Personality,dangerous driving,and involvement in accidents: Testing a contextual mediated model

The present study tested the role of various personality traits in explaining dangerous driving and involvement in accidents, using a contextual mediated model (N = 311). We initially found direct effects of personality traits on dangerous driving indicators (Big-5, Dark Triad, sensation seeking, aggression, and impulsivity). Subsequently, personality variables with predictive power were tested in the mediation model. Indirect effects of anger, psychopathy and sensation seeking on the history of involvement in traffic accidents were found, which was predicted directly by risky driving. The results are discussed based on the characteristics of each trait. Overall, our research replicates and extends previous findings and highlights the importance of psychological evaluations (e.g., personality test) when prospective drivers are applying for a driver license.     

Long term course of chronic posttraumatic stress disorder in traffic accident victims: a three-year prospective follow-up study

The purpose of the present study was to gather prospective longitudinal data on the long-term course and outcome of chronic posttraumatic stress disorder (PTSD). The target population for this study was 74 injured traffic accident victims who had been previously followed-up for one year after the trauma. Nineteen of the original 24 PTSD subjects (79%) and 39 of the original 50 Non-PTSD subjects (78%) were available for this study, which took place during the fourth year after the accident. Our results show that 10 (53%) of the 19 patients with PTSD at one-year still suffered from PTSD after another two-year follow-up interval, while 9 recovered from PTSD during this follow-up period. Only 2 of the 39 without PTSD at one year developed delayed onset PTSD. The best predictor of recovery from chronic PTSD was the initial level of posttraumatic reaction immediately after the accident. These results demonstrate that spontaneous recovery from PTSD can occur even among patients who are currently considered chronic. Severity of initial reaction to the trauma appears to be a major risk factor for non-remitting chronic PTSD.     

Effects of listening to music, and of using a handheld and handsfree telephone on cycling behaviour

The effects of listening to music on cycling behaviour were evaluated. Twenty-five participants completed a track on a bicycle while listening to music with two standard earbuds, with one earbud, and with two in-earbuds. Conditions with high tempo music and loud volume were also included in the experiment, as were two mobile phone conditions, one in which participants operated the phone hand held and one handsfree condition.Cycle speed was not affected by listening to music, but was reduced in the telephone conditions. In general the response to auditory signals worsened when participants listened to music, in particular when listening with in-earbuds loud auditory stop signals were missed in 68% of the cases. However, when listening with only one standard earbud performance was not affected. In the conditions when participants listened to high volume and to high tempo music, the auditory stop signal was also heard in significantly fewer cases. Completing a task on the mobile phone, using both handheld and handsfree sets, resulted in increased response time to an auditory stop signal and also reduced overall auditory perception. Furthermore, handsfree operation only had minor advantages opposed to hand held operation, with only response time to an auditory stop signal resulting in faster performance. This is likely to be related to the fact that both hands could be used for braking.It is concluded that listening to music worsens auditory perception, in particular if in-earbuds are used. Furthermore, both handheld and handsfree operation of mobile phones has a negative effect on perception, potentially forming a threat to cyclist traffic safety.     

Does the effect of traffic calming measures endure over time? – A simulator study on the influence of gates

Accident statistics show that transitions from rural to urban areas are accident prone locations. Inappropriate speed and mental underload have been identified as important causal factors nearby such transitions. A variety of traffic calming measures (TCM) near rural–urban transitions has been tested in field experiments and driving simulator studies. Simulator experiments repeatedly exposing participants to the same treatment are scarce, hence it is unclear to what extent the effects of a TCM endure over time.This is precisely the objective of the current study: to examine what happens with the behavior of drivers when they are exposed multiple times to the same treatment (in this case a gate construction located at a rural–urban transition). Over a period of five successive days, seventeen participants completed a 17 km test-drive on a driving simulator with two thoroughfare configurations (gates present or absent) in a within-subject design. Results indicate that gates induced a local speed reduction that sustained over this five-day period. Even though participants were inclined to accelerate again once passed by this gate configuration, they always kept driving at an appropriate speed. We did not find any negative side effects on SD of acceleration/deceleration or SDLP.Overall we conclude that gate constructions have the potential to improve traffic safety in the direct vicinity of rural–urban transitions, even if drivers are repeatedly exposed. Notwithstanding, we advise policy makers to appropriately use this measure. Best is to always carefully consider the broader situational context (such as whether the road serves a traffic- rather than a residential function) of each particular location where the implementation of a gate construction is one of the options.     

The differences in hazard response time and driving styles of violation-involved and violation-free taxi drivers

The present study aimed to investigate the relationships between taxi drivers’ traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers’ traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers’ hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training.     

Gender differences in the use of ADAS technologies: A systematic review

BackgroundIn recent years, Advanced Driving Assistance Systems (ADAS) have been significantly progressed, opening novel horizons in reducing traffic accidents. Driver gender can be an affecting factor in the utilization of these systems. The purpose of this study is to review articles examining the effect of gender on the use of ADAS technologies.MethodsThis systematic review was conducted in Scopus, Science Direct and PubMed databases using defined key-words in 2018. The retrieved articles were managed and screened through PRISMA-P protocol using EndNote X7 software. The extracted variables were divided into three categories of reaction, behavior, and outcome and also the relevant subgroups. The results for each subgroup were qualitatively and quantitatively analyzed to obtain a definite conclusion for each category.ResultsTotally, 1039 articles were retrieved from which 27 were included. The analysis of results in reaction category indicated that in almost all of the variables, there was no significant difference between male and female drivers. In the behavior category, gender showed a significant effect on variables within the subgroups of driving speed, longitudinal distance, and lateral motion. The gender had also significant effect on the variables of the outcome category.ConclusionsThe present review showed that there was no significant difference between male and female drivers in reaction to sudden traffic events alarmed by warning systems. However, in terms of driving behavior, males behaved more dangerous than female. The findings also revealed that the number of crashes in critical situations was higher for female drivers.     

