Pub Date : 2025-12-01DOI: 10.1016/j.trf.2025.103470
Rul von Stülpnagel , Fabian Niemann , Hiba Nassereddine , Anja Huemer , Axel Leonhardt
Almost all cyclists violate some traffic rules with varying frequencies; however, there are few direct assessments of their reasons and motivations for these infringements. If we want to tackle traffic rule violations by cyclists as a source of conflict and contra-cycling attitudes, a more complete understanding of the reasons underlying these violations is required.
This research is based on a non-representative, web-based inquiry consisting of about 5,800 contributions from road users about traffic situations described as dangerous, confusing, or a nuisance. Contributions were manually coded for the transportation modes of perpetrator(s), victim(s), and the violated rule. Regarding the described or assumed reasons, the classification system of human errors by Reasons was used to differentiate between mistakes, slips and lapses, and routine as well as situational violations.
A total of 717 violations committed by cyclists and 1,795 violations committed against cyclists were identified. About half of the contributions expressed or assumed reasons for the described rule violation, only a fraction of which was attributed to recklessness. A noticeable proportion of rule violations by cyclists were attributed to situational factors, suggesting that rule infringements occur because cyclists feel that (i) they have no other choice, (ii) observing the rule is too dangerous, or (iii) traffic regulations are unclear or absent. In order to reduce the rule violations by cyclists as well as their conflicts with other road users, the traffic systems need to be designed such that cyclists do not feel that their most reasonable option is to commit these rule violations.
{"title":"Why do cyclists violate traffic rules? Evidence for situationally and personally motivated violations, slips, and mistakes from a crowdsourcing project","authors":"Rul von Stülpnagel , Fabian Niemann , Hiba Nassereddine , Anja Huemer , Axel Leonhardt","doi":"10.1016/j.trf.2025.103470","DOIUrl":"10.1016/j.trf.2025.103470","url":null,"abstract":"<div><div>Almost all cyclists violate some traffic rules with varying frequencies; however, there are few direct assessments of their reasons and motivations for these infringements. If we want to tackle traffic rule violations by cyclists as a source of conflict and contra-cycling attitudes, a more complete understanding of the reasons underlying these violations is required.</div><div>This research is based on a non-representative, web-based inquiry consisting of about 5,800 contributions from road users about traffic situations described as dangerous, confusing, or a nuisance. Contributions were manually coded for the transportation modes of perpetrator(s), victim(s), and the violated rule. Regarding the described or assumed reasons, the classification system of human errors by Reasons was used to differentiate between mistakes, slips and lapses, and routine as well as situational violations.</div><div>A total of 717 violations committed by cyclists and 1,795 violations committed against cyclists were identified. About half of the contributions expressed or assumed reasons for the described rule violation, only a fraction of which was attributed to recklessness. A noticeable proportion of rule violations by cyclists were attributed to situational factors, suggesting that rule infringements occur because cyclists feel that (i) they have no other choice, (ii) observing the rule is too dangerous, or (iii) traffic regulations are unclear or absent. In order to reduce the rule violations by cyclists as well as their conflicts with other road users, the traffic systems need to be designed such that cyclists do not feel that their most reasonable option is to commit these rule violations.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103470"},"PeriodicalIF":4.4,"publicationDate":"2025-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145693857","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Novice drivers (NDs) face elevated crash risk, particularly during their first months of solo driving. Parental accompanying is a widely endorsed method for mitigating this risk. Yet, many parents struggle to allocate sufficient time for accompaniment, and NDs frequently report elevated tension when driving with their parents. To address these challenges, we introduce remote accompaniment − a “Zoom-like” technology that enables accompaniment from a distance in real time.
This study examined parent and ND perspectives on: (1) remote accompaniment usefulness, safety, and tension; (2) comparisons with conventional (in-person) accompaniment; and (3) the potential increase of accompanied driving utilizing the remote accompaniment.
We invited 41 parent–ND pairs to experience both conventional and remote accompaniment drives. Following these experiences, participants completed self-report measures assessing perceived usefulness, safety, and attitudes toward each accompaniment method.
