“Put the blame on…others!”: The battle of cyclists against pedestrians and car drivers at the urban environment. A cyclists’ perception study

The main hypothesis of the paper is that cyclists tend to blame primarily car drivers, for the conflict events they have experienced with cars, but they do not have the same intention for the conflict events with pedestrians. For this purpose, 306 cyclists were interviewed through a revealed questionnaire survey and 64% revealed that they had experienced a conflict with a pedestrian whereas 55% revealed that they had experienced a conflict with a car. From the responses, two linear regression models were developed, with the perceived responsibility considered as the dependent variable.The cycling–pedestrian model indicated that cyclists who also have car accessibility, tend to blame primarily the pedestrians for the incidents, compared to cyclists who do not possess a car. Further, cyclists tend to give less responsibility to pedestrians for incidents occurred at sidewalks, crosswalks, etc. compare to incidents occurred at shared use paths. In addition, cyclists do not blame pedestrians for conflicts occurred primarily at sidewalks and crosswalks; places were pedestrians are considered to have the priority. Finally, cyclists aged between 55 and 64 years old, are giving less responsibility to pedestrians for the incident, compare to cyclists aged between 25 and 39 years old.On the other hand, the cycling–car model showed that an illegal cyclist’s movement at a road segment can reduce by half the responsibility the cyclists give to the car drivers, compare to the responsibility they give when the latter have an aggressive driving behavior. It was also found that cyclists, who tend to cycle less than 1 h, do not blame so much the car drivers for the incident, compared to cyclists that cycle for longer. Finally, cyclists who prefer the bicycle lane to be located along the road instead at the sidewalk, tend to accuse less the drivers for the incident.     

Motorcycle riders’ self-reported aggression when riding compared with car driving

Aggressive driving has been shown to be related to increased crash risk for car driving. However, less is known about aggressive behaviour and motorcycle riding and whether there are differences in on-road aggression as a function of vehicle type. If such differences exist, these could relate to differences in perceptions of relative vulnerability associated with characteristics of the type of vehicle such as level of protection and performance. Specifically, the relative lack of protection offered by motorcycles may cause riders to feel more vulnerable and therefore to be less aggressive when they are riding compared to when they are driving. This study examined differences in self-reported aggression as a function of two vehicle types: passenger cars and motorcycles. Respondents (n = 247) were all motorcyclists who also drove a car. Results were that scores for the composite driving aggression scale were significantly higher than on the composite riding aggression scale. Regression analyses identified different patterns of predictors for driving aggression from those for riding aggression. Safety attitudes followed by thrill seeking tendencies were the strongest predictors for driving aggression, with more positive safety attitudes being protective whilst greater thrill seeking was associated with greater self-reported aggressive driving behaviour. For riding aggression, thrill seeking was the strongest predictor (positive relationship), followed by self-rated skill, such that higher self-rated skill was protective against riding aggression. Participants who scored at the 85th percentile or above for the aggressive driving and aggressive riding indices had significantly higher scores on thrill seeking, greater intentions to engage in future risk taking, and lower safety attitude scores than other participants. In addition participants with the highest aggressive driving scores also had higher levels of self-reported past traffic offences than other participants. Collectively, these findings suggest that people are less likely to act aggressively when riding a motorcycle than when driving a car, and that those who are the most aggressive drivers are different from those who are the most aggressive riders. However, aggressive riders and drivers appear to present a risk to themselves and others on road. Importantly, the underlying influences for aggressive riding or driving that were identified in this study may be amenable to education and training interventions.     

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.     

“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.     

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.     

When grandparents drive their grandchildren

Driving their grandchildren has become one of the common tasks grandparents perform as part of the support they provide for working parents. The current research made use of qualitative and quantitative methodologies in two complementary studies conducted on grandparents who drive their grandchildren, the first using personal interviews and the second self-report questionnaires. The goal of the qualitative study was to capture grandparents’ subjective experience (n = 27), whereas the quantitative study sought to provide more specific data on the factors affecting grandparents’ experience behind the wheel and attitudes to child restraints by examining the contribution of driving styles and parental influence (n = 330). The findings of the qualitative study indicate that having grandchildren in the car is a unique situation which affects grandparents’ emotions and driving behavior. Less careful drivers were found to adapt a more careful driving style when driving their grandchildren than when driving without them. In the quantitative study, risky and anxious drivers felt more tension when driving their grandchildren. Furthermore, parental intervention was found to heighten tension among grandparents. Finally, heightened tension and less angry and more careful grandparents’ driving styles were associated with more positive attitudes to child restraints. Possible explanations of the findings are discussed.     

