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Prabhakharan P, Bennett JM, Hurden A, Crundall D. The efficacy of hazard perception training and education: A systematic review and meta-analysis. ACCIDENT; ANALYSIS AND PREVENTION 2024; 202:107554. [PMID: 38701558 DOI: 10.1016/j.aap.2024.107554] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/22/2023] [Revised: 03/14/2024] [Accepted: 03/15/2024] [Indexed: 05/05/2024]
Abstract
BACKGROUND Hazard perception (HP) has been argued to improve with experience, with numerous training programs having been developed in an attempt to fast track the development of this critical safety skill. To date, there has been little synthesis of these methods. OBJECTIVE The present study sought to synthesise the literature for all road users to capture the breadth of methodologies and intervention types, and quantify their efficacy. DATA SOURCES A systematic review of both peer reviewed and non-peer-reviewed literature was completed. A total of 57 papers were found to have met inclusion criteria. RESULTS Research into hazard perception has focused primarily on drivers (with 42 studies), with a limited number of studies focusing on vulnerable road users, including motorcyclists (3 studies), cyclists (7 studies) and pedestrians (5 studies). Training was found to have a large significant effect on improving hazard perception skills for drivers (g = 0.78) and cyclists (g = 0.97), a moderate effect for pedestrians (g = 0.64) and small effect for motorcyclists (g = 0.42). There was considerable heterogeneity in the findings, with the efficacy of training varying as a function of the hazard perception skill being measured, the type of training enacted (active, passive or combined) and the number of sessions of training (single or multiple). Active training and single sessions were found to yield more consistent significant improvements in hazard perception. CONCLUSIONS This study found that HP training improved HP skill across all road user groups with generally moderate to large effects identified. HP training should employ a training method that actively engages the participants in the training task. Preliminary results suggest that a single session of training may be sufficient to improve HP skill however more research is needed into the delivery of these single sessions and long-term retention. Further research is also required to determine whether improvements in early-stage skills translate to improvements in responses on the road, and the long-term retention of the skills developed through training.
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Affiliation(s)
- Prasannah Prabhakharan
- Research Centre for Integrated Transport Innovation, School of Civil and Environmental Engineering, University of New South Wales, Kensington, NSW, Australia
| | - Joanne M Bennett
- School of Behavioural and Health Sciences, Australian Catholic University, Strathfield, NSW, Australia.
| | - Alexandra Hurden
- School of Behavioural and Health Sciences, Australian Catholic University, Strathfield, NSW, Australia
| | - David Crundall
- School of Social Sciences, Nottingham Trent University, Nottingham, UK
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Zhu P, Ma M. Gender differences in pedestrian hazard perception: evidence from an event-related potential study. Neuroreport 2024; 35:316-319. [PMID: 38407851 DOI: 10.1097/wnr.0000000000002010] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 02/27/2024]
Abstract
OBJECTIVE Gender differences in pedestrian hazard perception were investigated using the event-related potential technique. METHODS The study utilized images of two types of real traffic situations as test materials: hazard situations and nonhazard situations. The presence of hazards in the displayed situations was determined by 30 adult subjects (including 17 females), who indicated their observations by pressing a button. RESULTS The results revealed that females exhibited a shorter N1 latency in hazard situations, while males exhibited a larger P3 amplitude compared to females. CONCLUSION These results indicate that females are more sensitive to hazard situations during the early visual processing stage, while males give more attention to traffic situations during the late attention allocation stage.
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Affiliation(s)
- Peng Zhu
- Teachers Education College of Huzhou University, Huzhou, China
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Ali A, Mehry S, Raheem A, Bhatti J, Khan UR. Road safety hazards for children while commuting to school: Findings from a pilot study in Karachi, Pakistan. Injury 2023; 54 Suppl 4:110475. [PMID: 37573065 DOI: 10.1016/j.injury.2022.11.018] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 07/08/2022] [Revised: 11/01/2022] [Accepted: 11/07/2022] [Indexed: 08/14/2023]
Abstract
INTRODUCTION Road traffic injuries are a leading cause of mortality and morbidity among children. Travelling to and from school is a major risk exposure for children around the globe. OBJECTIVE The purpose of this study was to assess road traffic injury hazards for school children during dropp-off or picked-up times. METHODS This observational cross-sectional study included 94 public and private schools in Karachi, Pakistan. A structured observational tool was used to collect data on school demographics, the road traffic environment, infrastructure, injury hazards in vehicles used by school children, and child pedestrian injury risk and road use behaviors. RESULTS A total of 860 observations of school children, drivers of vehicles transporting children, schools, and vehicles were recorded. Most schools (n = 83, 88%) did not have designated parking spaces around the school; only one public school had a parking area. Only one private school had a zebra crossing around the school premises. Very few schools (n = 13, 14%), mostly private (n = 12) had pedestrian sidewalks. Only 35 (18%) adult motorcyclists, out of 199, were wearing a helmet, and eight (6%), out of 145, car passengers were wearing seatbelts. Compressed natural gas (CNG) cylinders were installed in 83 (35%), out of 235, observed vehicles. The remaining 152 (65%) did not have CNG cylinders or they were not visible to our data collectors. In 55 (23%) observations, bus passengers stepped off the bus in the middle of the road. Most pedestrians (n = 266, 99.5%) did not use a Zebra crossing. More than a quarter (n = 74, 28%) of pedestrians looked left and right before crossing the road. CONCLUSION While traveling to school, either by walking or taking vehicular trips, children face many road traffic injury hazards in Karachi. Pedestrians and passengers exhibited risky behaviors while using roads. Further initiatives are advised from a public health viewpoint aiming at minimizing transport-related hazards.