Parents and NDs rated conventional and remote accompaniment as useful, with mean scores approximating 4 on a 5-point scale. Parents rated remote accompaniment as less safe than conventional accompaniment, though the mean safety rating remained above the scale’s neutral midpoint. In contrast, NDs perceived both methods as equally safe. Concerning tension, parents and NDs indicated minimal tension during both accompaniment methods. Importantly, both parents and NDs indicated their intent to increase accompanied driving using the remote system.
In conclusion, remote accompaniment may present a promising approach for accompanied driving, and both parents and NDs find it useful and ready to adopt it in practice. However, successful implementation will need to address parents’ safety concerns.
{"title":"Accompanying novice drivers from a distance – The views of parents and novice drivers following an initial experience","authors":"Oren Musicant, Nicole Ben-Haim, Moran Mizrahi, Anat Goldstein","doi":"10.1016/j.trf.2025.103455","DOIUrl":"10.1016/j.trf.2025.103455","url":null,"abstract":"<div><div>Novice drivers (NDs) face elevated crash risk, particularly during their first months of solo driving. Parental accompanying is a widely endorsed method for mitigating this risk. Yet, many parents struggle to allocate sufficient time for accompaniment, and NDs frequently report elevated tension when driving with their parents. To address these challenges, we introduce remote accompaniment − a “Zoom-like” technology that enables accompaniment from a distance in real time.</div><div>This study examined parent and ND perspectives on: (1) remote accompaniment usefulness, safety, and tension; (2) comparisons with conventional (in-person) accompaniment; and (3) the potential increase of accompanied driving utilizing the remote accompaniment.</div><div>We invited 41 parent–ND pairs to experience both conventional and remote accompaniment drives. Following these experiences, participants completed self-report measures assessing perceived usefulness, safety, and attitudes toward each accompaniment method.</div><div>Parents and NDs rated conventional and remote accompaniment as useful, with mean scores approximating 4 on a 5-point scale. Parents rated remote accompaniment as less safe than conventional accompaniment, though the mean safety rating remained above the scale’s neutral midpoint. In contrast, NDs perceived both methods as equally safe. Concerning tension, parents and NDs indicated minimal tension during both accompaniment methods. Importantly, both parents and NDs indicated their intent to increase accompanied driving using the remote system.</div><div>In conclusion, remote accompaniment may present a promising approach for accompanied driving, and both parents and NDs find it useful and ready to adopt it in practice. However, successful implementation will need to address parents’ safety concerns.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103455"},"PeriodicalIF":4.4,"publicationDate":"2025-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145693858","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-28DOI: 10.1016/j.trf.2025.103454
Jonathan Flower , John Parkin , Ian Walker
Streets involve a compromise between engineering, regulation and behaviour, aimed at meeting the needs of a diverse range of users (motorists, pedestrians, cyclists, wheelchairs, micromobility) while often attempting to fulfil both Movement and Place functions. It is reasonable to ask to what extent these compromises prioritise the needs of some over others and what might be the consequences. This study used Q-methodology with a selection of road users chosen to represent groups likely to be marginalised by compromises of regulation or design, particularly those who walk or cycle. The analysis revealed five common categories of viewpoints: ‘We are traffic’ (the need for movement in streets, comparable to motorists), ‘Safety and comfort first’ (recognition of streets’ Place function), ‘Access is not optional’ (streets currently deny access to some), ‘Designed for all’ (unless designed for everyone, many will never choose to walk or cycle), and ‘Rules matter’ (rules should prompt those that can harm most to take a greater share of responsibility). These themes show that more marginalised users recognise the balances between Movement and Place and perceive restrictions on their access to public spaces arising from design and regulation compromises. A clear theme was that compromise designs, which expect users of very different vulnerability to mix, are a major barrier to more active travel and that, while a reduction in intimidating behaviour from motorists would be welcome by more marginalised groups, physical separation between means of travel would contribute the most to the creation of street environments conducive to human-scale movement.
