Investigating relationships among perceptions of yielding,safety, and comfort for pedestrians in unsignalized crosswalks

Interactions with other road users influence the perceived safety and comfort of pedestrians. Yet the relationships among perceptions of yielding, safety, and comfort are poorly understood. To enhance understanding of these key concepts, the objectives of this study are to determine how perception of pedestrian safety at unsignalized crosswalks differs from perception of comfort, and the relationship of each with perception of yielding. A generalized structural equations model is developed using data from an online survey in which 366 participants (i.e., “perceivers”) rated yielding, safety, and comfort for sample videos of pedestrian interactions with motor vehicles and bicycles. Results show that an individual’s perception of yielding plays a crucial role in mediating the effects of interaction attributes (e.g., vehicle speed, proximity) and perceiver attributes (e.g., travel habits) on their perceptions of pedestrian safety and comfort. For example, people who bicycle more frequently perceive pedestrians as more comfortable than people who walk more frequently, rooted in misalignment on what constitutes adequate yielding. Strategies to address pedestrian comfort can focus on a set of key yielding behaviors by drivers and cyclists – particularly allowing the pedestrian to cross first. Motor vehicle drivers must exhibit stronger yielding behavior (e.g., allow a larger time gap) than bicycles to achieve the same level of perceived pedestrian safety and comfort. Although perceptions of safety and comfort are strongly related and similarly impacted by yielding, researchers should be cautious about using the concepts interchangeably because they are differently impacted by attributes of the interaction and perceiver.     

Safety perceptions and reported behavior related to cycling in mixed traffic: A comparison between Brisbane and Copenhagen

This study explores the differences in safety perceptions and reported behavior of cyclists in mixed traffic between an emerging cycling city (Brisbane, Australia) and an established cycling city (Copenhagen, Denmark). Perceptions and reported behavior were retrieved from a custom-designed web-based survey administered among cyclists in the two cities. Elicited items concerned perceived risk of infrastructure layouts, fear of traffic, cycling while distracted, use of safety gear, cycling avoidance due to feeling unsafe, and avoidance to cycle in mixed traffic conditions. The data were analyzed with structural equation models. Results show that, in comparison with cyclists in Copenhagen, cyclists in Brisbane perceive mixed traffic infrastructure layouts as less safe, feel more fear of traffic, and are more likely to adopt cycling avoidance as a coping strategy. Results also show that cyclists in Copenhagen tend to use less helmets and to cycle more while being distracted.     

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

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

An investigation of behaviour and attitudes relevant to the user safety of pedestrian/cyclist shared paths

Bicycle/pedestrian shared paths are an increasingly popular solution to providing cycling infrastructure, despite evidence suggesting safety issues. Improved design and management of shared paths should be informed by understanding of bicyclist and pedestrian behaviour on shared paths, and of relevant safety initiatives (e.g. centreline marking). However, relevant research is lacking. Bicyclist/pedestrian passing events (n = 407) were observed on three relatively busy shared paths in Sydney, Australia – one of them without centreline marking. User characteristics, relevant behaviours and incidents (aggression, near-misses, crashes) were recorded. A tendency toward left-hand travel, as on Australian roads, was stronger for cyclists than for pedestrians, and where centreline was present. Cyclists were often estimated to travel above 10 km/h, a speed limit that has been suggested based on pedestrian safety considerations, but that would be unacceptable for long stretches of commuter cycling. Centreline was associated with lower estimated speeds. Cyclists typically adhered to their responsibility of giving way to pedestrians, but often passed on the left, passed too close, passed without slowing, or passed without warning (e.g. with a bell). Use of mobile telephones and mp3 players is common, particularly amongst pedestrians. Five near collisions were observed, and 53 survey participants reported 2 collisions and 13 near misses. Contributing factors appear to include path users using potentially distracting devices, or straying from the rules of thumb to keep to the left, and to overtake on the right.A survey of cyclists and pedestrians suggested that there are issues with perceptions of space ownership. These results represent an important contribution to the evidence-base for initiatives to improve the safety of shared paths.     

