Behaviours, motivations and values: Validity, reliability, and utility of novice motorcyclist' self-report in road safety research (original) (raw)
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Motorcycle accidents, rider behaviour, and psychological models
Accident Analysis & Prevention, 2012
Motorcycle rider behaviour Theory of Planned Behaviour Health Belief Model Locus of control a b s t r a c t The aims of the present study were to: (a) investigate the factor structure of the Motorcycle Rider Behaviour Questionnaire (MRBQ) [Elliott, M.A., Baughan, B.J., Sexton, B.F., 2007. Errors and violations in relation to motorcyclists' crash risk. Accident Analysis and Prevention 39, 491-499] in among Turkish riders, and (b) study the relationships between different types of rider behaviour and motorcyclists' active and passive accidents and offences, and (c) investigate the usefulness of the Theory of Planned Behaviour (TPB), Health Belief Model (HBM), and Locus of Control (T-LOC) in explaining rider behaviours.
Impact of riders’ lifestyle on their risky behavior and road traffic accident risk
Journal of Transportation Safety & Security, 2019
Previous studies have identified several factors that contribute to the accident risk of motorcyclists: sex, age, experience, personality traits, etc. It is for sure that motorcycling represents more than just a mode of motor transportation or sport. It could be a part of riders` personal lifestyle which with other components can contribute to their risk behavior and greater traffic accidents involvement. The main aim of the study was to determine how lifestyle dimensions of male motorcyclists influence the risky behavior of motorcyclists and their involvement in traffic accidents. The set of questionnaires about lifestyle, risky behavior and demographic data were sent by mail to three hundred motorcyclists and two hundred and six participants completed material and sent it back. Results showed that there is a significant correlation between lifestyle and risky behavior of the riders and their involvement in traffic accidents. Also, lifestyle predicts the large amount of the variance of risky behavior and traffic accidents of motorcyclist. We can conclude that life style has an important impact on motorcyclists` risky behavior and traffic accidents involvement.
Validation of the Cycling Behavior Questionnaire: A tool for measuring cyclists' road behaviors
Transportation Research Part F: Psychology and Behaviour, 2018
Introduction: Even though cycling is an activity whose benefits in terms of urban mobility and health are globally recognized, its disproportional growth during the past few decades has led to some disorganized dynamics. In fact, the increasing number of traffic injuries and deaths involving cyclists has a high cost for public health systems. Considering the available empirical evidence, aberrant and positive behaviors on the road constitute relevant predictors for the injuries suffered by road users. Nevertheless, the scarcity of tools that measure and evaluate the behavior of road users, especially in the case of cyclists, constitutes a serious lack in terms of explaining, intervening and preventing traffic crashes through behavioral approaches. Objective: This study had two essential purposes: first, to describe in detail the validation of measurement of risky and positive road user behaviors of cyclists using the Cycling Behavior Questionnaire. Second, to compare he mean scores of the validated version of the CBQ according to demographic and cycling-related factors. Method: As a part of a larger collaborative research project, our data was collected from 1064 cyclists (between 17 and 80 years old) from 20 countries, who filled out an anonymous electronic survey on their riding behaviors. The data was analyzed using competitive Confirmatory Factor Analyses (CFA), thus obtaining basic psychometric values and an optimized structure for the scale. Results: The obtained results suggest that the CBQ has a clear factorial structure, items with high factorial weight, and good internal consistency. In particular, the results of the latent variable model with three factors, which were labeled errors, violations and positive behaviors, show that the CBQ is satisfactorily adjusted.
Motorcyclists’ and car drivers’ responses to hazards
Transportation Research Part F: Traffic Psychology and Behaviour, 2010
This study assessed the degree to which hazardous vignettes are perceived as dangerous and realistic by car drivers and motorcycle riders (Exp. 1) and whether riders could be distinguished from drivers on their performance in a commercial motorcycle simulator during safe and hazardous riding situations using the same hazards (Exp. 2). In Experiment 1, car drivers and motorcyclists received a questionnaire which consisted of short descriptions of the scenarios used in the simulator. Half of the car drivers and half of the motorcyclists were told to imagine they were driving a car through the scenario. The other halves were told to imagine they were riding a motorcycle. Respondents with the mindset of a motorcyclist rated the scenarios as more realistic than respondents with a car driver's mindset. Real-life riders however reported the scenarios as more dangerous than real-life drivers, suggesting that their specific motorcycle experience influenced their criterion for danger. In Experiment 2, naïve participants navigated a simulated route with the same hazards. Performance was coded on objective (e.g., crashes) and subjective (e.g., riding safety and skill) criteria. Experiential differences on some of the measures (and the absence of such differences on other measures) suggest that the simulator is useful for distinguishing riders from drivers during safe periods of riding but not necessarily during hazardous periods of riding. The implications of why hazard vignettes discriminate but the same simulated hazards do not are discussed, with emphasis on the crucial elements required to design a successful simulated hazard.