{"title":"Corrigendum to “Excluded by design: Barriers to human-scale travel revealed through marginalised groups’ experiences of streets”. [Transport. Res. Traffic Psychol. Behav. 116 (2026) n/a–n/a/103383]","authors":"Jonathan Flower , John Parkin , Ian Walker","doi":"10.1016/j.trf.2025.103454","DOIUrl":"10.1016/j.trf.2025.103454","url":null,"abstract":"<div><div>Streets involve a compromise between engineering, regulation and behaviour, aimed at meeting the needs of a diverse range of users (motorists, pedestrians, cyclists, wheelchairs, micromobility) while often attempting to fulfil both Movement and Place functions. It is reasonable to ask to what extent these compromises prioritise the needs of some over others and what might be the consequences. This study used Q-methodology with a selection of road users chosen to represent groups likely to be marginalised by compromises of regulation or design, particularly those who walk or cycle. The analysis revealed five common categories of viewpoints: ‘We are traffic’ (the need for movement in streets, comparable to motorists), ‘Safety and comfort first’ (recognition of streets’ Place function), ‘Access is not optional’ (streets currently deny access to some), ‘Designed for all’ (unless designed for everyone, many will never choose to walk or cycle), and ‘Rules matter’ (rules should prompt those that can harm most to take a greater share of responsibility). These themes show that more marginalised users recognise the balances between Movement and Place and perceive restrictions on their access to public spaces arising from design and regulation compromises. A clear theme was that compromise designs, which expect users of very different vulnerability to mix, are a major barrier to more active travel and that, while a reduction in intimidating behaviour from motorists would be welcome by more marginalised groups, physical separation between means of travel would contribute the most to the creation of street environments conducive to human-scale movement.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103454"},"PeriodicalIF":4.4,"publicationDate":"2025-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145976494","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-26DOI: 10.1016/j.trf.2025.103427
Corinne Moser , Lorenz Meyer
As mobility is an essential part of modern life, people spend a substantial amount of time travelling. This paper investigates how people travelling in Switzerland use and evaluate their travel time, using a quantitative online survey (N = 2,056). While considering a representative distribution of trip purposes and a broad variety of transport modes, the survey focused on a recent trip made by participants. Participants reported their activities while travelling and evaluated the usefulness of their travel time.
Findings show that most travellers did not perceive their travel time as being wasted. Instead, many used it to relax, consume media, reflect, or engage socially – activities that varied substantially depending on the transport mode. For example, passengers on long-distance trains were more likely to read, work, or engage in digital media. Car drivers reported focusing on the ride or listening to audio content. Walking and cycling were often associated with physical activity and personal reflection.
Regression analyses further revealed that trip duration, transport mode, and activity type significantly influence how travellers evaluate the usefulness of their travel time. Perceived usefulness of travel time was highest among train passengers and lowest among car users and cyclists, highlighting the importance of attentional demands.
{"title":"Perceptions and use of travel time in Switzerland: Activities, transport modes, and perceived usefulness","authors":"Corinne Moser , Lorenz Meyer","doi":"10.1016/j.trf.2025.103427","DOIUrl":"10.1016/j.trf.2025.103427","url":null,"abstract":"<div><div>As mobility is an essential part of modern life, people spend a substantial amount of time travelling. This paper investigates how people travelling in Switzerland use and evaluate their travel time, using a quantitative online survey (<em>N</em> = 2,056). While considering a representative distribution of trip purposes and a broad variety of transport modes, the survey focused on a recent trip made by participants. Participants reported their activities while travelling and evaluated the usefulness of their travel time.</div><div>Findings show that most travellers did not perceive their travel time as being wasted. Instead, many used it to relax, consume media, reflect, or engage socially – activities that varied substantially depending on the transport mode. For example, passengers on long-distance trains were more likely to read, work, or engage in digital media. Car drivers reported focusing on the ride or listening to audio content. Walking and cycling were often associated with physical activity and personal reflection.</div><div>Regression analyses further revealed that trip duration, transport mode, and activity type significantly influence how travellers evaluate the usefulness of their travel time. Perceived usefulness of travel time was highest among train passengers and lowest among car users and cyclists, highlighting the importance of attentional demands.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"116 ","pages":"Article 103427"},"PeriodicalIF":4.4,"publicationDate":"2025-11-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145623591","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-24DOI: 10.1016/j.trf.2025.103445
Mackenzie L. McKeown , Michael K. Lemke , Alexander M. Crizzle
Background
Long-haul truck drivers (LHTD) routinely navigate challenging driving environments, which requires high levels of visual, cognitive, and physical functioning. While prior studies in older adults have demonstrated significant associations between functional abilities, self-perceptions, and driving performance, these relationships have not been examined among LHTD.