The influence of the built environment on pedestrians’ perceptions of attractiveness,safety and security

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.     

Multimodal traffic safety concerns in a university population

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

Modeling the impact of traffic conditions and bicycle facilities on cyclists’ on-road stress levels

Past research efforts have shown that cyclists’ safety, stress, and comfort levels greatly affect the routes chosen by cyclists and cycling frequency. Some researchers have tried to categorize cyclists’ levels of traffic stress utilizing data that can be directly measured in the field, such as the number of motorized travel lanes, motorized vehicle travel speeds, and type of bicycle infrastructure. This research effort presents a novel approach: real-world, on-road measurements of physiological stress as cyclists travel across different types of bicycle facilities at peak and off-peak traffic times. By matching videos with stressful events, it was possible to observe the circumstances of those stressful events. The stress data was normalized, and the method was carefully validated by a detailed analysis of the stress measurements. Novel statistical results from a multi-subject study quantifies the impact of traffic conditions, intersections, and bicycle facilities on average stress levels.     

How gender differences and perceptions of safety shape urban mobility in Southeast Asia

Despite numerous studies on how gender differences affect transport mobility choices and perception of safety, there has been little emphasis on the influence of spatial and socio-cultural constructs on it, particularly in the Southeast Asian context. This article investigates this relation through (1) an on-street survey involving 383 participants in eight neighbourhoods in Jakarta and Kuala Lumpur, (2) analysing videos taken with the walking with video approach, and (3) a computational analysis of the street network using space syntax. Findings suggest that a large proportion of women ascribed to negative perceptions of safety as compared to men. Negative perceptions of safety were related to wariness towards motorcycles in Jakarta and absence of other pedestrians and the image of the place in Kuala Lumpur. This difference can be attributed to distinctions in spatial configurations and socio-cultural constructs between both cities. Findings provide practical insights – mode segregation or changes to street design – to address gendered mobility for sustainable urban transport in the region.     

Adolescents' perceptions of school neighbourhood built environment for walking and cycling to school

Walking is a more common transport mode to school than cycling among adolescents in many countries worldwide. Adolescents' and their parents' have different perceptions of walking versus cycling to school. This study compared adolescents' perceptions of school neighbourhood built environment characteristics for walking versus cycling to school. Adolescents familiar with their school neighbourhoods (n=411; age: 15.0 ± 1.2 years; male: 31.3%) from six secondary schools in Dunedin, New Zealand completed an online survey about their travel to school and perceptions of their school neighbourhood environments for walking and cycling to school. Overall, 32.8% of adolescents walked to school, and only 1.2% cycled. More adolescents reported sufficient footpaths than cycle paths (77.9% vs 42.3%) in their school neighbourhoods. Compared to walking, adolescents reported that their school neighbourhood environments provided less support for cycling to school, including fewer crossings/signals for cyclists versus pedestrians (52.8% vs 69.3%), fewer street lights (cycling vs walking; 57.9% vs 70.3%) and fewer destinations within easy cycling versus walking distance from their school (65.5% vs 50.4%) (all p<0.05). Active transport users perceived lower traffic volume, higher traffic speed, and fewer hilly streets along the walking and cycling routes to school than motorised and mixed transport users (all p<0.05). Future active transport interventions in school neighbourhoods need to be tailored to address walking- and/or cycling-specific barriers, including built environment and traffic safety in a local context.     

