Examining behavioral and attitudinal differences among groups in their traffic safety culture

Coogan, Matthew A; Campbell, Margaret A.; Adler, Thomas; Forward, Sonja

doi:10.1016/j.trf.2014.03.005

Cited by 29 publications

(14 citation statements)

References 35 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…Como nuevos horizontes desde los hallazgos investigativos se encontró (a) la posible influencia del contexto social (nivel de estudio, nivel económico, ciudad natal) e historia previa del sujeto (Cantillo, Arellana, & Rolong, 2015) sobre la elección de seguimiento o transgresión, así como la preferencia inicial y posterior del tipo de CGR, pues la historia de aprendizaje personal es una variable que por las diversas características de los contextos viales del país, complejizó el control de una historia previa equivalente para todos los participantes en relación con las reglas presentadas a nivel experimental. (b) Se reconoce que desde la psicología jurídica quedan abiertas varias temáticas para la investigación en temas de tránsito, tales como la comparación de los efectos generados por un mismo PPV en diferentes grupos de actores viales (Twiska, Commandeura, Vlakvelda, Shopeb, & Kokd, 2015), la influencia de las diferencias culturales en la caracterización de los PPV (Coogana, Campbellb, Adlerb, & Forwardc, 2014;Solmazer, Üzümcüoğlu, & Özkan, 2016), caracterización forense de población privada de la libertad a razón de transgresión a la normatividad de tránsito (Faílde-Garrido, y otros, 2016) o la evaluación un PPV basado en testimonios de víctimas de actidentes de tránsito (Cuenena, y otros, 2016), de modo que desde el abordaje psicojurídico de temáticas estrechamente relacionadas con la psicología del tránsito, es posible lograr una formulación coherente de PP basadas en evidencia, favoreciendo el interes que tiene el país desde el plan de desarrollo para las ciudades (Resoluciones 1282 de 2012 y 2273 de 2014, [Ministerio de Transporte, 2012; 2014]) en la mejora del contexto vial del país, a nivel de movilidad, seguridad y prevención vial.…”

Section: Discussionunclassified

Efecto del entrenamiento diferencial en conducta gobernada por reglas sobre el seguimiento de normas de tránsito en peatones

Martínez¹,

Buitrago²

2016

View full text Add to dashboard Cite

The aim of this translational research was to investigate the effect of differential training in three types of rule-governed behavior (CGR) on monitoring and violation of traffic rules for Bogota's pedestrians. 231 university students participated (18-29 years old; 102 men; 129 women). The design consisted of three groups defined by the type of training CGR (pliance, tracking and augmenting), each one exposed to pre-tests and post-tests for evaluation of followup preferences or violation of traffic rules for pedestrians in addition of a training phase with direct reinforcement according to the experimental group. The results showed a general trend by monitoring the rule in all phases and the absence of significant differences between executions of men and women in the phases of evaluation and training. A preference for following rules with consequences such tracking of pre-and post-training direct form was identified. In all experimental groups, direct training in CGR, promoted an increase in election monitoring traffic rules for pedestrians. These findings allow the formulation of some evidence-based guidelines for the design, implementation and evaluation of prevention programs vial that increase the conduciveness of traffic rules for pedestrians in Bogotá and reduce accidents.

show abstract

Section: Discussionunclassified

Efecto del entrenamiento diferencial en conducta gobernada por reglas sobre el seguimiento de normas de tránsito en peatones

Martínez¹,

Buitrago²

2016

View full text Add to dashboard Cite

show abstract

“…According to relevant research questionnaires and scales used by other scholars, a questionnaire was designed using a 7-point Likert-scale, ranging from 1 (strongly disagree) to 7 (strongly agree), to measure participants' risk perception, anticipated regret, personal optimism bias, and intention to use TPMS. The risk perception scale was adapted and modified from Rundmo and Iversen [30]; the anticipated regret scale was adapted and modified from Abraham and Sheeran [76] and Li, Zhou, Sun, Rao, Zheng, and Liang [55]; the personal optimism bias scale was adapted and modified from Coogan et al [89]; and the intention scale was adapted from Lee [90].…”