Objectives
The objectives of this study are to: (1) describe LHTD perceptions; (2) examine the associations between clinical test scores and driver perceptions; and (3) examine the associations between driver perceptions and simulated driving errors.
Methods
LHTD were recruited from various provincial and federal trucking associations and trucking companies across Canada. A sample of 36 LHTD completed a demographic questionnaire; objective health measures; Driving Comfort Scales (DCS) and Perceived Driving Abilities Scale (PDA); cognitive, visual, and motor tests; and two simulated drives with different environmental conditions.
Results
The mean age of the sample was 47.9 ± 12.3 years (range 22–69); 94.4 % were men. LHTD were highly comfortable driving during the day (DCS-D: 85.3 ± 9.2) and at night (DCS-N: 80.8 ± 12.3), however, their DCS-N scores were significantly positively associated with vehicle position, speed regulation, and adjustment to stimuli errors. Poorer scores on the RPWT, TMTA, and TMTB were significantly associated with lower driving comfort in scenarios that require quick decision-making (e.g., heavy traffic, other drivers not signaling).
Conclusions
The study highlights the significant role of physical and cognitive abilities in shaping LHTD self-perceptions, particularly in challenging conditions. To improve cognitive and on-road driving performance, future research should explore the development of a continuing education course for LHTD.
{"title":"Examining the association between driver perceptions with clinical tests and simulated driving performance in Canadian long-haul truck drivers","authors":"Mackenzie L. McKeown , Michael K. Lemke , Alexander M. Crizzle","doi":"10.1016/j.trf.2025.103445","DOIUrl":"10.1016/j.trf.2025.103445","url":null,"abstract":"<div><h3>Background</h3><div>Long-haul truck drivers (LHTD) routinely navigate challenging driving environments, which requires high levels of visual, cognitive, and physical functioning. While prior studies in older adults have demonstrated significant associations between functional abilities, self-perceptions, and driving performance, these relationships have not been examined among LHTD.</div></div><div><h3>Objectives</h3><div>The objectives of this study are to: (1) describe LHTD perceptions; (2) examine the associations between clinical test scores and driver perceptions; and (3) examine the associations between driver perceptions and simulated driving errors.</div></div><div><h3>Methods</h3><div>LHTD were recruited from various provincial and federal trucking associations and trucking companies across Canada. A sample of 36 LHTD completed a demographic questionnaire; objective health measures; Driving Comfort Scales (DCS) and Perceived Driving Abilities Scale (PDA); cognitive, visual, and motor tests; and two simulated drives with different environmental conditions.</div></div><div><h3>Results</h3><div>The mean age of the sample was 47.9 ± 12.3 years (range 22–69); 94.4 % were men. LHTD were highly comfortable driving during the day (DCS-D: 85.3 ± 9.2) and at night (DCS-N: 80.8 ± 12.3), however, their DCS-N scores were significantly positively associated with vehicle position, speed regulation, and adjustment to stimuli errors. Poorer scores on the RPWT, TMTA, and TMTB were significantly associated with lower driving comfort in scenarios that require quick decision-making (e.g., heavy traffic, other drivers not signaling).</div></div><div><h3>Conclusions</h3><div>The study highlights the significant role of physical and cognitive abilities in shaping LHTD self-perceptions, particularly in challenging conditions. To improve cognitive and on-road driving performance, future research should explore the development of a continuing education course for LHTD.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103445"},"PeriodicalIF":4.4,"publicationDate":"2025-11-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145624811","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-22DOI: 10.1016/j.trf.2025.103453
Hongrui Zhang , Yonggang Wang , Duo Li , Jingtao Li , Yu Cao , Yanqiu Cheng , Prakash Ranjitkar
Drivers must make lane-change decisions while interacting with surrounding vehicles in complex traffic environments. These decisions are highly sensitive to lane risk status, which leads to different behavioural outcomes. However, existing studies have not systematically explored the motivations and mechanisms of lane-changing behaviour under varying lane conditions. This study proposes a novel analytical framework using the highD dataset to examine how lane risk status affects drivers’ decision-making. By cross-classifying the status of the original and target lanes, four typical lane-change scenarios are identified. A two-stage method combining Association Rule Learning (ARL) and Structural Equation Modelling (SEM) is developed to extract behavioural patterns and establish interpretable causal mechanisms. Results show that drivers adopt distinct decision strategies under different lane-risk combinations. When the original lane is safe, they tend to prioritise greater headway for comfort, but excessive speed, neglect of speed differences, and the avoidance of large vehicles can increase the likelihood of risky lane changes. Conversely, when the original lane is risky, hazard avoidance and distance advantages become dominant, while vehicle-type preferences diminish. Moreover, the status of the target lane shifts drivers’ decision priorities. A safe target lane promotes the use of speed advantages to escape danger, while a risky target lane makes vehicle type the primary concern. These findings enhance the understanding of context-adaptive driving behaviour and provide theoretical support for intelligent lane-change strategies in autonomous driving systems.
