Judgments of mean speed and predictions of route choice

How are driving speeds integrated when speeds vary along a route? In a first study, we examined heuristic processes used in judgments of mean speed when the mean speeds on parts of the trip varied. The judgments deviated systematically from objective mean speeds because the distances driven at different speeds were given more weight than travel time spent on the different distances. The second study showed that when there was a 10–15 min pause during a travel the effect on the mean speed decrease was underestimated for driving speeds of 90 km/h and higher. In the third study, the objective mean speeds and the subjective biased mean speed judgments were used to predict choices between routes with different speed limits. The results showed that subjective judgments predicted decisions to maximize mean speed significantly better than objective mean speeds. Finally, some applied and basic research implications of the results were discussed.     

Modeling and prediction of driver preparations for making a right turn based on vehicle velocity and traffic conditions while approaching an intersection

This paper focuses on modeling and predicting the influence of a vehicle’s velocity and the relative position between a driver’s vehicle and a vehicle to the front or rear on the onset of driver preparations for making a right turn at an intersection. Repeated experiments were carried out on a public road to measure driver preparations, including releasing the accelerator pedal, moving the right foot to cover the brake pedal, and activating the turn signal, as well as to record vehicle velocity and the relative distances to the leading and following vehicles. Structural equation modeling was applied to estimate these relationships quantitatively. Two separate latent variables accounting for the interaction between the driver’s vehicle and leading or following vehicles, and the onset point where driving behavior changes from straight mode to preparation mode before a right turn, were introduced in the specification of the structural equation model. The model estimates and testing indicate that the proposed structural equation model represents well the relationship hypothesized by observational analysis: that the vehicle velocity and the traffic conditions surrounding the driver’s vehicle strongly influence the driver’s deceleration and more weakly influenced turn signal activation. The proposed structural equation model contributes to the prediction of the onset locations of covering the brake pedal and activating the turn signal based on the vehicle velocity and the relative distances to the front and rear vehicles when the accelerator pedal is released. The prediction accuracy is high compared with predictions in which the vehicle velocity and the headway or rear distances are not taken into account or predictions using a single regression model with one independent variable, namely driving speed. Finally, a possible new addition to in-vehicle navigation systems that detects unusual driver behavior by predicting the driver’s preparatory maneuvers is discussed.     

A model for explanation of personal attitudes toward traffic of candidate drivers attending drivers’ courses: Risky candidate driver’s attitude model

There exist a good many scientific studies into risk-taking and risky behavior displayed by reckless drivers; however, there are only a few studies into attitudes towards the traffic displayed by candidate drivers. The present study aims to investigate the dimensionality of candidate attitudes’ drivers. Data were collected from questionnaire completed by 258 candidate drivers, and were divided into two sets. The first data was used to explore the underlying factor structure and five latent factors were derived; Factor A Attitude towards drinking and driving; Factor P positive attitude toward traffic; Factor S speeding; Factor T traffic flow vs. rule obedience; and Factor R risky candidate driver’s attitude. The second data set was used to confirm this factorial structure using confirmatory factor analysis. The fit indices showed that the model fitted the data well.     

Personality and accident liability: are extraversion, neuroticism and psychoticism related to traffic and occupational fatalities?

The aim of the present study was to investigate the relationship between extraversion, neuroticism and psychoticism, and road traffic fatalities in a data set of 34 nations. In addition to traffic fatalities per 100,000 vehicles, work-related fatalities were included in the study. Results showed that extraversion had a positive relation to the number of traffic fatalities whereas neuroticism correlated negatively with road fatalities. Occupational fatalities were strongly related to deaths on the roads but not to personality dimensions. Countries with high extraversion scores had more traffic fatalities than countries with moderate or low extraversion scores. The need for well-designed studies investigating the link between personality factors and traffic accident liability via driver behaviour was expressed.     

The impact of Primacy/Recency Effects and Hazard Monitoring on attributions of other drivers

The present study examined the impact of Primacy/Recency Effects and Hazard Monitoring on driver attributions. Participants viewed a simulated near collision from the perspective of a trailing motorist. The amount of error free driving prior to the near collision varied between two groups, where the near incident occurred either early or later in their viewing experience. They were then given the opportunity to provide judgments of the offending driver based on how safe, dangerous, risky, and skilled the driver was in general, and to evaluate their overall performance. Results showed a Primacy Effect dominance in that judgments of the driver were most negative in the early group, but this was moderated by high Hazard Monitoring for ratings of “dangerous” and “safe”. This suggests that judgments of other drivers are likely to be quick and based on early information, but are impacted by personal factors such as a tendency to monitor for hazards.     

