Mark S. Horswill

Does anticipation training affect drivers' risk taking?

Skill and risk taking are argued to be independent and to require different remedial programs. However, it is possible to contend that skill-based training could be associated with an increase, a decrease, or no change in risk-taking behavior. In 3 experiments, the authors examined the influence of a skill-based training program (hazard perception) on the risk-taking behavior of car drivers (using video-based driving simulations). Experiment 1 demonstrated a decrease in risk taking for novice drivers. In Experiment 2, the authors examined the possibilities that the skills training might operate through either a nonspecific reduction in risk taking or a specific improvement in hazard perception. Evidence supported the latter. These findings were replicated in a more ecological context in Experiment 3, which compared advanced and nonadvanced police drivers.

A behavioral comparison between motorcyclists and a matched group of non-motorcycling car drivers: factors influencing accident risk

Motorcyclists and a matched group of non-motorcycling car drivers were assessed on behavioral measures known to relate to accident involvement. Using a range of laboratory measures, we found that motorcyclists chose faster speeds than the car drivers, overtook more, and pulled into smaller gaps in traffic, though they did not travel any closer to the vehicle in front. The speed and following distance findings were replicated by two further studies involving unobtrusive roadside observation. We suggest that the increased risk-taking behavior of motorcyclists was only likely to account for a small proportion of the difference in accident risk between motorcyclists and car drivers. A second group of motorcyclists was asked to complete the simulator tests as if driving a car. They did not differ from the non-motorcycling car drivers on the risk-taking measures but were better at hazard perception. There were also no differences for sensation seeking, mild social deviance, and attitudes to riding/driving, indicating that the risk-taking tendencies of motorcyclists did not transfer beyond motorcycling, while their hazard perception skill did.

Social cognitive predictors of sun protection intention and behavior.

The authors investigated sunbathing behavior and intention prospectively using the Theory of Planned Behavior (TPB). Before summer, 85 young adults who intended to sunbathe completed a TPB questionnaire. After summer, 46 of them completed a second questionnaire about their summertime sunbathing behavior. The proposed model was successful in predicting both behavior and intention to use sun protection, with 45% of the variance of self-reported sunscreen use and 32% of the variance in intention explained by the TPB. Items designed to measure self-efficacy and perceived control loaded onto different factors and demonstrated discriminant validity. Self-efficacy predicted both intention and behavior (after controlling for all other TPB variables), but perceived behavioral control did not. The authors discuss the implications of the findings for potential interventions to improve sun protection behavior.

Motorcycle accident risk could be inflated by a time to arrival illusion

Purpose. Drivers adopt smaller safety margins when pulling out in front of motorcycles compared with cars. This could partly account for why the most common motorcycle/car accident involves a car violating a motorcyclist’s right of way. One possible explanation is the size–arrival effect in which smaller objects are perceived to arrive later than larger objects. That is, drivers may estimate the time to arrival of motorcycles to be later than cars because motorcycles are smaller. Methods. We investigated arrival time judgments using a temporal occlusion paradigm. Drivers recruited from the student population (n = 28 and n = 33) saw video footage of oncoming vehicles and had to press a response button when they judged that vehicles would reach them. Results. In experiment 1, the time to arrival of motorcycles was estimated to be significantly later than larger vehicles (a car and a van) for different approach speeds and viewing times. In experiment 2, we investigated an alternative explanation to the size–arrival effect: that the smaller size of motorcycles places them below the threshold needed for observers to make an accurate time to arrival judgment using tau. We found that the motorcycle/car difference in arrival time estimates was maintained for very short occlusion durations when tau could be estimated for both motorcycles and cars. Conclusions. Results are consistent with the size–arrival effect and are inconsistent with the tau threshold explanation. Drivers estimate motorcycles will reach them later than cars across a range of conditions. This could have safety implications.

Hazard perception in novice and experienced drivers: The effects of sleepiness

One driver skill that has been found to correlate with crash risk is hazard perception ability. The purpose of this study was to investigate how hazard perception latencies change between high and low sleepiness for a high risk group (novice drivers) and a lower risk group (experienced drivers). Thirty-two novice drivers (aged 17-24 years) and 30 experienced drivers (aged 28-36) completed a validated video-based hazard perception test, in which participants were asked to anticipate genuine traffic conflicts in footage filmed from the drivers perspective, with separate groups tested at either 10a.m. (lower sleepiness) or at 3a.m. (higher sleepiness). We found a significant interaction between sleepiness and experience, indicating that the hazard perception skills of the more experienced drivers were relatively unaffected by mild increases in sleepiness while the inexperienced drivers were significantly slowed. The findings suggest that the disproportionate sleepiness-related accident involvement of young, inexperienced drivers could be partly due to a slowing of their ability to anticipate traffic hazards.