Motivational sources of driving and their associations with reckless driving cognitions and behavior

Two studies were conducted to explore the motivational sources of driving and their associations with reckless driving among young drivers. In Study 1 (n = 290), self-report measures were developed to assess the perceived costs and benefits of driving, driver self-image, and self-efficacy as a driver. Factor analyses revealed four benefit factors (impression management, pleasure, thrill, and sense of control), four costs (distress, damage to self-esteem, annoyance, life endangerment), and four self-image factors (cautious, courteous, confident, and impulsive driver). Furthermore, significant associations were found between the various motivational sources on the one hand, and reported reckless driving, commission of traffic violations, and involvement in car accidents on the other. In Study 2 (n = 267), further associations were found between the motivational sources of driving and measures of the reckless driving scheme, namely, the perception of reckless driving as acceptable and desirable or as negative and threatening. The discussion focuses on the validity and utility of a multidimensional conceptualization of driving and reckless driving as separate entities, and on the practical implications of understanding the motivational aspects of driving.     

Flying without navigational aids – The case of commercial motorcyclists in Minna,Nigeria

The study investigated motorcycle operators in Minna city with a view to observing the riders’ signaling behavior and the presence or absence of navigational aids and their usage. The study was carried out in three stages. First, a 15 min rapid survey of 3135 motorcyclists was carried at both ends of three pre-selected busy roads with emphasis on observing the possession of navigational aids by the motorcyclists. Secondly, another set of study on signaling behavior was carried out in another three junctions within a 15 min period and finally an interview was conducted among 120 commercial and private motorcyclists from commercials and office parks for a more detailed study. The mean age and mean year of riding experience of the commercial motorcyclists were 28 (SD = 5.9) and 4 years (SD = 2.1) respectively compared to 32 (SD = 7.4) and 7 (SD = 7.4) years for private motorcyclists. The findings show that 18.1% of the motorcyclists had no trafficators and as high as 85.3% had no side mirrors. Of the 626 motorcyclists studied for signaling behavior, 574 (91.7%) failed to trafficate while turning at junctions. It was also found that 65 (54.2%) of the 120 motorcyclists interviewed had accidents with their motorcycles. Chi Squared test shows that effect of possession of side mirror on accident experience is not statistically significant (χ² = 2.11, p = .349) while possession of trafficators (χ² = 5.99, p = .050) and driving license (χ² = 12.603, p = .000) are statistically significant. The study revealed that 61.5% of motorcyclists that have trafficators had experienced accidents which points out the fact that riding behavior is more critical in road safety than having a perfect vehicle. The study recommends, among others, that the Federal Road Safety Corps and Vehicle Inspection Officers should be as strict with the motorcyclists as they are with the motorists in enforcing road safety.     

Parents’ perceptions of the Family Climate for Road Safety: Associations with parents’ self-efficacy and attitudes toward accompanied driving,and teens’ driving styles

In order to better understand parental influence on teen driving, a series of three studies were conducted among parents of young drivers to examine the association between their scores on the Family Climate for Road Safety Scale (FCRSS; Taubman – Ben-Ari & Katz – Ben-Ami, 2013) and three relevant factors: parental self-efficacy (Study 1, n = 101); parents’ attitudes toward accompanied driving (Study 2, n = 100); and teen’s driving styles (Study 3, n = 235 parents–young drivers pairs). The findings of Study 1 revealed significant associations between parents’ scores on the positive FCRSS dimensions and their self-reported parental competence. In addition, parents’ lack of commitment to safe driving was related to lower parental self-efficacy. Study 2 indicated significant associations between parents’ scores on the positive FCRSS dimensions and the positive attitude of relatedness during the accompanied driving phase. Negative associations were found between these FCRSS dimensions and negative perceptions of the accompanied driving phase (i.e., tension, disapproval, and avoidance). The findings of Study 3 showed significant associations between parents’ scores on the positive FCRSS dimensions and their offspring’s careful driving style, as well as negative associations between these dimensions and offspring’s endorsement of the reckless, angry, and anxious driving styles. Taken together, the results indicate the importance of the family climate as part of a global understanding of the dynamic surrounding youngsters’ driving. Furthermore, they show that the particular driving-related family climate is associated not only with parents’ self-perceptions and conduct in the early stages of their children’s driving (the accompanied driving phase of a GDL), but also impacts the way teenagers ultimately choose to drive, when they are on their own. Implications for interventions are discussed.     

