The Reluctance of Taxi Drivers to Use Seat Belts. Observed and Self-Reported Behavior in Argentina / La reticencia al uso del cinturón de seguridad de los conductores de taxi. Conductas observadas y auto-informadas en Argentina / Relutância em usar cinto de segurança em taxistas. Comportamentos observados e autorrelatados na Argentina

Although taxi drivers are more exposed to traffic crashes, they usually exhibit riskier behaviors and more negative attitudes toward road safety. For example, previous research suggests that they are particularly reluctant to wear seat belts. The research aimed (a) to estimate the prevalence of seat belt use among taxi drivers com-pared to other professional and non-professional drivers (Study 1, n = 3.810) and (b) to explore attitudes toward seat belt use in taxi drivers using the Theory of Planned Behavior (tpb) (Study 2, n = 100). Study 1 showed lower seat belt use among taxi drivers (vs. other professional and non-professional drivers). Study 2 showed that self-reported use tends to be higher than the estimated observed use and that negative experiential attitudes appear to be essential for understanding the reluctance of taxi drivers to use seat belts. Practical implications and future lines of research are discussed.

Aunque los taxistas están más expuestos a los siniestros viales, suelen mostrar comportamientos más arriesgados y actitudes más negativas hacia la seguridad vial. Por ejemplo, investigaciones previas sugieren que son especialmente reacios a usar el cinturón de seguridad. En tal sentido, los objetivos de la presente investigación fueron (a) estimar la prevalencia del uso del cinturón de seguridad entre los taxistas en comparación con otros conductores profesionales y no profesionales (Estudio 1, n = 3.810) y (b) explorar las actitudes hacia el uso del cinturón de seguridad en los taxistas utilizando la Teoría del Comportamiento Planificado (tpb) (Estudio 2, n = 100). El estudio 1 mostró un menor uso del cinturón de seguridad entre los taxistas (frente a otros conductores profesionales y no profesionales). El estudio 2 demostró que el uso auto informado tiende a ser mayor que el uso observado estimado, y que las actitudes negativas por la experiencia parecen ser esenciales para entender la reticencia de los taxistas a utilizar el cinturón de seguridad. Se discuten las implicaciones prácticas y las futuras líneas de investigación.

Embora os taxistas estejam mais expostos a acidentes rodoviários, tendem a exibir comportamentos mais arriscados e atitudes mais negativas em relação à segu-rança rodoviária. Por exemplo, investigações anteriores sugerem que estão particularmente relutantes em usar o cinto de segurança. Os objectivos do presente estu-do foram: (a) estimar a prevalência do uso do cinto de segurança entre taxistas em comparação com outros taxistas profissionais e não profissionais (Estudo 1, n = 3.810), e (b) explorar atitudes em relação ao uso do cinto de segurança entre taxistas utilizando a Teoria do Comportamento Planeado (tpb) (Estudo 2, n = 100). O estudo 1 mostrou um menor uso do cinto de segurança entre os taxistas (em comparação com outros motoristas profissionais e não profissionais). O estudo 2 mostrou que o uso auto-relatado tende a ser superior ao uso observado estimado, e que as atitudesexperimentais negativas parecem ser centrais para compreender a relutância dos taxistas em usar cintos de segurança. São discutidas implicações práticas e linhas futuras de investigação.

Estrés postraumático luego de siniestros viales: una revisión sistemática / Post-traumatic stress disorder after road traffic accidents: a systematic review

Resumen Las lesiones físicas y los trastornos psicológicos que se producen como consecuencia de un siniestro de tránsito (ST) constituyen un grave problema de salud pública. En este trabajo se realiza una revisión sistemática y actualización de estudios sobre prevalencia y variables predictoras de estrés postraumático (TEPT) luego de un ST. Se realizó una búsqueda en bases de datos incluyendo Medline, PsycINFO, Scopus, y Elsevier de artículos entre 2015 y 2019, siguiendo las directrices PRISMA. La búsqueda inicial mostró un total de 1062 artículos, de los cuales 28 cumplieron criterios de inclusión. La literatura disponible es heterogénea en cuanto a objetivos y metodología. La prevalencia oscila entre 2,39 y 62%. Entre los predictores más robustos de TEPT se incluyen: sexo femenino, percepción de riesgo de vida en el ST, falta de apoyo social, secuelas físicas, y problemas emocionales previos. Se destaca la importancia de la detección temprana para prevenir secuelas psicológicas.