{"title":"How does lane status influence drivers’ lane-change decisions? — An analysis based on naturalistic driving data","authors":"Hongrui Zhang , Yonggang Wang , Duo Li , Jingtao Li , Yu Cao , Yanqiu Cheng , Prakash Ranjitkar","doi":"10.1016/j.trf.2025.103453","DOIUrl":"10.1016/j.trf.2025.103453","url":null,"abstract":"<div><div>Drivers must make lane-change decisions while interacting with surrounding vehicles in complex traffic environments. These decisions are highly sensitive to lane risk status, which leads to different behavioural outcomes. However, existing studies have not systematically explored the motivations and mechanisms of lane-changing behaviour under varying lane conditions. This study proposes a novel analytical framework using the highD dataset to examine how lane risk status affects drivers’ decision-making. By cross-classifying the status of the original and target lanes, four typical lane-change scenarios are identified. A two-stage method combining Association Rule Learning (ARL) and Structural Equation Modelling (SEM) is developed to extract behavioural patterns and establish interpretable causal mechanisms. Results show that drivers adopt distinct decision strategies under different lane-risk combinations. When the original lane is safe, they tend to prioritise greater headway for comfort, but excessive speed, neglect of speed differences, and the avoidance of large vehicles can increase the likelihood of risky lane changes. Conversely, when the original lane is risky, hazard avoidance and distance advantages become dominant, while vehicle-type preferences diminish. Moreover, the status of the target lane shifts drivers’ decision priorities. A safe target lane promotes the use of speed advantages to escape danger, while a risky target lane makes vehicle type the primary concern. These findings enhance the understanding of context-adaptive driving behaviour and provide theoretical support for intelligent lane-change strategies in autonomous driving systems.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103453"},"PeriodicalIF":4.4,"publicationDate":"2025-11-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145624812","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Deficiencies in Hazard Management (HM) and Speed Management (SM) skills have been widely recognised as leading contributing factors to the high crash rate with young novice drivers. Although existing training programmes have shown to be effective in enhancing either HM or SM individually, the extent to which these skills transfer remains unknown. Therefore, the aim of the present research is to investigate if training interventions targeting one skill set, such as HM training, generalise to SM skills, and vice versa. Ninety young novice drivers were randomly assigned to one of five training conditions: Control, Implicit Training, Combined Feedback, HM Training, and HM Training with HM Feedback, and subsequently assessed on HM and SM performance across two post-training sessions (immediately after training and one-week post training) using a fixed-base driving simulator. The results revealed the benefit (significantly improved hazard mitigation) of ‘HM Training with HM Feedback’ for both concealed (i.e., Environmental Prediction) and divided focus (i.e., Divided Focus and Attention) hazards, but not hazards that were visible to participants (i.e., Behavioural Prediction), and this effect lasted up to one-week post training. In terms of SM, the ‘Combined Feedback’ group consistently showed improved SM skills (spent less time over the speed limit), and this effect was most evident in the lower speed zone of 50 km/h, as opposed to 80 km/h. This effect was also evident one-week post training. In terms of skills transfer, no skill generalisation occurred between HM and SM. These findings underscore the need for innovative training approaches that can simultaneously develop both critical competencies concurrently and enhance the overall safety of young drivers.