Do supplementary signs distract the driver?

In 2005, the regulation of signage on German highways was changed and now allows supplementary signs. These signs are installed below direction signs and inform about the services offered on motorway service areas. Being advertisement, the supplementary signs bear the risk to distract drivers looking for directional information. To study the influence of supplementary signs, four experiments (N = 30) were conducted. Experiment 1 used the phenomenon of change blindness as an indicator for the allocation of attention. It could be shown that drivers searching for a specific direction direct nearly no attention to the supplementary signs. In experiment 2 and 3, the influence of the supplementary signs on perceptional threshold for directional information and on self-chosen perception times was measured. Neither the perceptional threshold nor perception times freely chosen by the participants were negatively affected by the supplementary signs. The last experiment analyzed the influence of supplementary signs on driver reaction in a critical driving situation in a driving simulator study. Here, supplementary signs had no negative impact on collision rate and reaction time. Based on the results, it is concluded that drivers use effective attentional strategies while searching for directional information. In the experiments no negative effects of the supplementary signs could be found.     

Pedestrian behaviour of 6th grade Estonian students: Implications of social factors and accident-prevention education at school

Children as pedestrians are one of the most vulnerable groups of road users. Therefore factors associated with risky pedestrian behaviour should be carefully studied. The aim of this article is to clarify how the traffic behaviour of 6th grade students as pedestrians is associated with the behaviour of their traffic companions and prevention activities at school, also taking gender into consideration. The research was conducted based on a randomly-selected sample of 1033 6th-grade students with the mean age of 12.77 ± 0.38 (SD) years. The results showed that compared to girls boys take significantly more risks as pedestrians: they rarely use reflectors during periods of darkness and often cross the road against the red light. The most important role models for adolescents in traffic behaviour are their parents. The role model behaviour with the strongest effect on adolescent high-risk behaviour in traffic is the role model not using crosswalks to cross the street. The results also showed that higher-risk traffic behaviour by adolescent pedestrians is predicted by higher-risk behaviour on the part of their companions (parents, teachers), walking alone on the street, as well as by an adolescent’s lower involvement in the less active prevention activities in the classroom. To improve adolescent pedestrians’ traffic behaviour social environment and school-based factors should be considered more thoroughly in prevention work at school.     

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.     

Surrogate safety indicator for unsignalised pedestrian crossings

ProblemAlthough the road safety situation in Poland is generally improving, the number of accidents at pedestrian crossings has not decreased in the last four years. This paper presents the results of the MOBIS research project, the aim of which was to develop surrogate safety indicators, based on detection of pedestrian-vehicle conflicts using video analysis.MethodPedestrian and vehicle traffic was filmed at two unsignalised pedestrian zebra crossings in Warsaw and Wrocław for over 40 days. Motion trajectories of vehicles and pedestrians were determined based on video processing. Several variables describing pedestrian-vehicle interactions were calculated, such as speed, post-encroachment time, distance between the participants, decelerations, etc. Classification of encounters was based on interactions of pedestrians and vehicles i.e. drivers yielding to pedestrians, vehicles passing just in front of, or behind pedestrians.Results and discussionCriteria for identification of dangerous encounters were selected with the assumption that it should be possible to automate the assessment process. The selected variables were: pedestrian-vehicle passing distance and the vehicle speed at that moment. Other criteria were used in cases of abrupt braking – deceleration exceeding 4 m/s² and vehicle speed. A Dangerous Encounter Index is proposed as a surrogate safety indicator for pedestrian crossings. It relates the occurrence of dangerous events to exposure, defined as the number of pedestrian-vehicle encounters.Practical applicationsThe proposed index shows that crossing two lanes involves more risk than crossing one lane, given similar traffic flow. Some improvement of safety at both types of crossing was observed after active signage involving blinking lights had been introduced. The proposed method is a step towards automation of safety assessment.     

Development and validation of the Drivers’ Emotional Intelligence Inventory (EMOVIAL)

Road fatalities involving young road users have become a global health issue. Although human factors are known to be involved in road fatalities, little research has examined the way in which emotional competencies may affect road accidents. With the aim of filling this gap we describe the development and validation of a scale for measuring emotional intelligence when driving. The EMOVIAL inventory consists of nine items distributed across three dimensions (attention to emotions while driving, clarity of emotions while driving, and emotional regulation while driving). Analysis of its psychometric properties showed it to be valid and reliable. The paper discusses how the scale may be used to improve road safety.