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Affiliation(s)
- Asrar Ali
- Department of Emergency Medicine, Aga Khan University, Karachi, Pakistan
| | - Shafiqa Mehry
- Department of Emergency Medicine, Aga Khan University, Karachi, Pakistan
| | - Ahmed Raheem
- Department of Emergency Medicine, Aga Khan University, Karachi, Pakistan
| | | | - Uzma Rahim Khan
- Department of Emergency Medicine, Aga Khan University, Karachi, Pakistan.
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Wilmut K, Purcell C. Why Are Older Adults More at Risk as Pedestrians? A Systematic Review. HUMAN FACTORS 2022; 64:1269-1291. [PMID: 33555944 PMCID: PMC9643822 DOI: 10.1177/0018720821989511] [Citation(s) in RCA: 4] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Download PDF] [Figures] [Subscribe] [Scholar Register] [Received: 05/14/2020] [Accepted: 12/21/2020] [Indexed: 06/12/2023]
Abstract
OBJECTIVE To explore factors that could explain why older adults are more at risk at the roadside. BACKGROUND The physical and psychological health benefits of walking have been well-established, leading to the widespread promotion of walking amongst older adults. However, walking can result in an increased risk of injury as a pedestrian at the roadside, which is a greater risk for older adults who are overrepresented in pedestrian casualty figures. METHOD Relevant databases were searched up to January 2020. All peer-reviewed journals that presented data on healthy older adults and some aspect of road crossing or roadside behavior were included. A total of 142 papers were assessed and 60 met the inclusion criteria. RESULTS Identified papers could be grouped into three areas: crossing at a designated crossing place; crossing with no designated crossing place; perceptions or behaviors. CONCLUSION Multiple individual (attitudes, perceived behavioral control, walking time, time-to-arrival judgments, waiting endurance, cognitive ability), task (vehicle size, vehicle speed, traffic volume), and environmental (road layout, time of day, weather) constraints influence road crossing in older adulthood. APPLICATION Accessibility of designated crossing areas needs to be addressed by ensuring sufficient time to cross and nonrestrictive waiting times. Signalized crossings need to be simplified and visibility increased. Where there is no designated crossing place, a reduction in speed limit alongside the provision of pedestrian islands to provide "pause" places are needed. Educational-based programs may also help ensure safety of older adults where there is no designated crossing place.
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Bentley SA, Black AA, Hindmarsh GP, Owsley C, Wood JM. Concept Mapping to Identify Content for a Performance-Based Measure of Low Luminance Vision-Related Activities of Daily Living. Transl Vis Sci Technol 2022; 11:27. [PMID: 36166222 PMCID: PMC9526368 DOI: 10.1167/tvst.11.9.27] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/24/2022] Open
Abstract
Purpose The purpose of this study was to identify low luminance activities of daily living (ADL) relevant to adults with vision impairment using a concept-mapping approach. Methods “Group concept mapping” was utilized to identify specific ADLs that persons with vision impairment find challenging under low light conditions. In the first “brainstorming” phase, 24 adults with vision impairment from a range of eye conditions (mean age = 73 years, SD = 14 years) and 26 international low vision experts (mean experience = 22, SD = 11 years) generated statements to the focus prompt, “Thinking as broadly as possible, generate a list of statements detailing specific day-to-day activities a person with vision impairment might find challenging under low light conditions, such as in a poorly lit room or outside at dusk.” In the second phase, participants sorted activities by similarity and rated the importance of each activity. Multidimensional scaling and hierarchical cluster analysis were applied to produce concept maps showing clusters of prioritized activities. Results One hundred thirteen unique ideas/activities were generated, rated and sorted. Eight clusters were identified (from highest to lowest importance): hazard detection and safety outside; social interactions; navigation; near reading; selfcare and safety at home; distance spotting; searching around the home; and cooking and cleaning. Conclusions The conceptual framework and low luminance ADLs identified (the most important being hazard detection and safety outside, and social interactions) provide a basis for developing a performance-based measure of low luminance visual function. Translational Relevance A performance-based measure of low luminance vision-related ADLs is required for comprehensively and objectively assessing efficacy of eye treatments and low vision rehabilitation outcomes in adults with vision impairment.