{"title":"Transferability of hazard management skills to speed management and vice versa: a driving simulator study","authors":"Boripat Ratchaneepun , Brett R.C. Molesworth , Oleksandra Molloy","doi":"10.1016/j.trf.2025.103451","DOIUrl":"10.1016/j.trf.2025.103451","url":null,"abstract":"<div><div>Deficiencies in Hazard Management (HM) and Speed Management (SM) skills have been widely recognised as leading contributing factors to the high crash rate with young novice drivers. Although existing training programmes have shown to be effective in enhancing either HM or SM individually, the extent to which these skills transfer remains unknown. Therefore, the aim of the present research is to investigate if training interventions targeting one skill set, such as HM training, generalise to SM skills, and vice versa. Ninety young novice drivers were randomly assigned to one of five training conditions: Control, Implicit Training, Combined Feedback, HM Training, and HM Training with HM Feedback, and subsequently assessed on HM and SM performance across two post-training sessions (immediately after training and one-week post training) using a fixed-base driving simulator. The results revealed the benefit (significantly improved hazard mitigation) of ‘HM Training with HM Feedback’ for both concealed (i.e., Environmental Prediction) and divided focus (i.e., Divided Focus and Attention) hazards, but not hazards that were visible to participants (i.e., Behavioural Prediction), and this effect lasted up to one-week post training. In terms of SM, the ‘Combined Feedback’ group consistently showed improved SM skills (spent less time over the speed limit), and this effect was most evident in the lower speed zone of 50 km/h, as opposed to 80 km/h. This effect was also evident one-week post training. In terms of skills transfer, no skill generalisation occurred between HM and SM. These findings underscore the need for innovative training approaches that can simultaneously develop both critical competencies concurrently and enhance the overall safety of young drivers.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103451"},"PeriodicalIF":4.4,"publicationDate":"2025-11-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145580003","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-20DOI: 10.1016/j.trf.2025.103430
Sergio A. Useche , Bridie Scott-Parker , Francisco Alonso , Boris Cendales , Sergio Traficante , Jeremias Tosi , Ruben Ledesma , Teodora Stefanova , Stella Karapa , Anna Emmanouel , Laura Šeibokaitė , Auksė Endriulaitienė , Kristina Žardeckaitė-Matulaitienė , Rusdi B. Rusli , Gabriel Dorantes-Argandar , Bolajoko I. Malomo , Maria de F. Pereira da Silva , Mario Ferrer , Duy Q. Nguyen-Phuoc , Ricardo Santa , Oscar Oviedo-Trespalacios
Young drivers represent a high-risk group worldwide, with their overrepresentation in road trauma placing substantial pressure on health and economic systems. Their crashes are often linked to risky driving behaviors, accentuating the need for reliable instruments to assess these patterns. The Behavior of Young Novice Drivers Scale (BYNDS) was developed to comprehensively assess multiple dimensions of risky driving behavior in drivers aged 17–29 years; however, it has not yet undergone cross-cultural validation.
Aim
This study aimed to conduct a comprehensive cross-cultural validation of the BYNDS and examine differences in risky driving behaviors among young drivers from Low- and Middle-Income (LMIC) and High-Income (HIC) countries.
Method
Data were collected from a cross-sectional sample of n = 3,989 young drivers aged M = 22.25 years, of whom 52 % were male and 48 % female. Participants completed the BYNDS, a 44-item behavioral questionnaire administered across 12 countries (48.6 % LMICs; 51.4 % HICs) spanning five continents.
Results
The findings indicate that the BYNDS supports a five-factor structure with good fit indices, strong factor loadings, and acceptable reliability, and invariance between countries of different income levels. Furthermore, the validated BYNDS-42 (comprising 42 items distributed across five factors) also showed the ability to distinguish between drivers with and without self-reported crashes or traffic fines.
Conclusion
This study provides robust evidence supporting the cross-cultural validity and reliability of the BYNDS, reinforcing its value as a tool for assessing young driver behavior. These findings offer empirically grounded insights that can inform behavioral interventions aimed at improving young drivers’ road safety.