Sharing the road with autonomous vehicles: A qualitative analysis of the perceptions of pedestrians and bicyclists

Public perception assessment is important for gaining a better understanding of the acceptance of autonomous vehicles (AVs) and identifying potential ways to resolve public concerns. This study investigated how pedestrians and bicyclists perceived AVs based on their knowledge and road sharing experiences, applying a combined inductive and deductive data analysis approach. Survey responses of pedestrians and bicyclists in Pittsburgh, Pennsylvania, USA collected by Bike Pittsburgh (BikePGH) in 2019, were analyzed in this research. AVs following traffic rules appropriately and AVs driving safer than the human drivers were the most notable positive perceptions towards AVs. Pedestrians and bicyclists showed comparatively fewer negative perceptions towards AVs than positive perceptions. Negative perceptions mostly included a lack of perceived safety and comfort around AVs and trust in the AV technology. Respondents also concerned about AV technology issues (e.g., slow and defensive driving, disruptive maneuver), while sharing the road with AVs. Perceptions of the respondents were significantly influenced by their views on AV safety, familiarity with the technology, the extent respondents followed AV on the news, and household automobile ownership. Regulating AV movement on roadways, developing safety assessment guidelines, and controlling oversights of improper practices by AV companies were the major suggestions from the survey participants. Findings of this study might help AV companies to identify potential improvement needed in AV technology to increase pedestrians and bicyclists acceptance, and policymakers to develop policy guidelines to ensure safe road sharing among pedestrians, bicyclists, and AVs.     

Analysis of heart rate variability amongst cyclists under perceived variations of risk exposure

Cycling as a mode of travel provides an opportunity for many people to increase their levels of regular physical activity and contribute to their mental and physical health. Heart rate is often used as a means of measuring the intensity and energy expenditure of physical activity. However, heart rate is also linked to emotional factors such as anxiety and fear. Perceptions of risk due to external factors such as other road users and infrastructure may arouse such emotions in urban cyclists. The present study set out to investigate whether or not perceptions of risk among urban cyclists may lead to increased heart rates. Cyclists completed a test route in normal traffic conditions in Cork, Ireland and heart rates and self-reported risk ratings were recorded in real time. Evidence was found of a link between perceptions of risk and heart rates. This raises questions regarding the use of heart rate to estimate exercise intensity and energy expenditure during urban cycling. The perceptions of cyclists of their safety in relation to various road elements on familiar routes were also assessed, as well as specific events which they perceive to be high in risk. The results indicate that incidents involving car traffic and busy roads which offer no protection from interaction with car traffic are associated with greatest perceptions of risk.     

Exploration of mental envelope determinants when pedestrians interact with various mobilities on mixed streets

Mixed traffic of multiple road users may increase when machines and future mobilities are gradually introduced in human society to satisfy the travel and service needs of people. For providing a safe and comfortable walking environment for pedestrians in the mixed streets with various mobilities, this study proposes the envelope theorem based on the contributions and limitations of the previous explorations in human–machine coexistence. The envelope is divided into physical and mental envelopes. The main focus of this study is the mental envelope (ME) which is a psychological boundary used to distinguish the range of comfort and unpleasantness in people’s minds. ME as the expansion of previous interpersonal distance can explain the pedestrian perceptions from different perspectives. This paper discusses the definition, expressions, and applications of ME, and then explores its determinants and relationships by conducting structural equation modeling (SEM) based on the questionnaire survey. The findings may assist to create better road allocation in the future.     

Physiological markers of traffic-related stress during active travel

Understanding perceptions of safety and comfort (PSC) while walking or cycling is essential to accommodating and encouraging active travel, but current measures of PSC, primarily surveys, suffer from validity and reliability issues. Physiological markers of stress like electrodermal activity and heart rate variability have been proposed as alternative, objective measures of PSC. This paper presents a literature summary and conceptual framework examining the use of physiological stress markers during walking and cycling. The existing studies of active traveller stress markers report inconsistent findings and account for limited controls. We propose a comprehensive conceptual framework to describe the array of dynamic stimuli experienced during active travel, with complex appraisals and multidimensional stress responses that feedback to travel behaviour and stimuli exposure, and culminate in a set of physiological outcomes triggered by activation of the autonomic nervous system – all moderated by numerous personal and trip-related factors. The key challenge of inferring traffic-related fear or discomfort from physiological markers measured on-road is potential confounding effects of: (1) non-traffic factors that induce or modify stress responses, (2) traffic factors that induce stress responses not associated with safety or comfort, and (3) personal and environmental factors that directly influence physiological measurements outside of a stress response. No physiological stress marker has yet been shown to be reliable for on-road active travellers, particularly not for inter-subject comparisons. Physiological markers have the potential to provide high-resolution, objective information about pedestrian and cyclist PSC, but further research, particularly controlled experiments, and more precise study framing are needed to ensure validity and address moderating and confounding factors.     