Abstract Physical injuries and psychological disorders following a road traffic accident (RTAs) are a serious public health problem. The objective of this work was to conduct a systematic review and update of studies on the prevalence and predictive variables of post-traumatic stress disorder (PTSD) after RTAs. A systematic search was performed in databases including Medline, PsycINFO, Scopus and Elsevier, of articles published between January 2015 and August 2019, following PRISMA guidelines. Initial search showed a total of 1062 articles, and 28 met inclusion criteria. The available literature is heterogeneous in regards to aims and methodology. Prevalence rates ranged from 2,39 % to 62%. The most robust predictors of PTSD include: female gender, perceived threat to life, lack of social support, persistent physical problems and previous emotional problems. The importance of early detection to prevent psychological sequelae is highlighted.

Validity and Reliability of the Attitudes toward Traffic Safety Scale in Argentina.

The main objective of this research was to investigate the psychometric properties of a Spanish-language version of the Attitudes toward Traffic Safety Scale (ATTS) for the assessment of risky driving attitudes among Spanish-speaking populations. Five hundred and fifty-eight drivers from Argentina participated in the study. Confirmatory factor analysis supported the ATTS three-factor structure: Attitude towards violations and speeding, attitude towards the careless driving of others and attitude towards drinking and driving, χ2(87) = 205.91, p < .001; χ2/df = 2.36; GFI = .94; CFI = .93; TLI = .91; RMSEA = .05; 90% CI [.04, .06]. A model with one higher-order factor (overall attitude toward risky driving) also fits the data. Reliability estimates were acceptable for the total scale (α = .81) and for all subscales (with α values ranging from .74 to .84), and concurrent validity was supported by theoretically expected correlations with self-reported risky driving behavior (r ranging from .27 to .45, ps < .01). Subsequent comparison between zero-order correlation and partial correlation (controlling for Driver Impression Management) between ATTS subscales and self-reported risky driving behavior revealed minor or no effects of social desirability bias. Implications for road safety intervention are discussed.

Actitudes implícitas en Psicología Ambiental. Una revisión de literatura / Atitudes Implícitas em Psicologia Ambiental. Uma Revisão / Implicit Attitudes in Environmental Psychology. A Lietarature Review

Este trabajo ofrece una revisión crítica de estudios que utilizan modelos de actitudes implícitas en el área de la Psicología Ambiental. Se analizaron 25 estudios publicados entre 2004 y 2017, los cuales abordan temas relacionados a: (a) conductas pro-ambientales, (b) preferencias por ambientes naturales vs. construidos, (c) conexión con la naturaleza, y (d) cambios en actitudes implícitas. Globalmente, los resultados ilustran las potencialidades de los enfoques de actitudes implícitas en los estudios de Psicología Ambiental. Las actitudes implícitas muestran relaciones de nulas a moderadas con las conductas pro-ambientales. Se observan correlaciones bajas entre actitudes implícitas y explícitas, aunque la relación varía según el dominio. Por otro lado, las medidas de actitudes implícitas tienden a mostrarse incorrelacionadas entre sí. Algunos estudios indican que es posible cambiar las actitudes implícitas. Se identifican limitaciones y posibles líneas futuras de investigación.

Este trabalho oferece uma revisão crítica de estudos que utilizam modelos de atitudes implícitas na área da Psicologia Ambiental. Foram analisados 25 estudos publicados entre 2004 e 2017 que abordam temas relacionados a: (a) comportamentos pró-ambientais, (b) preferências por ambientes naturais versus construídos, (c) conexão com a natureza, e (d) mudanças em atitudes implícitas. De modo geral, os resultados ilustram as potencialidades dos enfoques de atitudes implícitas nos estudos da Psicologia Ambiental. Atitudes implícitas mostram correlações nulas a moderadas com comportamentos pro-ambientais. Baixas correlações são observadas entre atitudes implícitas e explícitas, embora a relação varie por domínio. Por outro lado, não há correlações entre diferentes medidas implícitas. Alguns estudos indicam que é possível produzir mudanças em um nível implícito. Limitações e futuras pesquisas são indicadas.

This paper provides a review of recent research using implicit attitudes models in Environmental Psychology. Twenty-five studies published between 2004 and 2017 were analyzed. They cover the following topics: (a) pro-environmental behaviors, (b) preferences for natural vs built environments, (c) connection with nature, and (d) changes in implicit attitudes. Overall, the results illustrate the potential of implicit attitudes models and methods in the area of Environmental Psychology. Moderate to null correlations between implicit attitudes and pro-environmental behaviors are observed. Low correlations are reported between implicit and explicit attitudes, although the relationship varies as a function of the object. No correlations between different implicit measures are found. Some studies demonstrate that it is possible to change implicit attitudes. Strengths and limitations of current research are discussed.