{"title":"A cross-cultural perspective on risky young drivers’ behavior: evidence from 12 countries","authors":"Sergio A. Useche , Bridie Scott-Parker , Francisco Alonso , Boris Cendales , Sergio Traficante , Jeremias Tosi , Ruben Ledesma , Teodora Stefanova , Stella Karapa , Anna Emmanouel , Laura Šeibokaitė , Auksė Endriulaitienė , Kristina Žardeckaitė-Matulaitienė , Rusdi B. Rusli , Gabriel Dorantes-Argandar , Bolajoko I. Malomo , Maria de F. Pereira da Silva , Mario Ferrer , Duy Q. Nguyen-Phuoc , Ricardo Santa , Oscar Oviedo-Trespalacios","doi":"10.1016/j.trf.2025.103430","DOIUrl":"10.1016/j.trf.2025.103430","url":null,"abstract":"<div><div>Young drivers represent a high-risk group worldwide, with their overrepresentation in road trauma placing substantial pressure on health and economic systems. Their crashes are often linked to risky driving behaviors, accentuating the need for reliable instruments to assess these patterns. The Behavior of Young Novice Drivers Scale (BYNDS) was developed to comprehensively assess multiple dimensions of risky driving behavior in drivers aged 17–29 years; however, it has not yet undergone cross-cultural validation.</div></div><div><h3>Aim</h3><div>This study aimed to conduct a comprehensive cross-cultural validation of the BYNDS and examine differences in risky driving behaviors among young drivers from Low- and Middle-Income (LMIC) and High-Income (HIC) countries.</div></div><div><h3>Method</h3><div>Data were collected from a cross-sectional sample of <em>n</em> = 3,989 young drivers aged <em>M</em> = 22.25 years, of whom 52 % were male and 48 % female. Participants completed the BYNDS, a 44-item behavioral questionnaire administered across 12 countries (48.6 % LMICs; 51.4 % HICs) spanning five continents.</div></div><div><h3>Results</h3><div>The findings indicate that the BYNDS supports a five-factor structure with good fit indices, strong factor loadings, and acceptable reliability, and invariance between countries of different income levels. Furthermore, the validated BYNDS-42 (comprising 42 items distributed across five factors) also showed the ability to distinguish between drivers with and without self-reported crashes or traffic fines.</div></div><div><h3>Conclusion</h3><div>This study provides robust evidence supporting the cross-cultural validity and reliability of the BYNDS, reinforcing its value as a tool for assessing young driver behavior. These findings offer empirically grounded insights that can inform behavioral interventions aimed at improving young drivers’ road safety.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"116 ","pages":"Article 103430"},"PeriodicalIF":4.4,"publicationDate":"2025-11-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145579203","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-20DOI: 10.1016/j.trf.2025.103432
Anna Warchoł-Jakubowska, Krzysztof Krejtz, Filippo Baldisserotto, Iga Stasiak, Izabela Krejtz
The present eye-tracking study explores differences in the dynamics of visual attention in tram drivers with different levels of expertise while driving a tram simulator. Experienced (n = 25) and novice (n = 20) drivers performed a simulator drive on a pre-programmed route with three tasks: tram stop operations, track hazards, and turn-taking. These situations elicited different attentional dynamics as a response to task requirements.
First, tram stop operations induced less entropy in drivers’ eye movements than track hazards but not compared to turn-taking. At the beginning of tram stop operations, all drivers were mainly focal. While taking turns, novices switched to ambient attention faster than experts. Analysis of attention allocation to windshields and control panels did not reveal significant differences between experts and novices, suggesting these elements were equally important to both groups. Differences emerged in the analysis of mirrors. Experts exhibited significantly longer total fixation time on mirrors at the first turn-taking stage than novices, and more fixations on mirrors when turning, suggesting a higher control of their surroundings. In general, the scanning patterns of experts tend to be more structured than those of novices. Experts’ dynamics between focal and ambient attention was more relevant to the tram operation demands to maintain safety. Based on these findings, visual attention training for novices will be designed.