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Affiliation(s)
- Sharon A Bentley
- School of Optometry and Vision Science, Centre of Vision and Eye Research, Queensland University of Technology, Brisbane, Australia
| | - Alex A Black
- School of Optometry and Vision Science, Centre of Vision and Eye Research, Queensland University of Technology, Brisbane, Australia
| | - Gregory P Hindmarsh
- School of Optometry and Vision Science, Centre of Vision and Eye Research, Queensland University of Technology, Brisbane, Australia
| | - Cynthia Owsley
- Department of Ophthalmology and Visual Sciences, University of Alabama at Birmingham, Birmingham, AL, USA
| | - Joanne M Wood
- School of Optometry and Vision Science, Centre of Vision and Eye Research, Queensland University of Technology, Brisbane, Australia
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A Video-Based, Eye-Tracking Study to Investigate the Effect of eHMI Modalities and Locations on Pedestrian–Automated Vehicle Interaction. SUSTAINABILITY 2022. [DOI: 10.3390/su14095633] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 12/10/2022]
Abstract
Numerous studies have emerged on the external human–machine interface (eHMI) to facilitate the communication between automated vehicles (AVs) and other road users. However, it remains to be determined which eHMI modality and location are proper for the pedestrian–AV interaction. Therefore, a video-based, eye-tracking study was performed to investigate how pedestrians responded to AVs with eHMIs in different modalities (flashing text, smiley, light band, sweeping pedestrian icon, arrow, and light bar) and locations (grill, windshield, and roof). Moreover, the effects of pedestrian-related factors (e.g., gender, sensation-seeking level, and traffic accident involvement) were also included and evaluated. The dependent variables included pedestrians’ clarity-rating scores towards these eHMI concepts, road-crossing decision time, and gaze-based metrics (e.g., fixation counts, dwell time, and first fixation duration). The results showed that the text, icon, and arrow-based eHMIs resulted in the shortest decision time, highest clarity scores, and centralized visual attention. The light strip-based eHMIs yielded no significant decrease in decision time yet longer fixation time, indicating difficulties in comprehension of their meaning without learning. The eHMI location had no effect on pedestrians’ decision time but a substantial influence on their visual searching strategy, with a roof eHMI contradicting pedestrians’ inherent scanning pattern. These findings provide implications for the standardized design of future eHMIs.
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Wang N, Chang R, Wu F. An analysis of the adolescents' hazard perception when crossing road from the perspective of personality characteristics based on an eye-tracking study. PLoS One 2022; 17:e0267309. [PMID: 35522664 PMCID: PMC9075635 DOI: 10.1371/journal.pone.0267309] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 01/06/2022] [Accepted: 04/05/2022] [Indexed: 11/20/2022] Open
Abstract
Using the Road Situation Video Test Paradigm and Eye-Tracking Analysis Method, according to the two-stage processing model of hazard perception (HP), this study divides HP into two stages: perception and behaviour response, and compares the different roles of sensation seeking level in two different processing stages of perception and behaviour response when adolescents are crossing the road. The results show that: (1) In the perception stage, adolescents with high sensation seeking, especially boys with high sensation seeking perceive danger faster than boys with low sensation seeking and girls, they are more aware of danger. Particularly, boys with high sensation seeking show a stronger advantage of attention processing to hazard in the early stage of perception processing from 8th and 9th grades. (2) In the behaviour response stage, adolescents with high sensation seeking, especially the boys are less sensitive, have stricter judgment criteria, and are more likely to make dangerous decisions when crossing the road. Girls with different sensation seeking levels are more sensitive and more cautious when crossing the road, make the probability of judging dangerous situation is higher, so they choose a more conservative way, and may be less likely to across the road.
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Affiliation(s)
- Ning Wang
- School of Psychology, Liaoning Normal University, Dalian, P.R. China
- Computer and Mathematics Basic Teaching Department, Shenyang Normal University, Shenyang, P.R. China
| | - Ruosong Chang
- School of Psychology, Liaoning Normal University, Dalian, P.R. China
| | - Fang Wu
- The Second Affiliated Middle School of Liaoning Normal University, Dalian, P.R. China
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Maleki S, Rezapur-Shahkolai F, Barati M, Tapak L, Shokouhi M. Measuring the Psychometric Properties of Adolescent Pedestrian Behavior Questionnaire. ARCHIVES OF TRAUMA RESEARCH 2022. [DOI: 10.4103/atr.atr_12_22] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 12/24/2022]
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Castro C, Muela I, Doncel P, García-Fernández P. Hazard Perception and Prediction test for walking, riding a bike and driving a car: "Understanding of the global traffic situation". PLoS One 2020; 15:e0238605. [PMID: 33064723 PMCID: PMC7567349 DOI: 10.1371/journal.pone.0238605] [Citation(s) in RCA: 7] [Impact Index Per Article: 1.8] [Reference Citation Analysis] [Abstract] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 07/01/2020] [Accepted: 08/19/2020] [Indexed: 11/18/2022] Open
Abstract
To "put oneself in the place of other road users" may improve understanding of the global traffic situation. It should be useful enabling drivers to anticipate and detect obstacles in time to prevent accidents to other road users, especially those most vulnerable. We created a pioneering Hazard Perception and Prediction test to explore this skill in different road users (pedestrians, cyclists and drivers), with videos recorded in naturalistic scenarios: walking, riding a bicycle and driving a car. There were 79 participants (30 pedestrians, 14 cyclists, 13 novice drivers and 22 experienced drivers). Sixty videos of hazardous traffic situations were presented, divided into 2 blocks of 30 videos each: 10 walking, 10 riding a bicycle, 10 driving a car. In each situation presented, we evaluated the performance of the participants carrying out the task of predicting the hazard and estimating the risk. In the second block, after they had carried out the task, we gave them feedback on their performance and let them see the whole video (i.e., checking what happened next). The results showed that the holistic test had acceptable psychometric properties (Cronbach's alpha = .846). The test was able to discriminate between the different conditions manipulated: a) between traffic hazards recorded from different perspectives: walking, riding a bicycle and driving a car; b) between participants with different user profiles: pedestrians, cyclists and drivers; c) between the two test blocks: the first evaluation only and the second combining evaluation with this complex intervention. We found modal bias effects in both Hazard Perception and Prediction; and in Risk Estimation.
