRTO (n = 240); DCOO (n = 85); and DNCR (n = 105). Instruments included an interview on sociodemographic data, driving behaviour, and past offences, as well as a set of tests to evaluate personality traits (ZKPQ-50CC), driving-related aspects (MDSI-S and DAS), and alcohol dependence (AUDIT).ResultsA logistic regression analysis showed the following to be reliable predictors of RTOs: low education level (p < .05); having been involved in several road traffic accidents (p < .001); having received several fines (p < .001); a high score on the MDSI-S Risky subscale (p < .05); a low score on the MDSI-S Careful subscale (p < .05); AUDIT scores > 8 (p < .05), and repeatedly driving whilst under the influence of alcohol (p < .05).ConclusionsThe results obtained have significant practical implications for designing and implementing traffic offenders programmes.     

The estimation of vehicle speed and stopping distance by pedestrians crossing streets in a naturalistic traffic environment

The ability to estimate vehicle speed and stopping distance accurately is important for pedestrians to make safe road crossing decisions. In this study, a field experiment in a naturalistic traffic environment was conducted to measure pedestrians’ estimation of vehicle speed and stopping distance when they are crossing streets. Forty-four participants (18–45 years old) reported their estimation on 1043 vehicles, and the corresponding actual vehicle speed and stopping distance were recorded. In the speed estimation task, pedestrians’ performances change in different actual speed levels and different weather conditions. In sunny conditions, pedestrians tended to underestimate actual vehicle speeds that were higher than 40 km/h but were able to accurately estimate speeds that were lower than 40 km/h. In rainy conditions, pedestrians tended to underestimate actual vehicle speeds that were higher than 45 km/h but were able to accurately estimate speeds ranging from 35 km/h to 45 km/h. In stopping distance estimation task, the accurate estimation interval ranged from 60 km/h to 65 km/h, and pedestrians generally underestimated the stopping distance when vehicles were travelling over 65 km/h. The results show that pedestrians have accurate estimation intervals that vary by weather conditions. When the speed of the oncoming vehicle exceeded the upper bound of the accurate interval, pedestrians were more likely to underestimate the vehicle speed, increasing their risk of incorrectly deciding to cross when it is not safe to do so.     

“I would have lost the respect of my friends and family if they knew I had bent the road rules”: Parents,peers, and the perilous behaviour of young drivers

Young novice drivers are at considerable risk of injury on the road. Their behaviour appears vulnerable to the social influence of their parents and friends. The nature and mechanisms of parent and peer influence on young novice driver (16–25 years) behaviour was explored via small group interviews (n = 21) and two surveys (n1 = 1170, n2 = 390) to inform more effective young driver countermeasures. Parental and peer influence occurred in pre-Licence, Learner, and Provisional (intermediate) periods. Pre-Licence and unsupervised Learner drivers reported their parents were less likely to punish risky driving (e.g., speeding). These drivers were more likely to imitate their parents and reported their parents were also risky drivers. Young novice drivers who experienced or expected social punishments from peers, including ‘being told off’ for risky driving, reported less riskiness. Conversely drivers who experienced or expected social rewards such as being ‘cheered on’ by friends – who were also more risky drivers – reported more risky driving including crashes and offences. Interventions enhancing positive influence and curtailing negative influence may improve road safety outcomes not only for young novice drivers, but for all persons who share the road with them. Parent-specific interventions warrant further development and evaluation including: modelling safe driving behaviour by parents; active monitoring of driving during novice licensure; and sharing the family vehicle during the intermediate phase. Peer-targeted interventions including modelling of safe driving behaviour and attitudes; minimisation of social reinforcement and promotion of social sanctions for risky driving also need further development and evaluation.     