Validity and reliability of the attitudes toward traffic safety scale in Argentina

The main objective of this research was to investigate the psychometric properties of a Spanish-language version of the Attitudes toward Traffic Safety Scale (ATTS) for the assessment of risky driving attitudes among Spanish-speaking populations. Five hundred and fifty-eight drivers from Argentina participated in the study. Confirmatory factor analysis supported the ATTS three-factor structure: Attitude towards violations and speeding, attitude towards the careless driving of others and attitude towards drinking and driving, χ2(87) = 205.91, p < .001; χ2/df = 2.36; GFI = .94; CFI = .93; TLI = .91; RMSEA = .05; 90% CI [.04, .06]. A model with one higher-order factor (overall attitude toward risky driving) also fits the data. Reliability estimates were acceptable for the total scale (α = .81) and for all subscales (with α values ranging from .74 to .84), and concurrent validity was supported by theoretically expected correlations with self-reported risky driving behavior (r ranging from .27 to .45, ps < .01). Subsequent comparison between zero-order correlation and partial correlation (controlling for Driver Impression Management) between ATTS subscales and self-reported risky driving behavior revealed minor or no effects of social desirability bias. Implications for road safety intervention are discussed

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Pedestrian crossing behavior, an observational study in the city of Ushuaia, Argentina.

OBJECTIVES: Pedestrian crashes are a critical problem in Latin American countries. However, little research has been published about pedestrians and even less about their behaviors in a naturalistic context. The objective of the present research was to explore risky pedestrian crossing behaviors in traffic intersections in an argentine city (Ushuaia). It is focused in different stages of the crossing process, traffic code violations, and other potentially risky behaviors such as distractions. A high frequency of risky behaviors among pedestrians was expected. Moreover, according to previous findings, it was hypothesized that men and younger pedestrians would show riskier behaviors. METHODS: Participants were 802 pedestrians (53.9% females) observed at several intersections (with and without traffic lights) in the city of Ushuaia. Behaviors were codified following a standardized observation protocol. Observers documented information on behavior previous to, during, and after crossing. Gender and age were also registered. Data were gathered through video recording. Frequency analyses of observed behaviors were conducted for the total sample, as well as by gender and by age group. A general crossing risk index was calculated to facilitate comparisons between the genders and age groups. We conducted an analysis of variance to evaluate gender and age differences for this index. RESULTS: A high proportion of risky behaviors were observed among pedestrians. The majority of pedestrian waited in the street (as opposed to on the sidewalk) before crossing, did not comply with traffic lights, or crossed outside the crosswalk. A large number of pedestrians were distracted while crossing. Men presented higher scores on risky behaviors than women. No differences were observed by age group. CONCLUSIONS: The high level of risk behaviors during the different stages of street crossing is worrisome and reinforces the idea that pedestrians are responsible for many of the conflicts with motorists. Many of the risky behaviors seem to be associated with gender, which is in line with the previous literature showing more risk behaviors among men than among women. No differences were found for age group. Findings are interpreted considering some features of the Argentine road culture.

Trabajo y salud en conductores de taxis / Working and health in taxi drivers

RESUMEN La conducción de taxis es una actividad potencialmente insalubre debido a las condiciones laborales que caracterizan la tarea, como la informalidad o la exposición a diferentes fuentes de riesgos para la salud. El objetivo del presente trabajo fue aportar información sobre las condiciones laborales, el estado de salud, los hábitos y las estrategias de afrontamiento de los conductores. En el estudio par ticiparon 421 conductores de taxi. Los datos se obtuvieron por medio de un cuestionario de auto-informe. Se realizaron análisis descriptivos sobre los diferentes aspectos estudiados. Los resultados indicaron que la jornada laboral típica era de 10 o 12 horas, que el riesgo de participar en un siniestro o de ser asaltado durante la jornada laboral era elevado, que los problemas de salud física y emocional más prevalentes eran dolores músculo-esqueléticos, mal humor e irritabilidad, sensación de cansancio y ansiedad, que los hábitos alimenticios eran poco saludables y bajos los niveles de actividad física, y que las estrategias de afrontamiento típicas eran de carácter paliativo e individual. El artículo aporta datos con una población latinoamericana, una región en la que no se ha generado mucha evidencia empírica sobre el problema. Se brindan recomen daciones para posibles intervenciones preventivas.