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Affiliation(s)
- Candida Castro
- CIMCYC, Mind, Brain and Behaviour Research Centre, Faculty of Psychology, University of Granada, Granada, Spain
- * E-mail:
| | - Ismael Muela
- CIMCYC, Mind, Brain and Behaviour Research Centre, Faculty of Psychology, University of Granada, Granada, Spain
| | - Pablo Doncel
- CIMCYC, Mind, Brain and Behaviour Research Centre, Faculty of Psychology, University of Granada, Granada, Spain
| | - Pedro García-Fernández
- Electronics and Computer Sciences Department, Faculty of Sciences, University of Granada, Granada, Spain
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Papić Z, Jović A, Simeunović M, Saulić N, Lazarević M. Underestimation tendencies of vehicle speed by pedestrians when crossing unmarked roadway. ACCIDENT; ANALYSIS AND PREVENTION 2020; 143:105586. [PMID: 32454262 DOI: 10.1016/j.aap.2020.105586] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.8] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/29/2019] [Revised: 05/05/2020] [Accepted: 05/07/2020] [Indexed: 06/11/2023]
Abstract
To make safe road crossing decisions, the pedestrians need to estimate the distance and speed of oncoming vehicles, in order to make conclusions about the available time gap they need for their road crossing. Since the speed represents combination of distance and time, we focused on pedestrians' ability to estimate the speed of the oncoming vehicles accurately. The aim of this study was to find some characteristics important for the speed mis-estimation tendencies and its values. Seventy participants estimated speed 3920 times in total. Research included three experiments. One vehicle participated in the first experiment, while second and third experiments involved two vehicles, with various combinations of vehicle positions and speeds. Initially it was determined that the pedestrians had tendencies to speed underestimation rather than its overestimation and accurate estimation. When the participants estimated the speed of one vehicle, they were more inclined to underestimation of higher speeds (over 50 km/h). On the other hand, in the situations where the participants estimated the speed of two vehicles, they showed a serious tendency towards underestimation of lower speeds (under 50 km/h) which was completely opposite. The factors such as driving experience, age and gender were identified as statistically important in terms of speed underestimation value. We determined that an increase in task complexity, with introduction of a larger number of vehicles, resulted in more severe speed underestimation. Finally, we identified some of the most risky traffic situations in terms of speed underestimation tendencies showed by our participants.
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Affiliation(s)
- Zoran Papić
- Department of Traffic Engineering, Faculty of Technical Sciences, University of Novi Sad, Serbia
| | - Andrijana Jović
- Department of Traffic Engineering, Faculty of Technical Sciences, University of Novi Sad, Serbia.
| | - Milan Simeunović
- Department of Traffic Engineering, Faculty of Technical Sciences, University of Novi Sad, Serbia
| | - Nenad Saulić
- Department of Traffic Engineering, Faculty of Technical Sciences, University of Novi Sad, Serbia
| | - Milan Lazarević
- Department of Traffic Engineering, Faculty of Technical Sciences, University of Novi Sad, Serbia
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Nissim M, Livny A, Barmatz C, Tsarfaty G, Berner Y, Sacher Y, Giron J, Ratzon NZ. Effects of aquatic physical intervention on fall risk, working memory and hazard-perception as pedestrians in older people: a pilot trial. BMC Geriatr 2020; 20:74. [PMID: 32075583 PMCID: PMC7031895 DOI: 10.1186/s12877-020-1477-4] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.8] [Reference Citation Analysis] [Abstract] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/20/2019] [Accepted: 02/14/2020] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND Normal aging is associated with balance, mobility and working memory decline that increase fall risk and influence activity of daily living functions. Mounting evidence suggests that physical activity is beneficial for decreasing aging effects. Previous studies have focused on land-based physical activity. Research concerning the aquatic environment is scarce. The primary objectives of this three arm intervention pilot study were to examine the effects of an aquatic physical intervention program on balance, gait, fall risk and working memory among community-dwelling older individuals. The secondary objective was to examine the effects of an aquatic physical intervention program on safety of street-crossing among community-dwelling older individuals. METHODS Forty-two healthy participants aged 65 or older were enrolled into one of three intervention groups: aquatic physical intervention (API) (N = 13), on-land physical intervention (OLPI) (N = 14) or non-physical intervention (NPI) (N = 15). The intervention took place from 2018 until 2019 at Tel-Aviv University, Sheba medical center and Reich Center. The protocol included 30-min sessions twice a week for 12 weeks. Balance, gait and fall risk were assessed by the Tinneti test, working memory abilities were assessed by digit span and Corsi blocks tests and simulated safe streets-crossing was assessed by the hazard perception test for pedestrians. Testing and data collection was conducted at baseline, after six weeks and 12 weeks of intervention. All members of the professional team involved in evaluating participants were blind to the intervention group to which participants were allocated. RESULTS The differences in Tinetti balance (F (2, 39)=10.03, p < 0.01), fall risk (F (2, 39)=5.62, p0 > .05), digit span forward (F (2, 39)=8.85, p < 0.01) and Corsi blocks forward (F (2, 39)=3.54, p < 0.05) and backward (F (2, 39)=6.50, p < 0.05) scores after 12 weeks between the groups were significant. The API group showed improved scores. The differences in hazard perception test for pedestrians scores after 12 weeks of intervention between the groups were marginally significant (F (2, 39)=3.13, p = 0.055). The API group showed improved scores. CONCLUSIONS These findings may affect experts working with the elderly population when making decisions concerning therapeutic prevention interventions for the deficiencies of elderly patients. Older adults practicing aquatic physical activity could contribute to their increased safety. TRIAL REGISTRATION Trial registration number: ClinicalTrials.gov Registry NCT03510377. Date of registration: 10/31/2017.