{"title":"Exploring visual attention dynamics in tram driving. Differentiating between expert and novice drivers for Gaze-enhanced training","authors":"Anna Warchoł-Jakubowska, Krzysztof Krejtz, Filippo Baldisserotto, Iga Stasiak, Izabela Krejtz","doi":"10.1016/j.trf.2025.103432","DOIUrl":"10.1016/j.trf.2025.103432","url":null,"abstract":"<div><div>The present eye-tracking study explores differences in the dynamics of visual attention in tram drivers with different levels of expertise while driving a tram simulator. Experienced (n = 25) and novice (n = 20) drivers performed a simulator drive on a pre-programmed route with three tasks: tram stop operations, track hazards, and turn-taking. These situations elicited different attentional dynamics as a response to task requirements.</div><div>First, tram stop operations induced less entropy in drivers’ eye movements than track hazards but not compared to turn-taking. At the beginning of tram stop operations, all drivers were mainly focal. While taking turns, novices switched to ambient attention faster than experts. Analysis of attention allocation to windshields and control panels did not reveal significant differences between experts and novices, suggesting these elements were equally important to both groups. Differences emerged in the analysis of mirrors. Experts exhibited significantly longer total fixation time on mirrors at the first turn-taking stage than novices, and more fixations on mirrors when turning, suggesting a higher control of their surroundings. In general, the scanning patterns of experts tend to be more structured than those of novices. Experts’ dynamics between focal and ambient attention was more relevant to the tram operation demands to maintain safety. Based on these findings, visual attention training for novices will be designed.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"116 ","pages":"Article 103432"},"PeriodicalIF":4.4,"publicationDate":"2025-11-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145579205","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-19DOI: 10.1016/j.trf.2025.103446
Mark Vollrath, Julie Morawietz
Warning systems have two error types: misses (fail to warn during critical events), being a problem when overtrust develops, and false alarms, causing system mistrust (cry-wolf effect). Mistrust can reduce harm from misses but may also prompt undue reactions which may create new hazards. Prior studies suggest systems with up to 30 % misses and false alarms remain beneficial, but seldom assess both errors jointly. We conducted a driving-simulator study with 47 participants across three reliability conditions: (1) 100 % detection with 33 % false alarms; (2) 70 % detection with no false alarms; (3) 70 % detection with 33% false alarms. Participants encountered 100 pedestrian scenarios: standing or approaching pedestrians that stopped (uncritical event; 90 %) or crossed (critical event; 10 %). In condition 1, 33 % false alarms did not impair reactions to critical events but induced non-critical braking. In condition 2, misses led to minimal missed reactions but significantly delayed braking when warnings were absent. In condition 3, drivers reacted faster to correct warnings than in condition 1 and did not brake more slowly during undetected events, indicating that experiencing both error types reduces overtrust while preserving responsiveness. However, condition 3 was subjectively rated as least useful and most annoying. These results highlight a trade-off between objective effectiveness and user acceptance, suggesting that balanced system reliability can enhance driver response, but at the expense of user satisfaction.
{"title":"Only an unreliable warning system is a good system – but which errors help?","authors":"Mark Vollrath, Julie Morawietz","doi":"10.1016/j.trf.2025.103446","DOIUrl":"10.1016/j.trf.2025.103446","url":null,"abstract":"<div><div>Warning systems have two error types: misses (fail to warn during critical events), being a problem when overtrust develops, and false alarms, causing system mistrust (cry-wolf effect). Mistrust can reduce harm from misses but may also prompt undue reactions which may create new hazards. Prior studies suggest systems with up to 30 % misses and false alarms remain beneficial, but seldom assess both errors jointly. We conducted a driving-simulator study with 47 participants across three reliability conditions: (1) 100 % detection with 33 % false alarms; (2) 70 % detection with no false alarms; (3) 70 % detection with 33% false alarms. Participants encountered 100 pedestrian scenarios: standing or approaching pedestrians that stopped (uncritical event; 90 %) or crossed (critical event; 10 %). In condition 1, 33 % false alarms did not impair reactions to critical events but induced non-critical braking. In condition 2, misses led to minimal missed reactions but significantly delayed braking when warnings were absent. In condition 3, drivers reacted faster to correct warnings than in condition 1 and did not brake more slowly during undetected events, indicating that experiencing both error types reduces overtrust while preserving responsiveness. However, condition 3 was subjectively rated as least useful and most annoying. These results highlight a trade-off between objective effectiveness and user acceptance, suggesting that balanced system reliability can enhance driver response, but at the expense of user satisfaction.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"117 ","pages":"Article 103446"},"PeriodicalIF":4.4,"publicationDate":"2025-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145580004","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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