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

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

Drunk driving offenders’ knowledge and behaviour in relation to alcohol-involved driving in Yinchuan and a comparison with Guangzhou,China

ObjectiveThis study was conducted after a legislative amendment criminalising drunk driving (BAC > 80 mg/100 ml) had been in force for a year and investigated whether drunk driving offenders in Yinchuan, China were aware of the law, and whether their knowledge of and exposure to enforcement and the existence of alcohol use disorders were related to their alcohol-involved driving behaviour. The results were compared with results from an earlier study in Guangzhou, China.MethodA survey was conducted from July to October 2012 in Yinchuan to collect information on drunk driving offenders’ knowledge and practice in relation to alcohol-involved driving. The Alcohol Use Disorders Identification Test (AUDIT) was used to assess hazardous drinking levels. In total, 106 drunk driving offenders were recruited while in detention. The findings were compared with those of the Guangzhou study, where the same procedure was used to recruit 101 drunk driving offenders.ResultsThe mean age of the sample was 31.7 years (SD = 8.1; range 17–59 years). Males constituted 96% of the sample. The mean age at which offenders reported starting to drink alcohol was 18.7 years (SD = 3.2; range 10–26 years). Driver’s licenses had been held for an average of 8.5 years. The status of knowledge in relation to alcohol-involved driving in Yinchuan was slightly lower in proportion than in Guangzhou. The rate of alcohol-involved driving reported in the previous 12 months in Yinchuan (43%) was slightly higher than in Guangzhou (39%). The proportion of recidivists in Guangzhou (21.8%) was higher than Yinchuan’s (10.4%). On average, offenders had experienced 1.6 police alcohol breath tests in the previous year (SD = 1.3; range 1–10). AUDIT scores indicated that a substantial proportion of the offenders had high levels of alcohol use disorders.DiscussionLimited awareness of legal alcohol limits might contribute to drunk driving offences. The high level of alcohol consumption by many offenders suggests that hazardous drinking levels may be a contributor. Recidivist drivers also had higher AUDIT scores, which suggest there may be benefit in using the AUDIT to identify potential drink drivers and recidivists, subject to further research.     

The role of edge lines in curve driving

In order to evaluate the role of edge lines in curve driving we examined steering behaviour in the face of unexpected gradual changes in road geometry. Experienced drivers (N = 13) operating a fixed-base driving simulator steered a car along a single-lane (3.80 m or 7.60 m wide) winding road. The experimental track consisted of eight 90° curves with radii of curvature varying between 75 m and 500 m, separated by 500-m long straight line segments. The model-based nature of the simulator was used to create unexpected online changes in road geometry, implemented through a gradual displacement of one or both edge lines while drivers steered around the delineated bend. Although they regulated their speed as a function of road curvature, drivers were found to consistently cut into and out of the curves. When the edge lines did not move, drivers stabilized their lane position during the 20°–70° curve segments, adopting a position closer to the interior edge line for the narrower lane width and smaller radii of curvature. Motion of the interior edge line, whether inward or outward, gave rise to systematic changes in lane position, while motion of the exterior edge line did not affect driving behaviour. Overall, the results point to a visuo-motor strategy of steering based on zeroing-out changes in the rate of change of angular bearing of the tangent point.     

Effect of a short nap on the alertness of young drivers: Repercussion on the perception of motorcycles according to extent of the useful visual field of the driver

The objectives of this study are to analyze the effect of a short nap on the level of alertness and on the drivers’ ability to detect the motorcyclists on the road according to the size of his/her useful visual field (UVF).Nineteen participants (m = 21 years old) carried out a driving task with a simulator, after taking a short nap (30 min) in the vehicle or not. They had to distinguish the colour change of a signal on a vehicle they were following and to detect a motorcycle which briefly appeared on the road at different eccentricities.Drivers with a limited UVF are those who detect the fewest motorcycles. Taking a short nap before the driving does not have any significant effect on data related to vision (motorcycles and signals detected), driving and alertness state ((α+θ)/β). There is a linear relationship between the size of the UVF and the ability to detect the motorcycle appearing in the left outside mirror.The implications of the results concerning the short nap as a countermeasure to a decrease in alertness and the perception of motorcycles according to extent of the useful visual field of the driver are discussed in terms of road safety.     

