Social comparison orientation mediates the association between HEXACO and self-presentation.

Various researchers have investigated the personality correlates of defensive and assertive self-presentation. Yet, only a few studies go beyond the direct relationships and examine the underlying mechanism. The current study examines whether the social comparison orientation (SCO) mediates the relationship between personality and self-presentation. We also tested whether our proposed model is invariant across genders. We collected data from 496 individuals using the HEXACO personality inventory, the self-presentation tactic scale, and Iowa-Netherlands SCO scale to test these hypotheses. The path analysis indicated that the partial mediation model provides the best fit to the data (root-mean-square error of approximation [RMSEA] = 0.08, comparative fit index [CFI] = 0.97, standardized root mean squared residual [SRMR] = 0.026). While honesty-humility (ß = -0.43) had the strongest total effect on assertive self-presentation, emotionality (ß = 0.34) had the strongest total effect on defensive self-presentation among other HEXACO dimensions. Additionally, we conducted a multigroup path analysis to test the structural invariance, and the findings indicate that the relationships are invariant across women and men (Δχ2 [14] = 11.83, p = 0.61). These findings suggest that the association between personality and self-presentation might not be straightforward. The findings are discussed in relation to facet and factor level associations among the variables, self-presentation strategies, and gender roles.

Masculinity, femininity, and angry drivers: Masculinity and femininity as moderators between driver anger and anger expression style among young drivers.

Driver anger and its expression are among the most studied topics in traffic safety literature. However, the function of gender roles, i.e., masculinity and femininity, in driving anger experience and expression has remained mainly unexplored. The present study investigates the association between driving anger and gender roles on the expression of anger among young drivers. Three hundred seventy-nine young drivers filled a questionnaire including the Driving Anger Scale, Bem Sex Roles Inventory, Driving Anger Expression Inventory, and demographic information. Moderated regression analyses showed that masculine gender role and anger provoked by other road users' discourtesy were positively and femininity negatively related to verbal aggression while driving. Anger related to police presence, slow driving, and masculine gender role were positively related to gesture-based and vehicle-based expression of driver aggression. Hostility and feminine gender role were negatively related to the gesture-based expression of driver aggression, while anger related to witnessing illegal driving and feminine gender role were negatively related to the vehicle-based expression of aggression. The interaction effects between masculinity and hostility, masculinity and slow driving, and femininity and illegal driving were also found on the gesture-based expression of driver aggression. The effects of interaction between masculinity and slow driving and femininity and illegal driving were also found on the vehicle-based expression of driver aggression. Slow driving and femininity had a positive relationship to the adaptive expression of anger in driving. The results suggest that masculinity and femininity moderate the relationship between driving anger and the expression of driving anger among young drivers.

Traffic climate and driver behaviors: The moderating role of driving skills in Turkey and China.

INTRODUCTION: While road traffic accidents and fatalities are a worldwide problem, the rates of road traffic accidents and fatalities show differences among countries. Similarly, driver behaviors, traffic climate, and their relationships also show differences among countries. The aim of the current study is to investigate the moderating effect of driving skills on the relationship between traffic climate and driver behaviors by country. (Turkey and China). METHOD: There were 294 Turkish drivers and 292 Chinese drivers, and they completed the Traffic Climate Scale, the Driving Skills Inventory, and the Driver Behavior Questionnaire. The moderated moderation analyses were conducted with Hayes PROCESS tool on SPSS. RESULTS: The results showed that safety skills moderated the relationship between internal requirements and violations both in Turkey and China. Safety skills also moderated the relationship between internal requirements and errors only in China and the relationship between functionality and violations in Turkey. Perceptual-motor skills moderated the relationships between external affective demands and errors, and also the relationship between internal requirements and positive driver behaviors in Turkey. It can be inferred that driving skills has different influences on traffic climate-driver behaviors relationship in different cultures and there might be cultural differences in the evaluation of drivers' own driving skills. Practical Applications: Among driving skills, safety skills have a more critical role to increase road safety by decreasing number of violations. Interventions to increase safety skills of drivers might be promising for road safety.

Cross-cultural differences in pedestrian behaviors in relation to values: A comparison of five countries.