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.     

Effects of adaptive cruise control and highly automated driving on workload and situation awareness: A review of the empirical evidence

Adaptive cruise control (ACC), a driver assistance system that controls longitudinal motion, has been introduced in consumer cars in 1995. A next milestone is highly automated driving (HAD), a system that automates both longitudinal and lateral motion. We investigated the effects of ACC and HAD on drivers’ workload and situation awareness through a meta-analysis and narrative review of simulator and on-road studies. Based on a total of 32 studies, the unweighted mean self-reported workload was 43.5% for manual driving, 38.6% for ACC driving, and 22.7% for HAD (0% = minimum, 100 = maximum on the NASA Task Load Index or Rating Scale Mental Effort). Based on 12 studies, the number of tasks completed on an in-vehicle display relative to manual driving (100%) was 112% for ACC and 261% for HAD. Drivers of a highly automated car, and to a lesser extent ACC drivers, are likely to pick up tasks that are unrelated to driving. Both ACC and HAD can result in improved situation awareness compared to manual driving if drivers are motivated or instructed to detect objects in the environment. However, if drivers are engaged in non-driving tasks, situation awareness deteriorates for ACC and HAD compared to manual driving. The results of this review are consistent with the hypothesis that, from a Human Factors perspective, HAD is markedly different from ACC driving, because the driver of a highly automated car has the possibility, for better or worse, to divert attention to secondary tasks, whereas an ACC driver still has to attend to the roadway.     

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.     

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

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

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 role of executive function,personality and attitudes to risks in explaining self-reported driving behaviour in adolescent and adult male drivers

Young drivers show high levels of risky driving and are over-represented in motor vehicle crash statistics world-wide. As well as personality and attitudinal factors, high rates of risk taking during adolescence may be due to poorly developed executive functions, a result of the slow maturation of the pre-frontal cortex of the brain. This study was undertaken to investigate the roles of executive function, personality, attitudes to risk in relation to self-reported driving behaviour. Adolescent (n = 46, age 16–18 years) and adult (n = 32, 25 years and over) male drivers completed a battery of neuropsychological tests to assess general cognitive ability and executive function, and questionnaires to assess driving history, personality, attitudes to physical and psychological risk as well as questionnaires of self-reported driving behaviour (Driver risk taking and Driver Attitude Questionnaire, DAQ). The adolescent drivers showed poorer executive function, higher levels of impulsivity and risk-taking, lower levels of agreeableness and conscientiousness compared to adult drivers. Regression analyses revealed that attitudes to risk, agreeableness and working memory made unique significant contributions in explaining self-reported driving behaviour. Interestingly though, better working memory was associated with higher levels of self-reported risky driving and more accepting attitudes to risky driving. Together the findings suggest that some aspects of executive function, personality, and attitudes to risk may help to explain self-reported driving behaviour. Whether these findings are relevant to female drivers and apply to on-road driving behaviour should be the focus of future studies.     

A comprehensive analysis of factors leading to speeding offenses among large-truck drivers

Much research has demonstrated that speeding is the most common offense among car drivers. However, few studies have focused on this offense among drivers of large trucks. This paper investigates the factors that lead to speeding offenses for drivers of large trucks in Taiwan. The study sample consisted of information for 2101 male large-truck drivers from a national survey in 2012. The results revealed that drivers’ daily working hours ranged from 2 to 15 h with a mean of 9.67 h, and that they worked for approximately 25.23 days – and rested only 4.77 days – per month. Among these observed drivers, 11.6% reported having at least one speeding offense over a one-year period. The results of a logistic regression model presented that the factors that influenced speeding offense were not related to job experience. Rather, the driver’s demographics (age and education), mental condition (sleep quality), and driving status (yearly distance driven and driving late at night) were significantly linked to speeding offenses.     

