Tova Rosenbloom

Risk perception of driving as a function of advanced training aimed at recognizing and handling risks in demanding driving situations

The present study examined in 224 individuals whether an advanced driving training aimed at recognizing, avoiding and handling risks in demanding driving situations, affected perceived risk of driving situations (measured by a questionnaire). The training, which involved both experience and feedback on real performance, specifically intended to emphasize the dangers in loss of control of a vehicle. With that emphasis, it was hypothesized that perceived risk would increase after as compared to before the training. In addition, this study examined whether risk perception was dependent on gender or on age. A mixed ANOVA performed on mean scores on the questionnaire yielded significant main effects for training (before/after), gender, and age. Higher levels of perceived risk were reported after the training as compared to before it, by females than by males, and by older adult drivers than by younger adult drivers. An analysis of the data of a smaller sample showed that the increment in perceived risk was still present 2 months after the training, and that it did not decrease significantly as compared to immediately after the training. These results are discussed in relation to relevant methodological issues and future research.

Sensation seeking and risk taking in mortality salience

This study aimed to examine responses of sensation seekers concerning their tendency to take risks in driving in mortality salience. Ss completed the Zuckermans Sensation Seeking scale (SSS). Two weeks later Ss were divided into two groups; the experimental group, which was exposed to a terrifying video film dealing with consequences of risky driving and a control group with a nature video film. After watching the films, each participant was asked to complete a risk-taking inventory (RT), which referred to the extent of risk s/he would take while driving. High sensation seekers reported more risk taking in driving than sensation avoiders. Furthermore, a significant interaction was found between Mortality Salience and Sensation Seeking regarding risky driving, especially speeding. The implications of these findings on the well-established educational approaches based on terror are presented in the discussion.

Thirty-day self-reported risky driving behaviors of ADHD and non-ADHD drivers

The present study aims to compare differences in reported risky driving behaviors of drivers - males and females - having and not having Attention Deficit Hyperactivity Disorder (ADHD), by using a checklist of driving behaviors based on the Driving Behavior Questionnaire (DBQ). Unlike the studies which employ the DBQ by asking the subjects to fill the questionnaire once, in this present study, the participants were asked to report their behaviors on a daily basis for 30 consequent days. The checklist included two factors of risky driving behavior: Violation and Faults. Thirty-eight drivers - 10 males and 9 females with ADHD, and 9 males and 10 females without ADHD (N-ADHD) as control groups - participated in the study. The results showed that the mean of the unsafe behaviors of ADHD was higher, i.e., less safe driving, compared to that of N-ADHD. However, a statistically significant effect was found only between male ADHD and male N-ADHD for the Faults. In order to check the effect of the length of the study, the 30 days duration of the research was divided into three consecutive periods. The reported driving habits of the female ADHD showed safer behaviors than those of the males. Unlike the findings of N-ADHD of both genders, which showed a tendency towards safer driving reports in the three periods, both genders of the ADHD showed higher rates of Faults, i.e., a decrease in safety driving reports, in the three periods. The findings suggest that ADHD drivers differ from the N-ADHD drivers in making driving mistakes, i.e., Faults, due to their lack of sustained attention, but not in making Violations. However, some of the results in the present study were not very strong. Possible explanations for this as well as methodological considerations are discussed, and further research is suggested.

Hazard perception of motorcyclists and car drivers

The current study compares hazard perception (HP) performance of 50 male drivers with and without a motorcycle license in order to generalize results. A video-based HP test, measuring reaction times to traffic scenes, was administered to these two groups of drivers. Participants with a motorcycle license performed better than participants without a motorcycle license. ANOVA indicated that learning improved linearly for participants with a motorcycle license but not for participants without a motorcycle license. No evidence that HP was predicted by age was found. HP scores for drivers who reported previous involvement in an accident were lower than for those who reported not being involved in an accident. The results are discussed in the context of sensitivity and response bias models.