This study compared pedestrian behaviors in five countries (Estonia, Greece, Kosovo, Russia, and Turkey) and investigated the relationships between these behaviors and values in each country. The study participants were 131 pedestrians for Estonia, 249 for Greece, 112 for Kosovo, 176 for Russia, and 145 for Turkey. The principal component analyses revealed that the four-factor structure of the Pedestrian Behavior Scale (PBS) was highly consistent across the five countries. ANCOVA results revealed significant differences between countries on the PBS items and scale scores. Specifically, Greek and Turkish participants reported transgressive pedestrian behaviors more frequently than Estonian, Kosovar, and Russian pedestrians while Kosovar participants reported transgressive pedestrian behaviors less frequently than Estonian pedestrians. In addition, Turkish and Russian pedestrians reported lapses and aggressive behaviors more frequently than Estonian, Greek, and Kosovar pedestrians. Finally, Turkish and Estonian pedestrians reported positive behaviors more frequently than Kosovar pedestrians. Unexpectedly, the regression analyses showed that values have varying effects on pedestrian behavior in the five countries. That is, context or country may determine the effect of values on pedestrian behaviors. The results are discussed in relation to the previous literature.

'Switch' technique to restore pronation and radial deviation in 17 patients with brachial plexus birth palsy.

We report outcomes of 17 children with brachial plexus birth palsy that underwent extensor carpi ulnaris to brachioradialis and brachioradialis to abductor pollicis longus transfers to correct supination and ulnar deviation deformity. Mean age at the time of surgery was 8.7 years and mean follow-up time was 21 months (8-44). These patients had marked increases in active forearm rotation and Canadian Occupational Performance Measure scores. Activity performance score on the measure increased from 1.1 to 6.7 and satisfaction score increased from 0.8 to 8.7 at final follow-up. We conclude from our patient series that these tendon transfers are effective in correction of the supination and ulnar deviation deformities in brachial plexus birth palsy. Level of evidence: IV.

The Relationship Between Hofstede's Cultural Dimensions, Schwartz's Cultural Values, and Obesity.

According to the World Health Organization, obesity is a major public health issue. In 2014, there were more than 600 million obese people around the world. According to the data of the World Health Organization, obesity rates differ among countries. One possible underlying reason of the difference can be culture, more specifically shared cultural values. The strategies and policies regarding obesity were developed; however, the effect of culture is not adequately considered. The aim of the study is to investigate the relationship between obesity rates of countries, Hofstede's cultural dimensions, Schwartz's values, and Gross National Income per capita per country. The data consist of obesity ranking (i.e., the percentage of the population with a body mass index of 30 kg/m2 or higher), Gross National Income per capita for each country, and cultural variables (i.e., Hofstede's cultural dimensions for 54 nations and Schwartz's cultural values for 57 nations). Hierarchical regression analysis results revealed that Gross National Income per capita was not a significantly related obesity at the aggregated level. Among Hofstede's dimensions, individualism and uncertainty avoidance were positively associated with obesity, and long-term orientation was negatively associated with obesity. The relationship between Schwartz's cultural values and obesity was not found to be significant. Findings suggest that Hofstede's cultural dimensions should be considered when developing national level strategies and campaigns to decrease obesity.

Traffic climate, driver behaviour, and accidents involvement in China.

Traffic Climate Scale (TCS) and Positive Driver Behaviours Scale (PDBS) are new measurement tools. The study aims to translate the TCS and PDBS into Chinese and to assess their factor structures in a large sample of licensed motor vehicle drivers in China. A further aim is to investigate the effects of TCS factors on drivers' behaviours and traffic accidents involvement. Data were collected using an online survey. Participants were 887 fully licensed motor vehicle drivers, including 531 males and 356 females who completed a Chinese translated questionnaire including the TCS, PDBS, Driver Behaviour Questionnaire (DBQ), items related to drivers' driving records and demographic characteristics. The result of the exploratory factor analysis revealed clear three-factor solution ('Functionality', 'External affective demand' and 'Internal requirement') of TCS with high item loadings and acceptable internal consistency coefficients. The convergent validity of the Chinese TCS was supported by its relationship with driver behaviour factors (violations, errors, lapses and positive behaviours), the traffic accidents involvement and demographic characteristics. The results further show that the external affective demand consistently and positively relate to aberrant behaviours and negatively relate to positive behaviours with indirect positive significant effects on accidents involvement. Functionality is concurrently and negatively related to aberrant behaviours and positively related to positive behaviours with no effects on accidents involvement. The internal requirement is negatively related to aberrant behaviours but, positively related to positive behaviours with positive significant direct effects on accidents involvement.