Risk perception as a function of risk exposure amongst rock climbers

ObjectivesThe first objective was to examine the extent to which climbers' climbing safety perceived competence (CSPC) and perceived own absolute (POAR) and comparative (PCR) risk of getting seriously injured whilst climbing is related to risk exposure. The second objective was to examine which variables influence POAR and PCR.MethodTwo hundred and thirty-five climbers (M = 32, SD = 10.2 years of age) completed the following questionnaires: a CSPC scale specifically developed to assess perceived ability to practice climbing safely; indirect measures of PCR, consisting in the subtraction of the participants' assessment of their own risks from their assessment of other climbing referents' risks; and the Life Orientation Test-Revised, measuring dispositional optimism (DO). Participants were approached in their practices sites from Mediterranean regions, and were divided into groups based on their climbing practice's risk exposure; that is, high risk: traditional climbing (TRAD; n = 42); moderate risk: leading (LEAD; n = 89); and low risk: either top-roping (TOP; n = 51) or indoor bouldering (IND; n = 53).ResultsAnalyses of variance showed that TRAD expressed higher CSPC and higher POAR than the other groups. PCR also differed amongst the groups. More specifically, TRAD expressed comparative pessimism and LEAD expressed comparative optimism, as their POAR was, respectively, higher and lower than their perceived average climber's risk. TOP and IND perceived their own risk in a similar way to that of the average climber. Regression analyses showed that DO did not influence POAR or PCR. Past injury episode was positively related to POAR and negatively related to the propensity to express comparative optimism, though only amongst TRAD and LEAD.ConclusionsClimbers' risk perception accurately reflected their risk exposure. Climbers whose climbing modality involves higher risks acknowledged so when evaluating their own absolute and comparative risks of getting seriously injured whilst climbing.     

Relationships amongst psychological determinants,risk behaviour,and road crashes of young adolescent pedestrians and cyclists: Implications for road safety education programmes

Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians: a younger age group (12 and 13 years old: n = 1372) and an older age group (14–16 years old: n = 938). A questionnaire was administered at school during regular class consisting of items on demographics, on risk behaviour based on the Generic Error Model System (GEMS), on psychological determinants targeted in RSE programmes, and on crash involvement and near crashes. For the younger age group, the results indicated that the risk behaviours ‘errors’, ‘dangerous play’, and ‘lack of protective behaviour’ predicted self-reported crashes; for the older age group only ‘errors’ were found to be predictive of self-reported crashes and near crashes. Path analyses confirmed that risk behaviour could be predicted from the psychological determinants, sharing respectively 44% of the variance in the younger age group and 34% in the older group. In conclusion, these results confirm the RSE assumption that psychological determinants are associated with a higher frequency of risk behaviours and that the latter are again associated with higher crash frequencies. Just as in earlier studies on adolescent risk behaviour, the GEMS based distinction between errors and violations was not confirmed, suggesting that this distinction – derived from studies on adult car drivers – may not apply to young adolescent cyclists and pedestrians.     

The relationship between leisure time and driving style in two groups of male drivers

Despite overall improvements in traffic safety levels, young male drivers continue to be over represented in accidents. In this study the association between driving style and leisure time was examined in two groups of drivers. The sample consisted of 4000 male drivers of which 2000 were 18 years old and 2000 were 28 years old. A posted questionnaire was used. The overall response rate was 51% (N = 2018). A similar factor structure of three factors with regard to driving style was identified in both groups of drivers. The factors were named Thrill, Anxiety and Anger. Despite significant differences regarding specific leisure time activities, a similar relationship between leisure time and driving style was found in the two groups of drivers particularly in relation to problem behaviours. In both groups driving related interaction with friends as well as a high paced leisure time was found to be related to a high score on the factors Thrill and Anger. In the older group of drivers cruising with friends was associated with problem behaviours such as smoking pot and doing drugs. Results indicate a need for early intervention enhancing safe behavioural choices thereby preventing unsafe behaviours to become permanent behavioural strategies in life.