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Affiliation(s)
- Michal Nissim
- Sackler Faculty of Medicine, School of Health Professions, Department of Occupational Therapy, Tel Aviv University, Tel Aviv, Israel.
- Teachers for Students with Complex and Multiple Disabilities track, The David Yellin Academic College of Education, Jerusalem, Israel.
| | - Abigail Livny
- The Division of Diagnostic Imaging at the Sheba Medical Center, Tel-Hashomer, Israel
- The Sackler Faculty of Medicine, Tel Aviv University, Tel Aviv, Israel
- The Joseph Sagol Neuroscience Center, Sheba Medical Center, Tel-Hashomer, Israel
| | - Caroline Barmatz
- Sheba Medical Center, Tel-Hashomer, Israel
- Sackler Faculty of Medicine, School of Health Professions, Department of Physiotherapy, Tel Aviv University, Tel Aviv, Israel
| | - Galia Tsarfaty
- The Division of Diagnostic Imaging at the Sheba Medical Center, Tel-Hashomer, Israel
- The Sackler Faculty of Medicine, Tel Aviv University, Tel Aviv, Israel
| | - Yitshal Berner
- The Sackler Faculty of Medicine, Tel Aviv University, Tel Aviv, Israel
| | - Yaron Sacher
- The Sackler Faculty of Medicine, Tel Aviv University, Tel Aviv, Israel
| | | | - Navah Z Ratzon
- Sackler Faculty of Medicine, School of Health Professions, Department of Occupational Therapy, Tel Aviv University, Tel Aviv, Israel
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Zhu P, Chang R, Sun L. The effect of situational hazard level on pedestrian hazard perception: Evidence from event-related potentials. Neurosci Lett 2020; 714:134546. [PMID: 31629775 DOI: 10.1016/j.neulet.2019.134546] [Citation(s) in RCA: 6] [Impact Index Per Article: 1.5] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 12/14/2018] [Revised: 09/30/2019] [Accepted: 10/09/2019] [Indexed: 10/25/2022]
Abstract
The effect of situational hazardous level on pedestrian hazard perception was investigated using event-related potential (ERP) technique. Images of three types of real traffic situations were used as test materials, including non-hazard situations, low-hazard situations and high-hazard situations. The existence of hazard in situations shown in the images was determined by 29 students (including 16 female) via button pushing. The results showed that the N1 amplitude was higher in high-hazard situations than in non-hazard or low-hazard situations; and the P3 amplitude was higher in low-hazard situations than in non-hazard or high-hazard situations. These results indicated that the high-hazard situations have a processing advantage in early processing stages, while low-hazard situations have a processing advantage in late processing stages.
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Affiliation(s)
- Peng Zhu
- Liaoning Normal University, 850 Huanghe Road, Dalian, China.
| | - Ruosong Chang
- Liaoning Normal University, 850 Huanghe Road, Dalian, China
| | - Long Sun
- Liaoning Normal University, 850 Huanghe Road, Dalian, China
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Moran C, Bennett JM, Prabhakharan P. Road user hazard perception tests: A systematic review of current methodologies. ACCIDENT; ANALYSIS AND PREVENTION 2019; 129:309-333. [PMID: 31181355 DOI: 10.1016/j.aap.2019.05.021] [Citation(s) in RCA: 16] [Impact Index Per Article: 3.2] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/06/2019] [Revised: 05/07/2019] [Accepted: 05/23/2019] [Indexed: 06/09/2023]
Abstract
BACKGROUND Poor hazard perception, or the ability to anticipate potentially dangerous road and traffic situations, has been linked to an increased crash risk. Novice and younger road users are typically poorer at hazard perception than experienced and older road users. Road traffic authorities have recognised the importance of hazard perception skills, with the inclusion of a hazard perception test in most Graduated Driver Licensing (GDL) systems. OBJECTIVES This review synthesises studies of hazard perception tests in order to determine best practice methodologies that discriminate between novice/younger and experienced/older road users. DATA SOURCES Published studies available on PsychInfo, Scopus and Medline as at April 2018 were included in the review. Studies included a hazard perception test methodology and compared non-clinical populations of road users (car drivers, motorcyclists, bicyclists and pedestrians), based on age and experience, or compared methodologies. RESULTS 49 studies met the inclusion criteria. There was a high degree of heterogeneity in the studies. However all methodologies - video, static image, simulator and real-world test-drive were able to discriminate road user groups categorised by age and/or experience, on at least one measure of hazard perception. CONCLUSIONS Whilst there was a high level of heterogeneity of studies, video methodology utilising temporal responses (e.g. press a button when detecting the potential hazard) are a consistent measure of hazard perception across road user groups, whereas spatial measures (e.g. locate potential hazard in the scenario) were inconsistent. Staged footage was found to discriminate as well as unstaged footage, with static images also adding valuable information on hazard perception. There were considerable inconsistencies in the categorising of participants based on age and experience, limited application of theoretical frameworks, and a considerable lack of detail regarding post hoc amendments of hazardous scenarios. This research can guide further developments in hazard perception testing that may improve driver licensing and outcomes for road users.