Physical, psychological and economic burden of two-wheel users after a road traffic injury: Evidence from intensive care units of three EU countries.

INTRODUCTION: This study aimed to assess the physical, psychological, and economic burden shouldered by severely injured two-wheel users in three European countries as well as the cost resulting from their hospitalization. METHODS: A total of seven public hospitals were involved in three countries: Greece, Italy, and Germany. Participants enrolled during a 12-month period starting in April 2013. Eligibility criteria included an injury sustained at Road Traffic Crashes (RTC) irrespective of the type of vehicle, hospitalization 1 day in the Intensive Care Unit (ICU) or sub-ICU, and age 18 years or over. Patients were interviewed at 1, 6, and 12 months upon admission. The study used widely recommended classifications for injury severity (Abbreviated Injury Severity [AIS]; Maximum Abbreviated Injury Severity [MAIS]) and standardized measures such as the Disability Assessment Schedule II (WHODAS 2.0), "Impact of Event Scale" (IES-R), Center for Epidemiological Studies Depression Scale (CES-D Scale). Health Care Expenditure was assessed through the Monash University Accident Research Centre (MUARC's) framework, which included measures of 'Direct' and 'Indirect' costs. Diagnosis-related groups (DRGs) were used to estimate hospitalization costs. RESULTS: A total of 54 two-wheel users enrolled in the study in all the countries and 32 completed all follow-up questionnaires. Physical disability increased over 12 months following the injury. Post Traumatic Stress Disorder (PTSD) symptoms of avoidance remained at high levels over the study period. PTSD symptoms of intrusion improved significantly during the second half of the year under investigation. The total annual cost of injury for the two-wheel users who were hospitalized in the selected ICU of all the partner countries for severe injury in 2013/2014, was estimated at €714,491 made up of €123,457 direct and €591,034 indirect costs. Men, aged 50-64 years and those who sustained slight injuries primarily at the lower extremities presented higher indirect costs per person. A total of €1032.092 was spent on hospitalization payments. Women, aged 65+ and those who sustained severe injuries at the central body region presented higher direct costs per person. Women, aged 50-64 years, those with severe injuries and a major injury at the central body and the upper body region presented the highest hospitalization costs per person. CONCLUSIONS: There is a need for effective strategies to early detect and treat groups at risk of being confronted with prolonged psychosocial and economic consequences. PRACTICAL IMPLICATIONS: A holistic understanding of the impact of injury on individuals is important in order to achieve effective treatment of psychological co-morbidities in a timely manner.

Psychological distress and physical disability in patients sustaining severe injuries in road traffic crashes: Results from a one-year cohort study from three European countries.

The current study aimed to follow-up a group of road crash survivors for one year and assesses the impact of injury on their psychological and physical condition. All crash survivors that were admitted to the intensive or sub-intensive care units of selected hospitals in Greece, Germany and Italy over one year period (2013-2014), were invited to participate in the study and were interviewed at three different time-points as follows: (a) at one month (baseline data), (b) at six months, and (c) at twelve months. The study used widely recommended classifications for injury severity (AIS, MAIS) and standardized health outcome measures such as the Disability Assessment Schedule II (WHODAS 2.0) to measure disability, "Impact of Event Scale" (IES-R) to measure Post-Traumatic Stress Disorder (PTSD), Center for Epidemiological Studies Depression Scale (CES-D Scale) to measure depression. A total of 120 patients were enrolled in the study in all the partner countries and 93 completed all follow up questionnaires. The risk of physical disability was 4.57 times higher [CI 1.98-2.27] at the first follow up and 3.43 times higher [CI 1.43-9.42] at the second follow up as compared with the time before the injury. There was a 79% and an 88% lower risk of depression at the first and the second follow up respectively, as compared with the baseline time. There was also a 72% lower risk of Post-Traumatic Stress at the second follow up as compared with the baseline time. A number of factors relevant to the individuals, the road crash and the injury, were shown to distinguish those at higher risk of long-lasting disability and psychological distress including age, marital status, type of road user, severity and type of the injury, past emotional reaction to distress. The study highlights the importance of a comprehensive and holistic understanding of the impact of injury on an individual and further underlines the importance of screening and treating psychological comorbidities in injury in a timely manner.