Section: Methodsmentioning

confidence: 99%

“…First, it was necessary to establish moderators within the data by using principal component analysis (PCA), in order to find the components that maximized the variance in the dataset and tease out the factors. The analysis was conducted using a personal optimism bias scale [89], SPSS, to calculate factor 1 and factor 2. To comply with the research context, we defined factor 1-items OB1, OB2, and OB6-as general optimism, and factor 2-items OB3, OB4 and OB5-as drive skill optimism to be the interaction terms (shown in Table 5) in this study.…”

Section: Methodsmentioning

confidence: 99%

Preventing Tire Blowout Accidents: A Perspective on Factors Affecting Drivers’ Intention to Adopt Tire Pressure Monitoring System

Chen

Yeh

2018

Safety

View full text Add to dashboard Cite

The aim of this study is to explore whether risk perception or anticipated regret is responsible for intensifying the participants' intention to adopt a tire pressure monitoring system (TPMS) to prevent a tire-related accident, and whether the optimism bias has a moderator effect between risk perception/anticipated regret and intention. With 274 valid questionnaires and PLS-SEM (partial least squares structural equation modeling) analysis, the results indicate a significant positive relationship between risk perception and intention to adopt TPMS, but not between anticipated regret and intention. The moderator effect of optimism bias on risk perception and anticipated regret is not found in the model. The findings will prove useful for public service advertising campaigns by providing a basis for an understanding of the role of cognitive and emotional factors in tire-blowout accident prevention, thereby increasing the motivation for drivers in Taiwan to take advantage of the protection afforded them by using TPMS.

show abstract

“…In fact, research on driver behaviour has shown that only extremely large-sized changes in attitudes (in excess of d = 0.80), which are typically not achieved in practice (e.g., Hardeman, Johnston, Johnston, Bonetti, Wareham, & Kinmonth, 2010), are capable of generating changes in behaviour (see Elliott, 2012). Many researchers have therefore tested increasingly complex models that incorporate numerous behavioural predictors in an attempt to identify predictors of speeding that might, in addition to attitudes, constitute useful levers for interventions (e.g., Conner et al, 2007;Coogan, Campbell, Adler & Forward, 2014). While these models account for additional variation in speeding, over and above attitudes, they potentially undermine the importance of attitudes because they do not take into account recent developments in this construct.…”

Section: Introductionmentioning

confidence: 99%

Bi-dimensional attitudes, attitude accessibility and speeding behaviour

McCartan

Elliott

2018

Transportation Research Part F: Traffic Psychology and Behaviou

View full text Add to dashboard Cite

Positive and negative attitude dimensions (i.e., bi-dimensional attitudes) asymmetrically predict behaviour, with the positive dimension being the better predictor than the negative dimension. These findings have been demonstrated using self-reported behaviour measures. In this study, we aimed to test the bi-dimensional attitude-behaviour relationship using objectively measured speeding behaviour derived from a driving simulator and test if the asymmetrical prediction of behaviour from the positive and negative attitude dimensions could be explained by attitude accessibility (how available an attitude is in memory and therefore how readily it is able to guide behaviour). One hundred and six drivers completed online measures of the positive and negative dimensions of their attitudes towards exceeding the speed limit. Response latency measures of the accessibilities of both dimensions were also taken. A driving simulator was used to measure speeding behaviour. Both attitude dimensions independently predicted speeding, with the positive dimension being the stronger predictor. The positive attitude dimension was also more accessible than was the negative dimension. The difference in the accessibilities of the positive and negative attitude dimensions significantly mediated the difference in their predictive validities. The results demonstrate that the positive attitude dimension is the principle predictor of speeding and a reason for this is that it is more accessible in memory than is the negative attitude dimension. Road safety interventions (e.g., education) that aim to reduce speeding and associated traffic crashes might usefully decrease the valence or accessibility of the positive attitude dimension. There would also appear to be scope to reduce speeding by increasing the valence or accessibility of the negative attitude dimension.

show abstract

Examining behavioral and attitudinal differences among groups in their traffic safety culture

Cited by 29 publications

References 35 publications

Efecto del entrenamiento diferencial en conducta gobernada por reglas sobre el seguimiento de normas de tránsito en peatones

Efecto del entrenamiento diferencial en conducta gobernada por reglas sobre el seguimiento de normas de tránsito en peatones

Preventing Tire Blowout Accidents: A Perspective on Factors Affecting Drivers’ Intention to Adopt Tire Pressure Monitoring System

Bi-dimensional attitudes, attitude accessibility and speeding behaviour

Contact Info

Product

Resources

About