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Affiliation(s)
- Caroline Moran
- School of Behavioural and Health Sciences, Australian Catholic University, Strathfield, NSW, Australia
| | - Joanne M Bennett
- School of Behavioural and Health Sciences, Australian Catholic University, Strathfield, NSW, Australia.
| | - Prasannah Prabhakharan
- Research Centre for Integrated Transport Innovation, School of Civil and Environmental Engineering, University of New South Wales, Sydney, NSW, Australia
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Zeuwts LHRH, Cardon G, Deconinck FJA, Lenoir M. The efficacy of a brief hazard perception interventional program for child bicyclists to improve perceptive standards. ACCIDENT; ANALYSIS AND PREVENTION 2018; 117:449-456. [PMID: 29478627 DOI: 10.1016/j.aap.2018.02.006] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/21/2017] [Revised: 02/02/2018] [Accepted: 02/06/2018] [Indexed: 06/08/2023]
Abstract
INTRODUCTION Even though child bicyclists are highly vulnerable in traffic only few studies focused on providing child bicyclists with means to enhance their abilities to deal with the complexity of dynamic traffic situations. The current study therefore evaluated whether a brief hazard perception intervention might be effective to improve hazard perception skills in child bicyclists towards a level more comparable to adult bicyclists. METHODS Eighty children of the fourth grade (9.03 ± 0.43 years; 34 girls) and forty-six adults (34.67 ± 14.25 years age; 24 woman) first performed a Hazard Perception test for bicyclists. Response rate, reaction times, first fixation, duration of the first fixation, dwell time and total number of fixations on the events were measured. Next, the children took part in the HP intervention in which video clips of dangerous traffic situations were presented. The intervention comprised two classroom sessions of one hour (1/week). A post-test was performed one day after and the retention-test three weeks after the intervention. RESULTS Children responded to more covert hazards immediately after the intervention (p < 0.05), but did not improve their response rate for overt hazards. Reaction times for the covert hazards improved on the post-test (p < 0.001) compared to the pre-test but this effect was reduced on the retention test. There was no effect of the intervention for entry time of the first fixation but the duration of the first fixation increased for the covert hazards (p < 0.05). Children made fewer fixations on the event compared to adults (p < 0.001), except for the covert hazards on the retention-test. The training also increased the number of fixations for the overt hazards on the post-test (p < 0.001) and the retention-test (p < 0.001) but only increased on the retention test for the covert hazards (p < 0.001). CONCLUSION The results demonstrated that a brief intervention for training hazard perception skills in child bicyclists is able to improve children's situation awareness and hazard perception for potential dangerous situations. The training, however, was too short to improve children to higher adult levels.
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Affiliation(s)
- Linus H R H Zeuwts
- Department of Movement and Sport Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium.
| | - Greet Cardon
- Department of Movement and Sport Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Frederik J A Deconinck
- Department of Movement and Sport Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Matthieu Lenoir
- Department of Movement and Sport Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
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15
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Xie X, Nikitas A, Liu H. A study of fatal pedestrian crashes at rural low-volume road intersections in southwest China. TRAFFIC INJURY PREVENTION 2018; 19:298-304. [PMID: 28981367 DOI: 10.1080/15389588.2017.1387654] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/11/2017] [Accepted: 09/29/2017] [Indexed: 06/07/2023]
Abstract
OBJECTIVE Although intersections correspond to a small proportion of the entire roadway system, they account for a disproportionally high number of fatal pedestrian crashes, especially on rural roads situated in low- and middle-income countries. This article examines pedestrian safety at rural intersections and suggests applicable accident prevention treatments by providing an in-depth analysis of 28 fatal pedestrian crashes from 8 low-volume roads in southwest China. METHODS The driving reliability and error analysis method (DREAM) is a method to support a systematic classification of accident causation information and to facilitate aggregation of that information into patterns of contributing factors. This is the first time that DREAM was used to analyze pedestrian-vehicle crashes and provide suggestions for road improvements in China. RESULTS The key issues adversely affecting pedestrian safety can be organized in 4 distinctive thematic categories, namely, deficient intersection safety infrastructure, lack of pedestrian safety education, inadequate driver training, and insufficient traffic law enforcement. Given that resources for traffic safety investments in rural areas are limited, it is determined that the potential countermeasures should focus on low-cost, easily implementable, and long-lasting measures increasing the visibility and predictability of pedestrian movement and reducing speeding and irresponsible driving among drivers and risk-taking behaviors among pedestrians. CONCLUSIONS Accident prevention treatments are suggested based on their suitability for rural areas in southwest China. These countermeasures include introducing better access management and traffic calming treatments, providing more opportunities for pedestrian education, and enhancing the quality of driver training and traffic law enforcement.