Misjudging their own steps: why elderly people have trouble crossing the road

Objective: The aim of this study was to test whether elderly individuals underestimate the time that it will take them to cross a street by comparing estimated with actual road-crossing time. Background: In many developed countries, elderly people are overrepresented among pedestrian fatalities from motor vehicle accidents. There is surely more than one contributing factor to this phenomenon, and many have been offered. We propose that one additional factor may be that although older people are consciously aware that they no longer walk at the same pace as they once did, they do not take this fact into consideration when planning a street crossing. Method: We compared the ability of young and old pedestrians to estimate the time that it will take them to cross a street, using both prospective and retrospective time estimation. Results: A significant interaction was found between age group and crossing time. Among elderly participants, actual crossing times were significantly longer than both their precrossing estimation and their postcrossing estimation, which did not significantly differ from each other. In contrast, the undergraduate group’s crossing times did not display a significant difference across measurements. Conclusion: This study implies that even if older pedestrians correctly evaluate the road situation, they may nonetheless endanger themselves by underestimating the time that it will take them to cross the street. We suggest that minimizing this effect could be accomplished by educating seniors to the fact that they are not as fast as they once were and that this fact needs to be factored in to street-crossing decisions.

Approaches of truck drivers and non-truck drivers toward reckless on-road behavior

The purpose of the study was to compare the reported approaches of truck drivers to those of non-truck drivers toward reckless on-road behaviors. One hundred and sixty-seven adult males, including 70 non-truck drivers, completed the questionnaires voluntarily. The truck drivers were employees of a concrete manufacturing company working at various company plants throughout Israel. Seventy were professional mixer truckers and 27 were tip-truckers. The participants completed the Reckless Driving Self-Report Scale based on Taubman Ben-Ari et al. [Taubman Ben-Ari, O., Florian, V., Mikulincer, M., 1999. The impact of mortality salience on reckless driving: a test of terror management mechanisms. Journal of Personality and Social Psychology 76, 35-45], adapted for truck drivers for this study. It was expected that non-professional, as compared to professional (truck) drivers, would be more permissive regarding reckless driving, since driving risks are less prominent in their daily driving experience. An ANOVA performed on mean reckless-driving scores yielded significant results. The post hoc Schéffe test indicated significantly higher reckless-driving scores for automobile drivers as compared to both mixer-truck driver scores and tip-truck driver scores. In addition, the reckless-driving scores for mixer-truck drivers were significantly higher than the tip-truck driver scores. We discuss various explanations for the findings and consider possible implications for training strategies in organizations as well as for media campaigns focused on mutual safe road use of truck drivers and private vehicle drivers.

Hazard perception test for pedestrians

RESEARCH GOAL This research was aimed to construct and develop a unique system for training of pedestrians - children, adults and older persons - to cross streets safely and especially to detect successfully on-road hazards as pedestrians. For this purpose, an interactive computerized program has been inspired by the format of the popular HPT (hazard perception test) for drivers. METHODS The HPTP (hazard perception test for pedestrians) includes 10 pairs of video clips that were filmed in various locations but had a similar hazardous element. The clips presented potentially dangerous crossing scenarios such as a vehicle merging from the right side of the road from the perspective of the pedestrian who is trying to cross the street. The participants were asked to press the spacebar key every time they identified an approaching hazard. The participants were instructed to use the arrow keys for moving the viewing panel to the left or to the right in order to enlarge the field of view accordingly. Totally, 359 participants took part. Adults, children, and elders were assigned to two practice groups and three control groups in a 3 (age groups)×5 (experimental groups) design. One practice group underwent pretest, practice, discussion and posttest, the second experimental group through pretest, practice and posttest, one control group that underwent posttest only, the second control group underwent pretest, discussion and posttest and the third control group underwent both pretest and posttest. FINDINGS The most important finding was that children and adults who underwent practice received higher scores in the posttest compared to the pretest. Also, children who underwent practice increased their use of the arrow keys in the posttest compared to the pretest. Across conditions men scored higher than women on the HPTP, and used the keys more often. Age differences were found, with adults scoring being the highest, followed by children and the older persons.