Safety Science, 2019
The growing rates of traffic crashes involving cyclists are currently recognized as a major public health and road safety concern. Furthermore, risky behaviors on the road and their precedent factors have been conceptualized as potential determinants for explaining, intervening and preventing traffic injuries of cyclists. Objectives: This study aimed at examining whether individual factors and self-reported risky behaviors could explain the crash rates of cyclists in a period of 5 years. Methods: A sample of 1064 cyclists was used, with a mean age of 32.83 years. Participants answered a survey assessing demographic data and information on risky behaviors, risk perception, knowledge of norms, and suffered cycling crashes. Results: Using Structural Equation Models, it was found that crash rates in cyclists could be explained through risky behaviors, risk perception, knowledge of traffic norms and cycling intensity. Through a multi-group path model differentiating cyclists by age group, it was also found that cycling intensity has a differential impact on self-reported crashes in older (age > 25) and younger (age < =25) cyclists. Conclusions: This study suggests that risky behaviors mediate the relationship between the individual factors and the crash rates of cyclists, and that age exerts an important effect in the variation of the explanatory structure of the model. The design of educational tools would be useful for promoting not only the avoidance of risky behaviors, but also a generalized awareness on road safety issues. Practical applications: This research provides an empirical precedent in the study of the impact of factors related to risky behaviors on the road and to safety outcomes of cyclists. 1.1. Traffic crashes of cyclists: challenging the barriers As cycling is progressively adopted as a mode of transportation, some interesting measures regarding the need to strengthen the education and training of road users have been implemented, since, in some countries, there is a major policy interest in this issue, and road safety is a process in which education has a very relevant role (Bonham
HAL (Le Centre pour la Communication Scientifique Directe), 2012
Motivation-This paper presents some theoretical and methodological tools that help to identify and analyze "situations of vulnerability" for drivers. Research approach-This study refers to "Course-of-Action Centred Design" that highly considers the situational aspects of activity to improve situations. Findings-Examples have been drawn from a field study of the "situations of vulnerability" of novice motorcyclists in real world with a view to improving initial training in France. Research limitations-The main limitation of the proposed methodology is the limited number of subjects due to the complexity of the data collection. Take away message-The concept of "situation of vulnerability" provides an alternative to the concepts of "vulnerable road user" and "accident situation" which are conventionally used in transport research, and which have limitations for ergonomics research.
Road Accidents: The Lived Experiences of Motorcycle Users
2017
This study is about the lived experiences of motorcycle users involved in road accidents. The study aims to determine the reasons why motorcycle users continuously used motorcycle, despite experiencing road accidents. The study employs qualitative method of research utilizing in-depth interview. Criteria are set to qualified Key Informants (KI) and Focused Group Discussion (FGD) participants. Findings revealed that motorcycle users prefer to buy motorcycle because of its affordability, convenience and mobility; Common reasons why motorcycle users involved in road accidents are the lack of knowledge and formal training; Lack of discipline and inadequate knowledge on road signs and traffic rules. Some participants also admitted that they were under the influence of alcohol when they experience road accident; few experienced trauma but continued to drive and use motorcycle. The researchers recommend to the Land Transportation Office (LTO), an increment on the existing penalties imposed to violators. It is also recommended to have traffic enforcers visibility at major thorougfare/roads and highways and strict implementation of traffic rules and regulations. Researchers strongly recommend that before Land Transportation Office (LTO) will issue a student license, applicants must undergo a mandatory seminar and training on road safety and traffic rules. Motorcycle sellers should also provide similar training to their buyers before releasing the vehicle. Moreover, the researcher recommends conducting more studies for the proper designation of 'motorcycle lane' on the national roads and highways.