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Affiliation(s)
- Xiaoli Xie
- a School of Highway , Chang'an University , Xi'an , China
| | - Alexandros Nikitas
- b Department of Logistics, Operations, Hospitality and Marketing, Huddersfield Business School , University of Huddersfield , Huddersfield , UK
| | - Hongqi Liu
- c Road Safety Research Center and Research Institute of Highway , Research Institute of Highway Ministry of Transport , Beijing , China
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16
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Zeuwts LHRH, Vansteenkiste P, Deconinck FJA, Cardon G, Lenoir M. Hazard perception training in young bicyclists improves early detection of risk: A cluster-randomized controlled trial. ACCIDENT; ANALYSIS AND PREVENTION 2017; 108:112-121. [PMID: 28865926 DOI: 10.1016/j.aap.2017.08.024] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 05/25/2016] [Revised: 08/17/2017] [Accepted: 08/19/2017] [Indexed: 06/07/2023]
Abstract
INTRODUCTION Since child bicyclists are more likely to get involved in a traffic crash, there is a stringent need to provide child bicyclists with tailored interventions in order to enhance their capabilities to deal with the complexity of traffic situations. The current study therefore aimed to test the effectiveness of a hazard anticipation training in young bicyclists by means of eye tracking technology. METHODS A cluster-randomized controlled design was used in which participating schools were randomly assigned to the intervention or the control group. At first, a baseline hazard anticipation test was carried out in the intervention group (78 children; 9.56±0.38years of age) and the control group (46 children; 9.58±0.41years of age). Child bicyclists who participated in the intervention followed the training that consisted of two classroom sessions. In each session children were presented with video clips from the perspective of a bicyclist encountering various (potentially) dangerous traffic situations. Following the intervention, a post-test directly after the training and a retention test three weeks later were completed. The control group received the intervention after the retention test. RESULTS Trained child bicyclists were found to detect more hazards and reacted quicker compared to the control group that did not receive the training. However, the training did not result in improvements in anticipatory visual search behaviour. CONCLUSION Trained child bicyclists seemed to have developed a better processing regarding potential dangerous situations but were not able to 'see' the hazard sooner. The potential of a brief hazard anticipation training is discussed.
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Affiliation(s)
- Linus H R H Zeuwts
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium.
| | - Pieter Vansteenkiste
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Frederik J A Deconinck
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Greet Cardon
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Matthieu Lenoir
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
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Zeuwts LHRH, Vansteenkiste P, Deconinck FJA, Cardon G, Lenoir M. Hazard perception in young cyclists and adult cyclists. ACCIDENT; ANALYSIS AND PREVENTION 2017; 105:64-71. [PMID: 27174373 DOI: 10.1016/j.aap.2016.04.034] [Citation(s) in RCA: 7] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/12/2015] [Revised: 02/28/2016] [Accepted: 04/27/2016] [Indexed: 06/05/2023]
Abstract
Child bicyclists are at greater risk to get involved in a traffic accident. Although hazard perception tests between inexperienced and experienced car drivers revealed significant differences in perceptual-cognitive skills, a similar test for bicyclists is not yet existent. Therefore this study aimed to compare visual search patterns and reaction times of child bicyclists and adult bicyclists utilizing a hazard perception test for cyclists. Seventy-five children and forty-one adults were presented with eleven video clips filmed from the perspective of the bicyclist. The participants were required to press a response button whenever they detected a hazardous situation. Children were found to have significantly delayed reaction times and time until the first fixation on the latent covert hazards compared to adults. The inefficient visual search patterns in children may be attributed to an immature visual system. However, the finding that children fixated later on the hazards and only responded to the covert latent hazards when they became salient indicate difficulties with identifying possible hazards. Altogether, the findings of this study suggest that children's situation awareness is dependent upon experience too, and not just maturation. Therefore, implications for training young bicyclists will be discussed.
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Affiliation(s)
- Linus H R H Zeuwts
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium.
| | - Pieter Vansteenkiste
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Frederik J A Deconinck
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Greet Cardon
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
| | - Matthieu Lenoir
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, 9000 Ghent, Belgium
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Maillot P, Dommes A, Dang NT, Vienne F. Training the elderly in pedestrian safety: Transfer effect between two virtual reality simulation devices. ACCIDENT; ANALYSIS AND PREVENTION 2017; 99:161-170. [PMID: 27898369 DOI: 10.1016/j.aap.2016.11.017] [Citation(s) in RCA: 8] [Impact Index Per Article: 1.1] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/08/2016] [Revised: 09/30/2016] [Accepted: 11/19/2016] [Indexed: 06/06/2023]
Abstract
OBJECTIVES A virtual-reality training program has been developed to help older pedestrians make safer street-crossing decisions in two-way traffic situations. The aim was to develop a small-scale affordable and transportable simulation device that allowed transferring effects to a full-scale device involving actual walking. METHODS 20 younger adults and 40 older participants first participated in a pre-test phase to assess their street crossings using both full-scale and small-scale simulation devices. Then, a trained older group (20 participants) completed two 1.5-h training sessions with the small-scale device, whereas an older control group received no training (19 participants). Thereafter, the 39 older trained and untrained participants took part in a 1.5-h post-test phase again with both devices. RESULTS Pre-test phase results suggested significant differences between both devices in the group of older participants only. Unlike younger participants, older participants accepted more often to cross and had more collisions on the small-scale simulation device than on the full-scale one. Post-test phase results showed that training older participants on the small-scale device allowed a significant global decrease in the percentage of accepted crossings and collisions on both simulation devices. But specific improvements regarding the way participants took into account the speed of approaching cars and vehicles in the far lane were notable only on the full-scale simulation device. DISCUSSION The findings suggest that the small-scale simulation device triggers a greater number of unsafe decisions compared to a full-scale one that allows actual crossings. But findings reveal that such a small-scale simulation device could be a good means to improve the safety of street-crossing decisions and behaviors among older pedestrians, suggesting a transfer of learning effect between the two simulation devices, from training people with a miniature device to measuring their specific progress with a full-scale one.