Joint consideration of energy expenditure,air quality,and safety by cyclists

Public health benefits are an important motivator and justification for urban cycling promotion. The health impacts of cycling are typically evaluated using three main effect pathways: physical activity (exercise), air pollution exposure, and safety (crashes). Effects of safety on cycling behaviour have been investigated, but little is known about how energy expenditure and air quality concerns influence cycling decisions. Understanding cyclist perceptions and preferences is important for planning and designing sustainable and healthy transportation networks. As such, research providing insights into the heterogeneity of these concerns is needed to inform models of behavioural change with evolving vehicles, technology, and infrastructure. The objective of this paper is to investigate the joint consideration of energy expenditure, air quality, and safety concerns by cyclists, and their relationships with cycling frequency. A structural equation model is developed based on data from a survey of 625 intercepted real-world cyclists. Air quality and energy expenditure were considered in routing decisions by 51% and 73% of the cyclists, respectively. Model results show that traffic safety and air pollution risks are perceived differently by cyclists, which has implications for modeling urban cycling behaviour in the context of evolving motor vehicle fleets. Safety concerns were associated with less frequent cycling, but not air quality concerns. Consideration of energy expenditure varies significantly among individuals and trip types, which will emerge with different preferences related to hills, stops, speeds, and electric-assistance. Energy and air quality concerns were significantly associated, suggesting health-conscious cyclists who tended to be older, have higher educational attainment, be more physically active, and cycle more recreationally. Utilitarian and recreational cycling trips had different relationships with health-related considerations and with weekly physical activity.     

Cyclists' perception of cycling infrastructure – A Repertory Grid approach

Previous research indicate that cyclists prefer safe and comfortable infrastructure. However, concepts like safety or comfort may be understood and defined in different ways by different individuals. Moreover, these concepts are so broad that it is unclear to which specific characteristics of the traffic infrastructure they are linked. Therefore, the aim of this study is to inductively examine individual evaluation criteria that cyclists use to perceive and evaluate certain route attributes. Using the Repertory Grid technique, we elicited the personal constructs of 23 participants about given route attributes and asked them to rate every attribute on every construct. The constructs were categorized and clustered resulting in five evaluation criteria, namely Mental Comfort, Physical Comfort, Interaction, Environment, and Ease of Use. Both comfort clusters were rated the most relevant for route choice, but they strengthen the suggestion of two distinct aspects of comfort, one referring to mental stress, the other referring to physical effort. Furthermore, the analyses revealed Interaction as a relatively new route criterion which also raises a new view on the negative evaluation of motor traffic and expands the concept of stress. Regarding the evaluation of route attributes, a high traffic volume and cobbled stone were rated the most negative, whereas separated cycling facilities were evaluated as most positive. Findings of this study expand existing research by qualitative insights and provide a more detailed understanding of route criteria like comfort or safety. This can be used to enhance cycling facilities and to offer preferable infrastructure for cyclists.     