Distally based subcutaneous veins for venous insufficiency of the reverse posterior interosseous artery flap.

BACKGROUND: The reverse posterior interosseous artery flap (PIAF) provides soft, thin, and pliable tissue for upper extremity reconstruction without sacrificing any major arteries of the hand. The authors performed a new technique that included one extra distally based subcutaneous vein within the pedicle to diminish venous insufficiency and they aimed to present the results of reconstruction with this technique. PATIENTS AND METHODS: Twelve patients with a mean age of 30 years (range 5-52 years) underwent reverse PIAF surgery. The defects were located on the hand and wrist, with a mean area of 57.8 cm2 (range 20-99 cm2) . After the skin between the distal edge and the pivot point of the flap was elevated, the most reliable subcutaneous vein was chosen, chased, and included within the flap. RESULTS: The average size of the PIAF was 6 × 5 cm to 12 × 9 cm (mean area: 64.4 cm2 ) and the median follow-up time was 13 months (range 4-16 months). The mean quick Disabilities of the Arm, Shoulder and Hand (DASH) score was 21.4, indicating a low degree of disability. Of the 12 patients, ten were very satisfied and two were satisfied with the result of the reconstruction. All but one flap survived completely. One flap was nearly totally lost due to arterial insufficiency after hemodialysis. We observed no venous congestion or insufficiency in the patients. CONCLUSIONS: Subcutaneous veins may be reliable and useful for overcoming major drawbacks associated with reverse flow posterior interosseous artery flap and for diminishing flap loss due to venous insufficiency. © 2016 Wiley Periodicals, Inc. Microsurgery 36:384-390, 2016.

A distinctive presentation of diplopodia: a Y-metatarsal combining the extra foot and the extra digit of the main foot.

Diplopodia is a rare congenital anomaly and has been described as extra digits, metatarsals, and tarsal bones that form an extra foot or foot-like structure. Various skeletal deformities and anomalies involving other organ systems can accompany diplopodia. Treatment consists of surgery, splinting, and physical therapy, planned according to each patient's specific condition. We present a patient who had diplopodia with distinctive anatomic features (with postaxial polydactyly and without any anomaly of the tibia or fibula) compared with the previously reported cases, and concomitant anomalies, including left renal agenesis and anal atresia.

A cross "ethnical" comparison of the Driver Behaviour Questionnaire (DBQ) in an economically fast developing country.

AIM: The aim of this study was to compare the driving behaviours of four ethnic groups and to investigate the relationship between violations, errors and lapses of DBQ and accident involvement in Qatar. SUBJECTS AND METHODS: The Driver Behaviour Questionnaire (DBQ) was used to measure the aberrant driving behaviours leading to accidents. Of 2400 drivers approached, 1824 drivers agreed to participate (76%) and completed the driver behaviour questionnaire and background information. RESULTS: The study revealed that the majority of the Qatari (35.9%) and Jordanian drivers (37.5%) were below 30 years of age, whereas Filipino (42.3%) and Indian subcontinent (34.1%) drivers were in the age group of 30-39 years. Qatari drivers (52%) were involved in most accidents, followed by Jordanians (48.3%). The most common type of collision was a head on collision, which was similar in all four ethnic groups. The Qatari drivers scored higher on almost all items of violations, errors and lapses compared to other ethnic groups, while Filipino drivers were lower on all the items. The most common violation was the same in all four ethnic groups "Disregard the speed limits on a motorway". The most common error item observed was "Queing to turn right/left on to a main road". "Forget where you left your car" and "Hit something when reversing" were the two lapses identified in factor analysis. CONCLUSION: The present study identified that Qatari drivers scored higher on most of the items of violations, errors and lapses of DBQ compared to other countries, whereas Filipino drivers scored lower in DBQ items.

Free pre-expanded lateral circumflex femoral artery perforator flap for extensive resurfacing and reconstruction of the hand.