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.     

Timing of early warning stages in a multi stage collision warning system: Drivers’ evaluation depending on situational influences

By means of car2x communication technologies (car2x) driver warnings can be presented to drivers quite early. However, due to their early timing they could be misunderstood by drivers, distract or even disturb them. These problems arise if, at the moment of the warning, the safety–critical situation is not yet perceivable or critical. In order to examine, when drivers want to receive early warnings as a function of the situation criticality, a driving simulator study was conducted using the two early warning stages of a multi stage collision warning system (first stage: informing the driver; second stage: prewarning the driver). The optimum timing to activate these two early warning stages was derived by examining the drivers’ evaluation of these timings concerning their appropriateness and usefulness. As situational variation, drivers traveling at about 100 km/h were confronted with slow moving traffic either driving at 25 km/h or 50 km/h at the end of a rural road.In total, 24 participants were tested in a within-subjects design (12 female, 12 male; M = 26.6 years, SD = 7.2 years). For both stages, drivers preferred an earlier timing when approaching slow moving traffic traveling at 25 km/h (first stage: 447 m, second stage: 249 m ahead of the lead vehicle) compared to 50 km/h (first stage: 338 m, second stage: 186 m ahead of the lead vehicle). The drivers’ usefulness rating also varied with the timing, spanning a range of 8 s for driver-accepted timing variations and showed correspondence to the drivers’ appropriateness ratings. Based on these results and those of a previous study, a timing function for each of the two early warning stages depending on the speed difference between the safety–critical object and the host vehicle is presented. Indirectly, similar adaptations are already implemented in current collision warning systems, which use the time-to-collision to give drivers acute warnings in a later stage, when an immediate reaction of the driver may still prevent a collision. However, this study showed that drivers also favor this kind of adaptation for earlier warning stages (information and prewarning). Thus, adapting the timing according to the drivers’ preferences will contribute to a better acceptance of these collision warning systems.     

Transcultural validation and reliability of the Spanish version of the behaviour of young novice drivers scale (BYNDS) in a Colombian young driver population

The overrepresentation of young drivers in road crashes, and the fatalities and injuries arising from those crashes, is an intractable problem around the world. A plethora of research has led to the development and application of a range of research tools, including self-report survey instruments. One such instrument, the five-factor Behaviour of Young Novice Driver Scale (BYNDS), was developed in an Australian young driver population, and has recently been validated in a New Zealand young driver population. The current study aimed to validate the BYNDS in a Colombian young driver population, the first application of the instrument in a developing country. Translation from English to Spanish, and back translation from Spanish to English, in addition to culturally-appropriate modifications (such as changing ‘right hand side’ to ‘left hand side’) resulted in a Spanish version of the BYNDS (BYNDS-Sp). The BYNDS-Sp was administered to a sample of 392 young drivers aged 16–24 years (n = 353 aged 19–24 years) with a valid driver’s licence. An exploratory factor analysis revealed a six factor structure using 40 of the original 44 BYNDS-Sp items, accounting for 58.5% of the variance in self-reported risky driving behaviour. Ninety-three percent of participants reported having ready access to their own vehicle (42% owned their own vehicle), with Colombian young drivers most likely to report driving at night and on the weekend. The majority of participants reported driving in excess of posted speed limits (e.g., only one third of participants reported never driving 10–20 km/h over the speed limit), and driving in response to their mood (e.g., only one third of participants reported they never drove faster if in a bad mood). As such, the BYNDS-Sp can reveal patterns of problematic behaviours (such as risky driving exposure), in addition to specific behaviours of concern (such as carrying passengers at night, and driving when tired), guiding the development and implementation of interventions targeting the risky driving behaviour of young drivers in Colombia. In addition, the BYNDS-Sp can be used as a measure of intervention success if used as a baseline and as a follow-up tool. Further research can investigate the utility and applicability of the BYNDS-Sp in other Spanish-speaking countries, such as Spain and Mexico.