Estimating the safety benefit of separated cycling infrastructure adjusted for behavioral adaptation among drivers; an application of agent-based modelling

Separated cycling infrastructure is a key strategy employed by urban and transport planners to reduce car vs cyclist crashes.We constructed an agent-based model (ABM) to explore the potential effects of introducing progressively greater levels of saturation (e.g., more kms) of separated cycling infrastructure into a transport network in which drivers also demonstrated behavioral adaptation in response to increased exposure to cyclists as suggested by the safety in numbers (SiN) theory.The findings highlight that if behavioral adaptation among drivers is assumed to be a strong mechanism underpinning cyclist safety, the introduction of low levels of separated cycling infrastructure across a network (e.g., few kms) may provide little or no reduction in car vs cyclist crashes. This is due to the countervailing effects that separated infrastructure may have on drivers’ exposure to cyclists; a fundamental contributor to the concept of behavioral adaptation.This study demonstrates the utility of ABMs to explicitly define and model candidate behavioral mechanisms associated with cyclist and vehicle interaction when estimating the interaction of infrastructure and behavioral mechanisms proposed to underlie cyclist safety. Practically, it suggests that greater saturation of separated cycling infrastructure across transport networks may be required to reduce overall car vs cyclist crashes in circumstances where behavioral adaptation is also a strong mechanism contributing to cyclist safety.     

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

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

Cyclist efficiency and its dependence on infrastructure and usual speed

Bicyclists are a heterogeneous group, with varying abilities, traffic education and experience. While efficiency was identified as an important factor on utility bicycle trips, it might be traded for experienced safety, for example by choosing different pathways in a given situation, or by relinquishing one’s right of way. In a semi-controlled study with 41 participants, a grouping was made according to self-reported riding speed in relation to other cyclists. The participants cycled twice along a 3 km inner-city route, passing four intersections with different priority rules. The cyclists were free to choose how to negotiate the intersections. Speed and the traffic surroundings were recorded via gps and cameras on the bike of the participant and of a following experimenter. For each cyclist, the ‘base’ speed on undisturbed segments was determined as reference. Based on this, the efficiency in different types of intersections was computed per cyclist group. It turned out that infrastructural aspects, cyclist group and the presence and behaviour of interacting traffic influenced cyclist efficiency. Faster cyclists were delayed more when the infrastructure required a stop regardless of the traffic situation, like at a red traffic light or a stop sign. The members of the so-called ‘comfort cyclists’ group were delayed the most in a roundabout with mixed traffic, where many chose to get off their bike and walk. In a society working for equality of access to the transport system, it is recommended to develop solutions that consider and accommodate the behaviours of different cyclist groups when planning bicycling infrastructure.     

A perception-based cognitive map of the pedestrian perceived quality of service on urban sidewalks

A better understanding of what walking entails is important in sustainable transportation planning. Recent research has shown that perceptions have a higher power to explain the quality of service (QoS) than objective measures have; the latter being typically used in the pedestrian level of service methodologies. Despite the existing research on perceptions and QoS in other transportation fields, very little information has been found in the literature that can explain a clear cognitive structure that defines the pedestrian QoS. In this research, we propose a cognitive map to make it possible to understand and explain pedestrian sidewalk QoS of a given infrastructure when walking, based on perceptions. We gathered the perceptions of 1056 pedestrians on-site, regarding the attributes (indicators) identified in the literature review in 30 locations in Bogotá, Colombia. Based on an Exploratory Factor Analysis, we developed a conceptual model through Structural Equation Modeling. We found that seven latent variables (LVs) (i.e., Sidewalk characteristics, Externalities, Surrounding, Discomfort, Bike hassles, Protection, and Amenities) interrelate to each other, forming a pedestrian cognitive map. QoS is directly explained by how pedestrians perceive the LVs sidewalk characteristics and surrounding and indirectly by the rest of LVs. The cognitive map shows three LVs related to the interaction between pedestrians and other transportation modes (i.e., externalities, discomfort, and bike hassles) that impact the perceived QoS negatively, and four LVs related to the interaction between pedestrians and different elements of the sidewalk (i.e., sidewalk characteristics, surrounding, amenities, and protection) that impact the perceived QoS positively. To understand pedestrian perceptions when walking and the path that these perceptions follow to develop a QoS perception provides an accurate tool by which to improve the QoS from the useŕs perspective, generating a new opportunity to provide better pedestrian facilities.     

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.