ABSTRACT Taxi driving is a potentially unhealthy activity due to working conditions such as piecework or the exposure to different sources of health risk. Some of the typical problems in the industry have been widely studied (e.g. car crashes) while others have received less attention (e.g. coping strategies). Moreover, most of the research comes from Anglo-Saxon, European or Eastern coutries. Much less is known about the problem in Latin America. The aim of the present paper was to study working condi tions and health status in taxi drivers from a Latinamerican country. The study include different aspects of the problem that have been previously studied separately. Participants were 42 taxi drivers, mostly male. A self-administered questionnaire was used to collect data. Participants gave information about their working conditions, health status, healthy and unhealthy habits, and coping strategies. Results indicated that the typical working day of a taxi driver ranges from 10 to 12 hours; that drivers have an elevated risk of being involved in a car crash or an assault; that the most prevalent physical or emotional problems are musculoskeletal pain, fatigue, bad mood, irritability, anxiety, and sleep disorders; that unhealthy eating habit and low levels of pshysical activity prevail; and that coping strategies are mainly palliative and individual. Finally, some recommendations for the development of preventive actions are given.

Una tarea de estimación de colisiones y tiempo de llegada: evidencias preliminares de fiabilidad y validez / Uma tarefa de estimativa de colisões e tempo de chegada: evidências preliminares de confiabilidade e validade / A time-to-contact and collision estimation task: preliminary evidences of reliability and validity

Este trabajo analiza algunas propiedades psicométricas de una tarea estimativa de la trayectoria de objetos móviles. Este tipo de tarea suele utilizarse como parte de las baterías de evaluación de conductores en muchos países, pero son escasas las evidencias disponibles sobre validez. Sesenta participantes (treinta conductores profesionales y treinta de población general) completaron la prueba en dos ocasiones. Los resultados fueron positivos en algunos aspectos (e.g., consistencia interna), pero también muestran la necesidad de realizar algunos cambios y mejorías. Se requieren más estudios que ofrezcan evidencias externas de validez para este tipo de tarea. (AU)

Este trabalho analisa algumas propriedades psicométricas de uma tarefa na estimativa da trajetória de objetos móveis. Esse tipo de tarefa costuma ser utilizado como parte das baterias na avaliação de condutores em muitos países, mas são escassas as evidências disponíveis sobre a validade. Sessenta participantes (30 condutores profissionais e 30 da população geral) completaram a prova em duas ocasiões. Os resultados foram positivos em alguns aspectos (e.g., consistência interna), mas também mostram a necessidade de realizar mudanças e melhorias na prova. Requer-se mais estudos que ofereçam evidências externas que dê validade para esse tipo de tarefa. (AU)

This study analyzes some psychometric properties of a Time-to-contact and Collision Estimation Task. This type of measure is often used as part of driver testing in many countries. However, available evidences of validity are scarce. Sixty participants (split evenly between professional drivers and general population) completed the task on two occasions. The results were positive in some respects (e.g., internal consistency), but also show the need for changes and improvements in the task design. Further studies are needed to support the use of this type of measures. (AU)

Prevalencia y evolución del uso de casco en ocupantes de motocicletas en una ciudad argentina (Mar del Plata, 2006-2014) / Prevalence and evolution of helmet use in motorcycle riders in an Argentine city (Mar del Plata, 2006-2014)

RESUMEN Los siniestros viales que involucran a motociclistas conforman un problema creciente en los países de ingresos bajos y medios. La medida de protección por excelencia en estos usuarios viales es el casco. Sin embargo, una proporción considerable de motociclistas no lo usa. El objetivo de este trabajo es informar la evolución del uso de casco durante el periodo 2006-2014 en una ciudad de Argentina, y conocer los factores asociados durante el año 2014. La muestra incluye más de 6.900 observaciones de motociclistas, registradas en los años 2006 (n=962), 2008 (n=977), 2012 (n=2.542) y 2014 (n=2.466). Los datos indican un aumento progresivo del uso de casco a través del tiempo, aunque se sostienen las diferencias por género y función. Los factores asociados al uso de casco en conductores durante el año 2014 fueron el uso en pasajeros, el tipo de moto, la presencia de patente y el género. Aunque los resultados son positivos, conviene alertar sobre las consecuencias negativas del aumento del parque de motos.