Resurfacing and reconstruction of extensive scars, severe contractures and deformities of the hand are still challenging cases for plastic surgeons. Treatments usually necessitate thin, pliable and broad flaps. Additionally, minimising the donor-site morbidity is an indisputable requisite. The pre-expanded perforator flap technique has been shown to provide extensive, thin and pliable skin with increased vascularity while reducing the donor-site morbidity. Utilisation of free pre-expanded lateral circumflex femoral artery perforator flap in an aesthetic and functional reconstruction of severe post-burn hand deformity is demonstrated. The successful functional and aesthetic outcome that was achieved in the early postoperative period and which still persists after 23 months of follow-up indicates that our technique could be preferably used in the extensive coverage of the hand.

Age, gender, mileage and the DBQ: the validity of the Driver Behavior Questionnaire in different driver groups.

The Driver Behavior Questionnaire (DBQ) is one of the most widely used instruments for measuring self-reported driving behaviors. Despite the popularity of the DBQ, the applicability of the DBQ in different driver groups has remained mostly unexamined. The present study measured aberrant driving behavior using the original DBQ (Reason, J.T., Manstead, A., Stradling, S.G., Baxter, J., Campbell, K., 1990. Errors and violations on the road - a real distinction. Ergonomics, 33 (10/11), 1315-1332) to test the factorial validity and reliability of the instrument across different subgroups of Danish drivers. The survey was conducted among 11,004 Danish driving license holders of whom 2250 male and 2190 female drivers completed the questionnaire containing background variables and the DBQ. Exploratory and confirmatory factor analysis showed that the original three-factor solution, a four-factor solution and a two-factor solution had acceptable fit when using the whole sample. However, fit indices of these solutions varied across subgroups. The presents study illustrates that both the original DBQ and a Danish four-factor DBQ structure is relatively stable across subgroups, indicating factorial validity and reliability of the DBQ. However, as the Danish DBQ structure has an overall better fit, the present study highlights the importance of performing an explorative analysis when applying the DBQ in order to assess the problem areas within a driving population.

Predictors of intrinsic motivation behind seatbelt use in a country where current use is low.

CONTEXT: Seatbelt use is a major determinant of a driver's safety on the road. In Turkey and other middle-income countries, seatbelt use is lower than in high-income countries and contributes to the higher burden of road traffic injuries. Assessing factors behind drivers' motivations to wear seatbelts can help determine appropriate interventions for specific subpopulations. OBJECTIVE: To analyze the factors predictive of whether drivers who wear seatbelts in Afyonkarahisar and Ankara, Turkey do so because they believe seatbelts can save their lives. METHODS: As part of the monitoring and evaluation of the Bloomberg Philanthropies Global Road Safety Programme, 817 drivers were randomly recruited in Afyonkarahisar and Ankara, Turkey, to participate in roadside interviews. Logistic regression was run on data from 408 drivers who claimed they always wore seatbelts. Predictors were driver's city, driver's age group (30 and younger, 31 to 40, and over 40 years), whether at least one passenger was in the car, and an interaction term between age group and whether passengers were in the car. The outcome variable of interest was whether drivers wore seatbelts because they believed seatbelts can save their lives, referred to in this paper as "selection of Reason 3." RESULTS: The odds of selecting Reason 3 were 2.45 (95% CI: 1.40-4.31) times higher in Ankara than in Afyonkarahisar, 2.52 (95% CI: 1.38-4.60) and 3.65 (95% CI: 1.92-6.95) times higher for drivers aged 31-40 and drivers over the age of 40 than for drivers 30 years of age and younger, respectively, and 5.89 (95% CI: 2.02-17.23), 7.22 (95% CI: 1.61-32.42), and 0.83 (95% CI: 0.32-2.19) times higher for drivers traveling with passengers who were 30 years of age and younger, between 31 and 40, and over 40 than for drivers traveling without passengers in these age groups, respectively. CONCLUSION: Drivers with passengers had higher odds of selecting Reason 3, especially younger drivers who are more likely to succumb to peer pressure. Older drivers had higher odds of selecting Reason 3. Peer groups and peer education campaigns may have an impact. Education interventions combined with extrinsic campaigns can be aimed at younger drivers to increase and maintain adherence in the population.

Short and user-friendly: The development and validation of the Mini-DBQ.