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Affiliation(s)
- Pauline Maillot
- Paris Descartes University, Sorbonne Paris Cité, Laboratory TEC EA 3625, Paris, France; The French Institute of Science and Technology for Transport, Development and Networks, Laboratory for Road Operations, Perception, Simulators and Simulations, Versailles, France.
| | - Aurélie Dommes
- The French Institute of Science and Technology for Transport, Development and Networks, Laboratory for Road Operations, Perception, Simulators and Simulations, Versailles, France
| | - Nguyen-Thong Dang
- The French Institute of Science and Technology for Transport, Development and Networks, Laboratory for Road Operations, Perception, Simulators and Simulations, Versailles, France
| | - Fabrice Vienne
- The French Institute of Science and Technology for Transport, Development and Networks, Laboratory for Road Operations, Perception, Simulators and Simulations, Versailles, France
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Tournier I, Dommes A, Cavallo V. Review of safety and mobility issues among older pedestrians. ACCIDENT; ANALYSIS AND PREVENTION 2016; 91:24-35. [PMID: 26950033 DOI: 10.1016/j.aap.2016.02.031] [Citation(s) in RCA: 20] [Impact Index Per Article: 2.5] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/14/2015] [Revised: 02/09/2016] [Accepted: 02/29/2016] [Indexed: 06/05/2023]
Abstract
Although old people make up an extremely vulnerable road-user group, older pedestrians' difficulties have been studied less extensively than those of older drivers, and more knowledge of this issue is still required. The present paper reviews current knowledge of older-adult problems with the main components of pedestrian activity, i.e., walking and obstacle negotiation, wayfinding, and road crossing. Compared to younger ones, old pedestrians exhibit declining walking skills, with a walking speed decrease, less stable balance, less efficient wayfinding strategies, and a greater number of unsafe road crossing behaviors. These difficulties are linked to age-related changes in sensorial, cognitive, physical, and self-perception abilities. It is now known that visual impairment, physical frailty, and attention deficits have a major negative impact on older pedestrians' safety and mobility, whereas the roles of self-evaluation and self-regulation are still poorly understood. All these elements must be taken into consideration, not only in developing effective safety interventions targeting older pedestrians, but also in designing roads and cars. Recent initiatives are presented here and some recommendations are proposed.
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Affiliation(s)
- Isabelle Tournier
- INSIDE, University of Luxembourg, 11 porte des sciences, L-4366 Esch-sur-Alzette, Luxembourg; LEPSIS, IFSTTAR, 25 allée des Marronniers, F-78000 Versailles, France.
| | - Aurélie Dommes
- LEPSIS, IFSTTAR, 25 allée des Marronniers, F-78000 Versailles, France
| | - Viola Cavallo
- LEPSIS, IFSTTAR, 25 allée des Marronniers, F-78000 Versailles, France
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Ventsislavova P, Gugliotta A, Peña-Suarez E, Garcia-Fernandez P, Eisman E, Crundall D, Castro C. What happens when drivers face hazards on the road? ACCIDENT; ANALYSIS AND PREVENTION 2016; 91:43-54. [PMID: 26954761 DOI: 10.1016/j.aap.2016.02.013] [Citation(s) in RCA: 29] [Impact Index Per Article: 3.6] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/15/2015] [Revised: 02/16/2016] [Accepted: 02/19/2016] [Indexed: 06/05/2023]
Abstract
The current study aims to obtain knowledge about the nature of the processes involved in Hazard Perception, using measurement techniques to separate and independently quantify these suspected sub-processes: Sensation, Situation Awareness (recognition, location and projection) and decision-making. It applies Signal Detection Theory analysis to Hazard Perception and Prediction Tasks. To enable the calculation of Signal Detection Theory parameters, video-recorded hazardous vs. quasi-hazardous situations were presented to the participants. In the hazardous situations it is necessary to perform an evasive action, for instance, braking or swerving abruptly, while the quasi-hazardous situations do not require the driver to make any evasive manoeuvre, merely to carry on driving at the same speed and following the same trajectory. A first Multiple Choice Hazard Perception and Prediction test was created to measure participants' performance in a What Happens Next? Task. The sample comprised 143 participants, 47 females and 94 males. Groups of non-offender drivers (learner, novice and experienced) and offender drivers (novice and experienced) were recruited. The Multiple Choice Hazard Perception and Prediction test succeeded in finding differences between drivers according to their driving experience. In fact, differences exist with regard to the level of hazard discrimination (d' prime) by drivers with different experience (learner, novice and experienced drivers) and profile (offenders and non-offenders) and these differences emerge from Signal Detection Theory analysis. In addition, it was found that experienced drivers show higher Situation Awareness than learner or novice drivers. On the other hand, although offenders do worse than non-offenders on the hazard identification question, they do just as well when their Situation Awareness is probed (in fact, they are as aware as non-offenders of what the obstacles on the road are, where they are and what will happen next). Nevertheless, when considering the answers participants provided about their degree of cautiousness, experienced drivers were more cautious than novice drivers, and non-offender drivers were more cautious than offender drivers. That is, a greater number of experienced and non-offender drivers chose the answer "I would make an evasive manoeuvre such as braking gradually".
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Affiliation(s)
| | - Andres Gugliotta
- CIMCYC, Mind, Brain and Behavior Research Center, Faculty of Psychology, University of Granada, Spain
| | - Elsa Peña-Suarez
- CIMCYC, Mind, Brain and Behavior Research Center, Faculty of Psychology, University of Granada, Spain
| | - Pedro Garcia-Fernandez
- CIMCYC, Mind, Brain and Behavior Research Center, Faculty of Psychology, University of Granada, Spain
| | - Eduardo Eisman
- CIMCYC, Mind, Brain and Behavior Research Center, Faculty of Psychology, University of Granada, Spain
| | | | - Candida Castro
- CIMCYC, Mind, Brain and Behavior Research Center, Faculty of Psychology, University of Granada, Spain.
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