ABSTRACT Traffic collisions involving motorcyclists are a growing problem in low and middle income countries. Helmet use is the foremost protective measure for this group of road users, however many riders do not wear them. The objective of the present study is to report the changes in helmet use during the period 2006-2014 in an Argentine city and discover associated factors for the year 2014. The sample includes more than 6,900 observations of motorcyclists carried out during the years 2006 (n=962), 2008 (n=977), 2012 (n=2,542), and 2014 (n=2,466). The data indicates a progressive increase in helmet use over time, but differences due to gender and type of rider remain. Factors associated to helmet use in motorcycle drivers during 2014 were: passenger helmet use, motorcycle type, license plate use and gender. Although the results are positive, it is necessary to be attentive to the negative consequences of the growing fleet of motorcycles.

[Prevalence and evolution of helmet use in motorcycle riders in an Argentine city (Mar del Plata, 2006-2014)]. / Prevalencia y evolución del uso de casco en ocupantes de motocicletas en una ciudad argentina (Mar del Plata, 2006-2014).

Traffic collisions involving motorcyclists are a growing problem in low and middle income countries. Helmet use is the foremost protective measure for this group of road users, however many riders do not wear them. The objective of the present study is to report the changes in helmet use during the period 2006-2014 in an Argentine city and discover associated factors for the year 2014. The sample includes more than 6,900 observations of motorcyclists carried out during the years 2006 (n=962), 2008 (n=977), 2012 (n=2,542), and 2014 (n=2,466). The data indicates a progressive increase in helmet use over time, but differences due to gender and type of rider remain. Factors associated to helmet use in motorcycle drivers during 2014 were: passenger helmet use, motorcycle type, license plate use and gender. Although the results are positive, it is necessary to be attentive to the negative consequences of the growing fleet of motorcycles.

Educación vial y movilidad en la Infancia / Educação no trânsito e mobilidade na infância / Childhood education and mobility

La motorización creciente de los desplazamientos ha convertido al ambiente urbano en un lugar cada vez más hostil para los niños y niñas, quienes se encuentran entre los grupos humanos más vulnerables del tránsito. En esta etapa del desarrollo, la educación puede ser una herramienta clave para prevenir comportamientos de riesgo y promocionar hábitos de movilidad más saludables. El presente trabajo discute algunos aspectos relacionados con la educación vial en la infancia. Se destaca la importancia de considerar los patrones de movilidad típicos de cada edad, y de promover el uso de medios de transporte más saludables, equitativos y sustentables. Se señala además la necesidad de complementar las acciones educativas con intervenciones multi-sectoriales a diferente nivel.(AU)

A crescente motorização e os deslocamentos têm transformado o meio ambiente urbano num lugar cada vez mais hostil para as crianças, que se encontram entre os usuários mais vulneráveis do trânsito. Nessa etapa do desenvolvimento, a educação pode ser uma ferramenta chave para prevenir o comportamento de risco e promover hábitos de mobilidade mais saudáveis. O presente trabalho discute alguns aspectos relacionados à educação infantil no trânsito (nas ruas). Destaca-se a importância de considerar os padrões de mobilidade típicos de cada idade e de promover o uso dos meios de transportes mais saudáveis, equitativos e sustentáveis. Além disso, assinala-se a necessidade na complementação das ações educativas com intervenções multi-setoriais em diferentes níveis.(AU)

The increasing motorization of mobility has turned urban environment in a complex and dangerous place for children. As a consequence they are one of the most vulnerable groups of traffic users. In this stage of development, education could be a key tool for preventing risky behaviour and promoting more healthy mobility habits. The present study discusses some aspects related to children traffic education. The necessity of taking into account the patterns of mobility in different developmental stages is highlighted. Also the relevance of promote the use of health, sustainable and equitable means of transport. The complexity of the problem requires that educational interventions are complemented with multisectoral actions at different levels.(AU)

Educación vial y movilidad en la Infancia / Educação no trânsito e mobilidade na infância / Childhood education and mobility

La motorización creciente de los desplazamientos ha convertido al ambiente urbano en un lugar cada vez más hostil para los niños y niñas, quienes se encuentran entre los grupos humanos más vulnerables del tránsito. En esta etapa del desarrollo, la educación puede ser una herramienta clave para prevenir comportamientos de riesgo y promocionar hábitos de movilidad más saludables. El presente trabajo discute algunos aspectos relacionados con la educación vial en la infancia. Se destaca la importancia de considerar los patrones de movilidad típicos de cada edad, y de promover el uso de medios de transporte más saludables, equitativos y sustentables. Se señala además la necesidad de complementar las acciones educativas con intervenciones multi-sectoriales a diferente nivel.