The role of cognitive and visual abilities as predictors in the Multifactorial Model of Driving Safety

OBJECTIVE The current study evaluated part of the Multifactorial Model of Driving Safety to elucidate the relative importance of cognitive function and a limited range of standard measures of visual function in relation to the Capacity to Drive Safely. Capacity to Drive Safely was operationalized using three validated screening measures for older drivers. These included an adaptation of the well validated Useful Field of View (UFOV) and two newer measures, namely a Hazard Perception Test (HPT), and a Hazard Change Detection Task (HCDT). METHOD Community dwelling drivers (n=297) aged 65-96 were assessed using a battery of measures of cognitive and visual function. RESULTS Factor analysis of these predictor variables yielded factors including Executive/Speed, Vision (measured by visual acuity and contrast sensitivity), Spatial, Visual Closure, and Working Memory. Cognitive and Vision factors explained 83-95% of age-related variance in the Capacity to Drive Safely. Spatial and Working Memory were associated with UFOV, HPT and HCDT, Executive/Speed was associated with UFOV and HCDT and Vision was associated with HPT. CONCLUSION The Capacity to Drive Safely declines with chronological age, and this decline is associated with age-related declines in several higher order cognitive abilities involving manipulation and storage of visuospatial information under speeded conditions. There are also age-independent effects of cognitive function and vision that determine driving safety.

The development and validation of two complementary measures of drivers’ hazard perception ability

Hazard perception in driving involves a number of different processes. This paper reports the development of two measures designed to separate these processes. A Hazard Perception Test was developed to measure how quickly drivers could anticipate hazards overall, incorporating detection, trajectory prediction, and hazard classification judgements. A Hazard Change Detection Task was developed to measure how quickly drivers can detect a hazard in a static image regardless of whether they consider it hazardous or not. For the Hazard Perception Test, young novices were slower than mid-age experienced drivers, consistent with differences in crash risk, and test performance correlated with scores in pre-existing Hazard Perception Tests. For drivers aged 65 and over, scores on the Hazard Perception Test declined with age and correlated with both contrast sensitivity and a Useful Field of View measure. For the Hazard Change Detection Task, novices responded quicker than the experienced drivers, contrary to crash risk trends, and test performance did not correlate with measures of overall hazard perception. However for drivers aged 65 and over, test performance declined with age and correlated with both hazard perception and Useful Field of View. Overall we concluded that there was support for the validity of the Hazard Perception Test for all ages but the Hazard Change Detection Task might only be appropriate for use with older drivers.

The effect of interference on dynamic risk‐taking judgments

The experiment outlined in this paper investigated the effect of interference on everyday dynamic risk-taking judgments. Two questions were addressed. First, can highly practised dynamic risk-taking decisions become automated, such that they are not affected by the presence of a demanding secondary task? Second, if risk-taking decisions are interfered with by a secondary task, what is the direction of the effect? Do people take more risks when they are distracted or do they compensate for the interference and take fewer risks? Drivers (N=121) were required to perform video-simulation tests measuring driving-related, risk-taking decisions. Participants were required to carry out the tasks while either performing a concurrent verbal task or not. It was found that those in the dual-task condition took more risks. This suggests that dynamic risk-taking decisions in this context are not automatic and also that interference increases individuals propensity to take risks.

Improving older drivers' hazard perception ability.

One reason that older drivers may have elevated crash risk is because they anticipate hazardous situations less well than middle-aged drivers. Hazard perception ability has been found to be amenable to training in young drivers. This article reports an experiment in which video-based hazard perception training was given to drivers who were between the ages of 65 and 94 years. Trained participants were significantly faster at anticipating traffic hazards compared with an untrained control group, and this benefit was present even after the authors controlled for pretraining ability. If future research shows these effects to be robust, the implications for driver training and safety are significant.

The Effect of Disguise on Novice and Expert Tennis Players’ Anticipation Ability

Skilled performers interpret cues in the preparatory movements of their opponents to anticipate future events in many sports. Little work has tested whether these cues can be disguised. Using a temporal occlusion paradigm, this paper examines the effect of disguise on an Australian sample of expert (16 male, 2 female, age M = 24.67, SD = 9.47 years) and novice players’ (24 male, 38 female, age M = 22.26, SD = 5.24 years) anticipation of tennis ground strokes. Analysis of variance (ANOVA) showed that expert anticipation was more accurate than novice overall (p < .001), and disguise reduced accuracy (p = .001). The disguise effect differed by expertise across occlusion points (p = .027). The experts’ anticipatory advantage was removed by disguise at 40 ms before contact. Novice performance was significantly below chance for disguise shots occluded at contact. These results indicate that disguise is an important topic for research and practice.