Fear and danger appraisals of a road-crossing scenario: A developmental perspective

Childrens actual performance of visual timing task is possibly deficient, and road-crossing training programs focusing on visual timing elements result in questionable improvement in performance. The present study focused on conceptual, rather than perceptual, examination of the visual timing elements of distance and speed, as integrated into appraisals of risks related to a traffic scenario. Preschool children, third-grade children and adults appraised pedestrian fear and danger associated with four scenarios conceptually depicted using a table-top model. Each scenario described either a child or an adult pedestrian approached by a vehicle at various distances (near/far) and speeds (slow/fast). Results suggest that whereas the adult subjects integrated the danger and fear appraisals by giving separate weights to both distance and speed concepts, preschoolers failed to properly realize the danger associated with speed, and third-graders failed to integrate both concepts in their appraisals. In addition, children seem to be unaware of their underprivileged pedestrian status compared to adult pedestrians, as evidenced by similar appraisal patterns for both pedestrian age groups. The safety implications of these findings are discussed.

Optimism of health care workers during a disaster: a review of the literature

Optimism has several orientations. One such outlook is a general tendency to regard the world as a positive place, accepting difficulties as mere challenges instead of impassable barriers. Among health care workers, optimism improves their level of functioning, their patients’ satisfaction, and their therapeutic results. Optimistic staff members report feeling less pressure, use fewer avoidance strategies, focus on practical problem solutions, seek social support, and have more trust in people and organizations. The aim of this article is to provide a review of the literature concerning the role of optimism, both in daily life and in crisis situations. An attempt was made to find the linkage between optimism among health care workers during disasters and their active response, with special emphasis on the relationship between optimism and knowledge, feelings or behavior. Based on the literature, optimism was found to be helpful both in daily medical work and in cases of medical emergencies. Optimism was also revealed one of the key components of resilience and self-efficacy. Therefore, it is recommended to consider strengthening the optimism through initiative programs. Obtaining optimism can be included in toolkit preparedness for health care workers in order to confront the complications in the aftermath of disaster. These programs, together with appropriate information, social support, professional trust, and leaders modeling behavior, will raise the well-being and enhance coping skills of the health care workers during and aftermath of disaster scenarios.

Effectiveness evaluation of simulative workshops for newly licensed drivers

The current study set to examine the effects of simulator use in driving instruction on newly licensed drivers, comparing the road safety knowledge and reported intended behavior, as well as the actual driving performance of new drivers. Participants consisted of 280 newly licensed driver, of which 140 whose drivers license training included additional simulator-based lessons, and 140 drivers whose training precluded simulator-based lessons. All drivers answered questionnaires pertaining to their intended safe driving behaviors (according to Ajzens (2000) theory of planned behavior), and to their traffic safety knowledge. Of the initial sample, 40 drivers received actual driving performance evaluation by an expert driving instructor, as well as by in-vehicle data recorders (IVDRs). We assumed that safer drivers report safer driving intentions, demonstrate greater traffic safety knowledge, evaluated as safer drivers by the driving instructor, and display lower and stable driving parameters on the IVDRs. We hypothesized that theoretical driving studies combined with practical training on simulators will elevate the safety level of novices driving. Hierarchical regression analyses on driving intentions indicated that drivers who did not receive simulator-based lessons demonstrated safer driving intentions compared to drivers who received simulator-based lessons. This pattern possibly indicating the drivers who received simulator-based lessons felt more confident in their driving abilities compared to drivers who did not receive simulated training. No significant difference was found in traffic safety knowledge, or in the evaluation of the expert driving instructor. IDVR data comparisons indicated drivers who received simulator-based lessons braked more often and were less prone to headway events, suggesting a more responsive driving style. These findings do not point to any significant advantage or disadvantage of the current simulator-based driving training over other driving training methods.