The Driver Behavior Questionnaire (DBQ) is used to measure aberrant driver behavior by asking drivers how often they engage in various aberrant driver behaviors. Since the development of the original DBQ, several modified versions have been developed. The difference between the various versions is that new items are added or existing items modified or excluded. However, despite the differences, all versions are relatively long and therefore time-consuming and tiring to answer, which might limit the usability of the instrument. The main purpose of the present study was to develop a mini DBQ version by reducing the 27-item original DBQ to the shortest possible DBQ version. A second aim was to explore the feasibility of a second-order structure within the data, which means that violations, errors and lapses factors load on a higher-order aberrant driver behavior factor. The presence of a second-order structure further indicates the validity of the DBQ and its theoretical structure. Confirmatory factor analysis (CFA) was used to test the fit (i.e., how well the models explain the data) of the original DBQ versus the fit of the shortest possible DBQ, as well as the presence of a second-order structure for the DBQ. The results indicated a nine-item Mini-DBQ. In addition, a second-order structure was established in the data. These findings indicate that the Mini-DBQ is a valid and useful short measure of aberrant driver behavior.

Motorcycle accidents, rider behaviour, and psychological models.

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. MRBQ was administered to a sample of motorcyclists (N=451). Principal components analysis yielded a 5-factor solution including traffic errors, control errors, speed violations, performance of stunts, and use of safety equipment. Annual mileage was related to higher number of active and passive accidents and offences whereas age was related to lower number of active and passive accidents. Stunts were the main predictors of active accidents and offences. Speeding violations predicted offences. Stunts and speeding violations were associated with the fate factor of the T-LOC, and with attitudes, subjective norms, and intention components of TPB, and cues to action and perceived severity components of the HBM. Use of safety equipment was related to the high level of perceived behavioural control and intention components of the TPB, the low score of perceived barriers component of the HBM, and the low fate factor of the T-LOC. While traffic errors were associated with the high score of perceived barriers and cues to action component of the HBM, control errors were related to the high score of vehicle and environment factor of the T-LOC.

Burden of road traffic injuries in Turkey.

OBJECTIVE: Road traffic injuries (RTIs) are one of the leading causes of global deaths, contributing to 1.3 million lives lost each year. Although all regions are affected, low- and middle-income countries share a disproportionate burden. The significance of this public health threat is growing in Turkey, where current estimates show that 2.0 percent of all deaths in the country are due to RTIs. Despite the significance of this growing epidemic, data pertaining to RTIs in Turkey are limited. In order to address the gap in knowledge, this article presents an overview of the epidemiology of RTIs in Turkey through an analysis of available secondary data sets and a comprehensive review of scientifically published studies. METHODS: A literature review was performed during December 2010 using PubMed, Embase, and ISIS Web of Knowledge databases and Google search engines. Peer-reviewed literature pertaining to Turkey and RTIs were selected for screening. Secondary data were also procured with assistance from Turkish colleagues through an exploration of data sources pertaining to RTIs in Turkey. RESULTS: The literature review yielded a total of 70 studies with publication years ranging from 1988 to 2010. Secondary data sources were procured from the ministries of Health and Interior as well as the Turkish Statistical Institute. These data sources focus primarily on crashes, injuries, and fatalities (crash rate of 1328.5 per 100,000 population; injury rate of 257.9 per 100,000 population; fatality rate of 5.9 per 100,000). Risk factor data surrounding road safety are limited. CONCLUSION: The findings reveal the significant burden that RTIs pose on the health of the Turkish population. The introduction of new technologies such as the novel digital recording systems in place to record pre-hospital services and Global Positioning System (GPS) tracking of road traffic crashes by the police have allowed for a more accurate picture of the burden of RTIs in Turkey. There are, however, some considerable gaps and limitations within the data systems. Incorporation of standardized definitions, regular data audits, and timely review of collated data will improve the utility of RTI data and allow it to be used for policy influence.

The validity of self-reported seatbelt use in a country where levels of use are low.

The validity of self-reported seatbelt use among low belt use populations in low belt use countries has not been evaluated directly. Nine hundred and ninety drivers were recruited from shopping centers, car parks, and other suitable locations located in Afyon and Ankara cities of Turkey in order to compare the self-reported and observed seatbelt usage rates. Data sets were collected simultaneously from the participants not being aware of having their seatbelt use observed. Participants interviewed in Afyon (n=301) and Ankara (n=658) reported seatbelt usage ("always using a seatbelt") rates of 39% and 45%, respectively. When observed, however, only 47% in Afyon and 70% in Ankara of these drivers actually fasten their seat-belts. It seems that the drivers in both cities exaggerated their use seat belts considerably.