The Australian 400-car Naturalistic Driving Study: Innovation in road safety research and policy
This paper describes the design of Australia's first large-scale Naturalistic Driving Study (NDS), the aim of which is to understand what people actually do when they drive their cars in normal, impaired and safety-critical situations. In early 2014, each of 400 volunteer participants -200 in NSW (Sydney and Wagga Wagga) and 200 in Victoria (Melbourne and Bendigo) -will have their own vehicle instrumented for 6 months with a Data Acquisition System (DAS) which will record continuously their driving behaviour (e.g. where they are looking), the behaviour of their vehicle (e.g. speed, lane position, headway), the behaviour of other road users with whom they interact (e.g. other drivers, motorcyclists, cyclists and pedestrians), and their interactions with the road infrastructure. Prior to participating, each driver will undergo an extensive testing regime that will enable the research team to correlate their personal data with on-road data. Drivers will a have valid Australian licence (provisional or full licence) and be aged between 17 and 70 years. Eight overarching research questions will guide the exploration of the data: (1) What collision risks are drivers exposed to?; (2) What collision risks do drivers expose themselves and others to?; (3) By how much do these exposures increase collision risk to them and to others?; (4) What are the factors that protect drivers against crash and injury?; (5) How do drivers modify their behaviour to adapt to conditions of increased and potential collision risk?; (6) How do people drive normally to minimise collision risk and avoid crashes?; (7) What are the factors that cause and contribute to crashes and safety-critical events?; and (8) What is the relationship between driver personal characteristics, driving behaviour and crash risk? The main outcomes of the study will be the formulation, based on the answers to these research questions, of new and improved evidence-based countermeasures for improving intersection safety, reducing speed-related crashes, reducing fatal and serious injury crashes involving vulnerable road users (pedestrians, cyclists and motorcyclists), reducing crashes involving fatigue and inattention, and improving the design and performance of collision warning and other intelligent vehicle safety technologies.
SSRN Electronic Journal
Cyclists' behaviour may be characterised as both positive and negative, although research has typically focused on the latternotably, behaviours such as crashes, collisions, and errors. Cyclist distraction is often implicated in these negative behaviours. However, there is a dearth of research on the psychological correlates of errant cycling behaviours and distraction. We distributed an online survey that included a combination of established and novel measures to 191 experienced cyclists (155 M, 36 F; aged 18-80 yrs, M age = 57.03 yrs) to ascertain their selfreported cycling behaviour and experience, their attentional style, their cycling self-efficacy and their negative experiences whilst cycling. We conducted path analysis to explore relationships between these variablesspecifically, to determine whether self-reported cycling behaviour and negative experiences would be predicted by attentional style, cycling self-efficacy, and cycling experience. Of the statistically significant relationships, Internal Distraction Control negatively predicted cyclists' self-reported errors (b =-0.235) and violations (b =-0.195). The cyclists' years of urban cycling positively predicted their errors (b = 0.068), violations (b = 0.046) and negative experiences (b = 0.05) when cycling. Cycling self-efficacy positively predicted violations (b = 0.003) and negatively predicted positive behaviours (b =-0.002). These results suggest that a combination of psychological and experiential factors explain some of the variance in selfreported cycling behavioursparticularly negative ones. Road user entropy in UK towns and cities is set to increase as micromobility usage increases. Formal assessment of cyclists' capabilities, particularly their ability to deal with distractions, may be crucial to mitigate the consequences.
RELATIONSHIPS BETWEEN THE MOTORCYCLISTS’ BEHAVIOURAL PERCEPTION AND THEIR ACTUAL BEHAVIOUR
Taylor & Francis Transport, 2018
The paper deals with studying the relationships between the motorcyclists' thinking about proper behaviour and their actual behaviour in the traffic. The impact of some control variables, such as riders' age, experience, driving history, and engine cubature, on actual behaviour, is also addressed here. For the purpose of research, two additional questionnaires were applied besides the well-known Motorcycle Rider Behaviour Questionnaire (MRBQ). To examine the causal relations between all-important latent factors present in this study, the structural equation model was designed. Exploratory and confirmatory factor analyses were also engaged in the analysis and the statistical modelling process. The results show that the higher awareness about alcohol danger and benefits of protective equipment and helmet can noticeably contribute to the bigger traffic safety. Besides, from the results is evident that the control variables are in most cases also significantly interrelated with the actual behaviour factors. The findings of this research could be important for the planning of better traffic safety strategies for the motorcyclists to decrease the fatalities and related costs and traumas.