A crescente motorização e os deslocamentos têm transformado o meio ambiente urbano num lugar cada vez mais hostil para as crianças, que se encontram entre os usuários mais vulneráveis do trânsito. Nessa etapa do desenvolvimento, a educação pode ser uma ferramenta chave para prevenir o comportamento de risco e promover hábitos de mobilidade mais saudáveis. O presente trabalho discute alguns aspectos relacionados à educação infantil no trânsito (nas ruas). Destaca-se a importância de considerar os padrões de mobilidade típicos de cada idade e de promover o uso dos meios de transportes mais saudáveis, equitativos e sustentáveis. Além disso, assinala-se a necessidade na complementação das ações educativas com intervenções multi-setoriais em diferentes níveis.

The increasing motorization of mobility has turned urban environment in a complex and dangerous place for children. As a consequence they are one of the most vulnerable groups of traffic users. In this stage of development, education could be a key tool for preventing risky behaviour and promoting more healthy mobility habits. The present study discusses some aspects related to children traffic education. The necessity of taking into account the patterns of mobility in different developmental stages is highlighted. Also the relevance of promote the use of health, sustainable and equitable means of transport. The complexity of the problem requires that educational interventions are complemented with multisectoral actions at different levels.

The Scree Test and the Number of Factors: a Dynamic Graphics Approach.

Exploratory Factor Analysis and Principal Component Analysis are two data analysis methods that are commonly used in psychological research. When applying these techniques, it is important to determine how many factors to retain. This decision is sometimes based on a visual inspection of the Scree plot. However, the Scree plot may at times be ambiguous and open to interpretation. This paper aims to explore a number of graphical and computational improvements to the Scree plot in order to make it more valid and informative. These enhancements are based on dynamic and interactive data visualization tools, and range from adding Parallel Analysis results to "linking" the Scree plot with other graphics, such as factor-loadings plots. To illustrate our proposed improvements, we introduce and describe an example based on real data on which a principal component analysis is appropriate. We hope to provide better graphical tools to help researchers determine the number of factors to retain.

Measuring individual differences in driver inattention: further validation of the attention-related driving errors scale.

OBJECTIVE: The aim of this research was (a) to study driver inattention as a trait-like variable and (b) to provide new evidence of validity for the Attention-Related Driving Errors Scale (ARDES). BACKGROUND: Driving inattention is approached from an individual differences perspective. We are interested in how drivers vary in their propensity to experience failures of attention and in the methods to measure these differences. METHOD: In a first sample (n = 301), we tested, via confirmatory factor analysis, a new theoretical model for the ARDES. In a second sample (n = 201), we evaluated the relationship between inattention and internal and external sources of distraction and social desirability bias in ARDES responses. A subsample (n = 65) was reevaluated to study temporal stability of the ARDES scores. RESULTS: Errors measured by the ARDES can be classified according to the driving task level at which they occur (navigation, maneuvering, or control). Differences in ARDES scores based on collision history were observed. ARDES was related to internal sources of distraction and was independent of the level of exposure to distracting activities. Test-retest showed a high degree of stability in ARDES scores. Low correlations were found with a social desirability measure. CONCLUSION: ARDES appears to measure a personal trait that remains relatively stable over time and is relatively independent of distracting activities. New evidence of validity emerged for this self-report. APPLICATION: ARDES can be used to measure individual differences in driving inattention and to help tailor preventive interventions for inattentive drivers. It can serve as an instrument of driver self-assessment in educational and training contexts.

The scree test and the number of factors: a dynamic graphics approach

Exploratory Factor Analysis and Principal Component Analysis are two data analysis methods that are commonly used in psychological research. When applying these techniques, it is important to determine how many factors to retain. This decision is sometimes based on a visual inspection of the Scree plot. However, the Scree plot may at times be ambiguous and open to interpretation. This paper aims to explore a number of graphical and computational improvements to the Scree plot in order to make it more valid and informative. These enhancements are based on dynamic and interactive data visualization tools, and range from adding Parallel Analysis results to «linking» the Scree plot with other graphics, such as factor-loadings plots. To illustrate our proposed improvements, we introduce and describe an example based on real data on which a principal component analysis is appropriate. We hope to provide better graphical tools to help researchers determine the number of factors to retain (AU)