Implicit and explicit attitudes in transportation research: A literature review

Dual-Process Models of Attitudes (DPMA) have provided new concepts and methods for attitude-behavior research in the field of transportation. Notwithstanding, there is a lack of critical reviews on this topic; leaving researchers with an unclear picture of the key issues to consider in developing new research. This paper reviews previous studies on DPMA in traffic and transportation research. A systematic review of English and non-English language articles using Transport Research International Documentation (TRID) as main database was conducted. Additional studies were identified by searching in ScienceDirect and Google Scholar. A total of 1674 references were revised. Twenty-eight articles met the inclusion criteria. Four central issues were examined: (a) the role of implicit and explicit attitudes in transport behavior, (b) the degree of relationship between implicit and explicit attitudes, (c) the types of measures used to assess implicit attitudes, and (d) the malleability of implicit attitudes. The review has identified that: (a) implicit attitudes were associated with a wide variety of transport-related behavior, (b) implicit and explicit attitudes were weakly correlated (mean correlation, weighted by sample size was r = 0.11), and little knowledge exists on factors moderating the implicit-explicit relationship, (c) the evidence on the indirect measures’ better resistance to social desirability bias as compared with traditional techniques is scant and inconclusive, (d) some studies exhibit problems in the application of indirect measures, and (e) few studies (n = 2) aimed to evaluate interventions for attitude change. The analysis showed the sustained growth of the applications, the potential of DPMA, and the need for more rigorous research. Most studies of area do not consider the theoretical and methodological shortcomings of the DPMA, and tend to be based on a controversial notion of implicit and explicit attitudes.     

Analysis of the occurrence and severity of vehicle-pedestrian conflicts in marked and unmarked crosswalks through naturalistic driving study

BackgroundAlthough many studies have been conducted on the safety of pedestrian crossings, few researches have been focused on drivers' behavior in unmarked crosswalk and marked crosswalk areas. Considering that statistics of pedestrian accidents are not the same in the two types of crossing area, based on the last report of the World Health Organization, it is very critical to evaluate driver yielding behavior to determine the differences in the actions of drivers when encountering pedestrians in the two areas.MethodsThis study was conducted based on surrogate measures of safety (SMoS) collected through a Naturalistic Driving Study on 52 participants in Iran. The study was carried out from April 2017 to April 2018 using the installation of cameras in the private vehicle of the participants. The analysis of the recorded films showed that 956 conflicts have occurred in unmarked crosswalks and 392 conflicts in marked crosswalks, respectively.ResultsA model was developed for driver yielding behavior using binary logistic regression, and showed that yielding rates in unmarked crosswalsk were about fifty percent of the yielding rates in marked crosswalks. Based on the model, it is indicated that the aggressive behavior of pedestrians during the crossing, such as running, zigzag and diagonal crossing, as well as the late detection of pedestrians by drivers resulting from high-speed driving in the unmarked crossing areas, will reduce the yielding behavior rate. Also, using the Swedish traffic conflicts technique, the severity of the conflicts was classified into four general categories: encounter, potential, slight, and serious conflict, through 30 different levels on the basis of conflicting speed and time to the accident. The results showed that pedestrians behavior during conflicts of the group “encounter” and drivers’ behavior during conflicts of the groups of “potential”, “slight” and “serious”, were the principal factors in preventing collision through an evasive maneuver. The results showed that increasing the level of conflict severity, which indicates an increase of the conflicting speed and a decrease of the time remaining to point of a possible collision with pedestrian, causes drivers to yield a harsh-maneuver to prevent collision. Soft-maneuvers such as deceleration and acceleration, as well as harsh-maneuvers such as changing the lane/stop during conflicts were most driver yielding behavior during conflict groups of slight and serious. According to the results of the analysis, the behavior of drivers in marked crossing areas is better than in the unmarked crossing area, leading to safer crossing for pedestrians.ConclusionsThis study suggests that the significant differences in driver yielding behavior in the two areas is due to the late detection of pedestrians by drivers and also the less proper action by them in unmarked crosswalk areas. Thus, the probability of accidents in Unmarked Crossing areas is higher than in marked crossing areas. Consequently, the design of improved advanced driver assistance systems to identify the risk of pedestrian accident may improve the driver yielding behavior and thus increase the safety of pedestrians.     

Comparison of contributing factors in hit-and-run crashes with distracted and non-distracted drivers

Among different types of crashes, hit-and-run is driver’s failure to stop after a vehicle crash. There are many accidents where drivers could actually be at fault or totally innocent, and leaving the scene would turn an innocent driver into a criminal. The current paper aims to contribute to the literature by exploring the association of different variables pertaining to the condition of infrastructure, environment, driver, population of the area, and crash severity and type with hit-and-run crashes. The analysis is performed for two data sets: (i) crashes where the driver was distracted; and (ii) crashes where driver was not distracted. Hit-and-run crash data with corresponding factors are police-reported data for crashes within Cook County, Illinois, occurring between 2004 and 2012. A logistic regression model assessed 43 variables within 16 categories for statistically significant association with hit-and-run crashes, for drivers with and without distraction. For both driver distraction statuses, 17 variables were associated with a significant increased probability of a hit-and-run crash and 10 variables were associated with a significant decreased probability. Additionally, it was found that crashes on curve level and curve hillcrest road alignment types were associated with increased likelihood of a hit-and-run crash when the driver was distracted and decreased likelihood when the driver was not distracted. Variables related to hit-and-run crashes vary depending on driver’s distraction status. When comparing likelihood to flee the scene after a crash, non-distracted drivers are 27% less likely to do so compared to distracted drivers.