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Seguridad vial infantil: estudio observacional en jardines de infantes de la ciudad de Mar del Plata, Provincia de Buenos Aires, 2022 / Children's road safety: Observational study in kindergartens of the city of Mar del Plata, Buenos Aires Province, 2022

INTRODUCCIÓN: Las conductas preventivas, como el uso de casco o los sistemas de retención infantil, son un factor clave para la seguridad vial. En Argentina, la adopción de estas medidas es particularmente baja en población infantil. Los objetivos fueron: a) conocer el porcentaje de conductas preventivas en niños y adultos acompañantes que viajan a jardines de infantes en tres modos de transporte (vehículos motorizados de cuatro ruedas, motovehículos y bicicletas); b) identificar factores asociados al uso de tales medidas; y c) analizar la relación entre las conductas preventivas, las condiciones viales del entorno inmediato a los jardines y el nivel de vulnerabilidad socioambiental en la zona de emplazamiento. MÉTODOS: Se realizó un estudio observacional de corte transversal. Se observó a 462 conductores y 508 niños en 13 jardines de infantes municipales de la ciudad de Mar del Plata. RESULTADOS: En moto, 18,3% de los niños usaba casco. En vehículos de cuatro ruedas, 12,5% utilizaba algún sistema de sujeción. En bicicleta, solo un niño empleaba casco. En casos de conductores sin dispositivos de seguridad y en zonas de alta vulnerabilidad, era más común que los niños viajaran desprotegidos. Los entornos viales con más falencias se ubicaron en sitios de alta vulnerabilidad y se asociaron a una menor proporción de conductas preventivas. DISCUSIÓN: Los resultados constituyen un aporte relevante para el desarrollo de políticas en seguridad vial infantil.

A study on the relationship between personality and driving styles.

OBJECTIVE: Research on driving behavior and personality traits is a key factor in the development of driver-oriented safety interventions. However, research is fragmented and a multidimensional perspective is lacking. The primary aim of this study is to assess the multiple relationships between driving styles and personality traits using the alternative 5-factor model. A secondary goal is to determine whether these relationships vary by gender and age. METHODS: Data were collected from a sample of 908 Argentine drivers. Driving styles were assessed using the Multidimensional Driving Style Inventory. Personality was assessed with the Zuckerman-Kuhlman Personality Questionnaire (ZKPQ-50-CC; Aluja et al. 2006) questionnaire. RESULTS: Different patterns of personality are associated with different driving styles. These relationships appear to be robust with respect to gender and age; however, in some cases these variables did influence the observed relationships. CONCLUSION: The results provide researchers with a more comprehensive understanding of the relationships between personality traits and driving styles. Practical prevention measures are discussed.

Cliff´s Delta Calculator: un programa para calcular el tamaño del efecto no paramétrico al comparar dos grupos de observaciones / Cliff´s Delta Calculator: a non-parametric effect size program for two groups of observations

El estadístico Delta de Cliff permite cuantificar la magnitud de la diferencia entre dos grupos de observaciones que resultan incompatibles con el presupuesto de normalidad. El análisis de esta cuantificación complementa la interpretación del p-valor asociado a la correspondiente prueba de hipótesis. La aplicación de medidas del tamaño del efecto ha sido promovida durante las últimas décadas tanto por metodólogos, como por instituciones líderes en las ciencias del comportamiento. El propósito de la presente contribución es presentar un programa denominado Cliff's Delta Calculator que es capaz de calcular y graficar el valor del tamaño del efecto no paramétrico para dos grupos de observaciones. Se ofrece una comparación de este programa con otras calculadoras comerciales y no comerciales actualmente disponibles. Se describe su funcionamiento, sus fundamentos matemáticos y se presentan y discuten dos ejemplos de aplicación en la investigación psicológica. Se concluye que este programa presenta algunas ventajas en comparación con otras calculadoras comerciales disponibles.

The Cliff’s Delta statistic is a non-parametric effect size measure that quantifies the amount of difference between two groups of observations beyond p-values interpretation. This measure can be understood as a useful complementary analysis for the corresponding hypothesis testing. During the last two decades the use of effect size measures has been strongly encouraged by methodologists and leading institutions of behavioral sciences. The aim of this contribution is to introduce the Cliff’s Delta Calculator software that performs such analysis and offers some interpretation tips. Differences and similarities with the parametric case are analysed and illustrated. The implementation of this free program is fully described and compared with other calculators. Alternative algorithmic approaches are mathematically analysed and a basic linear algebra proof of its equivalence is formally presented. Two worked examples in cognitive psychology are commented. A visual interpretation of Cliff’s Delta is suggested. Availability, installation and applications of the program are presented and discussed.

Propiedades psicométricas de la escala de deseabilidad social del conductor (versión en español) / Psychometric properties of the diver social desirability scale (Spanish version)

La deseabilidad social del conductor se refiere a las descripciones positivamente sesgadas que las personas hacen al evaluar su propio comportamiento al conducir. Se trata de un factor que puede afectar la validez de los auto-informes, por ello, resulta necesario evaluar su presencia y posibles efectos. Este trabajo analiza las propiedades psicométricas de la Escala de Deseabilidad Social del Conductor (DSDS) en una muestra argentina de población general. Se aplicó a una muestra de 332 conductores de la ciudad de Mar del Plata la escala DSDS en diferentes condiciones de administración, conjuntamente con un cuestionario de datos socio-descriptivos y medidas de estilos de conducción (MDSI) y personalidad (ZQPK-50). Los resultados indican un comportamiento globalmente satisfactorio de la versión en español de la DSDS. Se obtuvo evidencia interna y externa de validez. No obstante, los resultados sugieren que podría tratarse tanto de una medida específica de sesgo de deseabilidad como de una medida relacionada con estilo de conducción.(AU)

Driver Social Desirability refers to positive biased self-descriptions given by drivers. As it could affect self-reported results, its assessment is necesary. The present study analyzes the psychometric properties of the Driver Social Desirability Scale (DSDS) in an Argentine sample. A sample of 332 drivers from Mar del Plata city was collected in different administration conditions. Participants answer a descriptive socio-demographic questionnaire, driving style measures (MDSI), and personality measures (ZKPQ-50) under four different administration conditions. A 2x2 quasiexperimental factor design was used to assess possible effects of social desirability bias. The first manipulated factor was type of administration (self-administration vs. face-to-face administration). The second manipulated factor was the anonymity of responses (anonimous vs. non- anonimous conditions). Results indicated good overall properties for the argentinean version of the DSDS. Evidence on the external and internal validity of DSDS was also gathered. However, results obtained suggest that DSDS could assess a extremely careful and law abiding driving style besides driver social desirability.(AU)

Propiedades psicométricas de la escala de deseabilidad social del conductor (versión en español) / Psychometric properties of the diver social desirability scale (Spanish version)

La deseabilidad social del conductor se refiere a las descripciones positivamente sesgadas que las personas hacen al evaluar su propio comportamiento al conducir. Se trata de un factor que puede afectar la validez de los auto-informes, por ello, resulta necesario evaluar su presencia y posibles efectos. Este trabajo analiza las propiedades psicométricas de la Escala de Deseabilidad Social del Conductor (DSDS) en una muestra argentina de población general. Se aplicó a una muestra de 332 conductores de la ciudad de Mar del Plata la escala DSDS en diferentes condiciones de administración, conjuntamente con un cuestionario de datos socio-descriptivos y medidas de estilos de conducción (MDSI) y personalidad (ZQPK-50). Los resultados indican un comportamiento globalmente satisfactorio de la versión en español de la DSDS. Se obtuvo evidencia interna y externa de validez. No obstante, los resultados sugieren que podría tratarse tanto de una medida específica de sesgo de deseabilidad como de una medida relacionada con estilo de conducción.

Driver Social Desirability refers to positive biased self-descriptions given by drivers. As it could affect self-reported results, its assessment is necesary. The present study analyzes the psychometric properties of the Driver Social Desirability Scale (DSDS) in an Argentine sample. A sample of 332 drivers from Mar del Plata city was collected in different administration conditions. Participants answer a descriptive socio-demographic questionnaire, driving style measures (MDSI), and personality measures (ZKPQ-50) under four different administration conditions. A 2x2 quasiexperimental factor design was used to assess possible effects of social desirability bias. The first manipulated factor was type of administration (self-administration vs. face-to-face administration). The second manipulated factor was the anonymity of responses (anonimous vs. non- anonimous conditions). Results indicated good overall properties for the argentinean version of the DSDS. Evidence on the external and internal validity of DSDS was also gathered. However, results obtained suggest that DSDS could assess a extremely careful and law abiding driving style besides driver social desirability.