Análise de Perícias Psicológicas de Trânsito: Um Olhar sobre os Construtos Cognitivos / Analysis of Traffic Psychological Expertise: A Look at Cognitive Constructs / Análisis de la Experiencia Psicológica del Tráfico: Una Mirada a los Constructos Cognitivos

O objetivo da pesquisa foi analisar perícias psicológicas realizadas em cidades do Paraná do ano de 2019 no que tange aos aspectos cognitivos. Para tanto, foram consultados 1009 processos arquivados em clínicas credenciadas ao Departamento de Trânsito do Paraná (DETRAN-Pr). Os resultados, inerentes à caracterização das perícias, apontaram que os participantes com idade média de 27 anos, 44,4% possuindo ensino médio completo, 72,2% para a 1ª habilitação, 61% para a categoria A/B. Foram encontrados 12 tipos de instrumentos de Avaliação Psicológica padronizados. Os resultados apontam desempenho médio nos instrumentos e relação de dependência entre os principais construtos investigados. Considera-se que, além de habilidades cognitivas preservadas, a formação dos condutores desde o ensino básico é importante contribuinte para o trânsito seguro.(AU)

The objective of this research was to analyze psychological tests conducted in cities in the state of Paraná in the year 2019, focusing on cognitive aspects. For this purpose, we examined 1009 records from clinics accredited to the State Traffic Department of Paraná (DETRAN-Pr). The results, inherent to the characterization of the expertise, pointed out that the participants had an average age of 27 years, 44.4% had completed secondary education, 72.2% were first-time applicants, and 61% had the A/B category. Twelve types of standardized Psychological Assessment instruments were found. The results indicated that participants exhibited an average performance in these instruments, and there was a significant correlation between the main constructs investigated. These findings suggest that, in addition to maintaining cognitive skills, providing driver education starting from elementary school could significantly contribute to enhancing road safety.(AU)

El objetivo de la investigación fue analizar las pruebas psicológicas realizadas en ciudades de Paraná en el año 2019 sobre aspectos cognitivos. Para ello se consultaron 1009 expedientes archivados en clínicas acreditadas ante el Departamento de Tránsito de Paraná (DETRAN-Pr). Los resultados, inherentes a la caracterización de la especialización, apuntaron que los participantes tenían una edad media de 27 años, 44,4% tenían estudios secundarios completos, 72,2% para el 1º título, 61% para la categoría A/B. Se encontraron doce tipos de instrumentos de Evaluación Psicológica estandarizados. Los resultados muestran un desempeño promedio en los instrumentos y una relación de dependencia entre los principales constructos investigados. Se considera que, además de preservar las habilidades cognitivas, la formación de los conductores desde la escuela primaria en adelante es un importante contribuyente a la seguridad del tráfico.(AU)

E-scooter riders and pedestrians: Attitudes and interactions in five countries.

Electric scooters (e-scooters) have become a popular phenomenon internationally; however, their use has raised concerns about pedestrian safety. This study describes the possible effects of the emergence of e-scooters on pedestrians. We focus on the interaction, conflicts, crashes, and attitudes between pedestrians and e-scooter riders and pedestrians' perceived safety in the presence of e-scooters. Data were collected from e-scooter riders and non-riders (n = 3385) through an online survey in Australia, Belgium, the Czech Republic, Norway, and Sweden. Around 20-30% of e-scooter riders rode on sidewalks, whether it is allowed or not. Non-riders of e-scooters tended to report that riding an e-scooter is rather dangerous. Pedestrians, except Australian ones, perceived e-scooter riders (and e-scooter operation) as annoying. Half of the e-scooter riders had experienced a near miss at some point in the past and more than 50% of these near misses included another road user. Up to 10% of the e-scooter riders from all five countries reported having experienced a crash. On the basis of these findings, we believe that the most relevant suggestions for the implications in sustainable (urban) mobility involve separating e-scooter riders and pedestrians.

Who goes first? A distributed simulator study of vehicle-pedestrian interaction.

One of the current challenges of automation is to have highly automated vehicles (HAVs) that communicate effectively with pedestrians and react to changes in pedestrian behaviour, to promote more trustable HAVs. However, the details of how human drivers and pedestrians interact at unsignalised crossings remain poorly understood. We addressed some aspects of this challenge by replicating vehicle-pedestrian interactions in a safe and controlled virtual environment by connecting a high fidelity motion-based driving simulator to a CAVE-based pedestrian lab in which 64 participants (32 pairs of one driver and one pedestrian) interacted with each other under different scenarios. The controlled setting helped us study the causal role of kinematics and priority rules on interaction outcome and behaviour, something that is not possible in naturalistic studies. We also found that kinematic cues played a stronger role than psychological traits like sensation seeking and social value orientation in determining whether the pedestrian or driver passed first at unmarked crossings. One main contribution of this study is our experimental paradigm, which permitted repeated observation of crossing interactions by each driver-pedestrian participant pair, yielding behaviours which were qualitatively in line with observations from naturalistic studies.

Recognition Mechanism of Dangerous Goods Marks: Evidence from an Event-Related Potential Study.

Dangerous goods marks are the most effective means of alerting individuals to the potential dangers associated with the transport of dangerous goods. In order to gain a better understanding of how dangerous goods marks convey risk information, the cognitive processing of dangerous goods marks was examined by measuring event-related potentials (ERPs). We recruited 23 participants, and their ERP data were recorded. We discovered that the dangerous goods marks elicited a larger P200 amplitude and a smaller N300 amplitude, indicating that, compared to other marks, the dangerous goods marks exhibited stronger warning information and drew more attention from the subjects. Simultaneously, dangerous goods marks elicited insufficient emotional arousal in individuals. Therefore, these findings suggest that the designs of dangerous goods marks need to be improved, such as improving the graphic consistency. Changes in ERP patterns can be used to measure the risk perception level of dangerous goods marks, which can be used as an accurate indicator of the effectiveness of warning sign design. In addition, this study provides a theoretical foundation for the cognitive understanding mechanism of dangerous goods marks.

Driving Offences and Emotion Regulation: A Psychometric Analysis of the Emotion Regulation Questionnaire (ERQ) / Infracciones de Tráfico y Regulación Emocional: Análisis Psicométrico del ERQ

Background: Little is known about the role of emotion regulation in driving. This study analyzed the psychometric properties of one of the most commonly-used tests for the evaluation of emotion regulation in a drivers’ sample. Methods: A total of 318 male drivers (M age = 41.6 years, SD = 11.1, age range 20-69 years, half with road traffic offences and half, matched controls), participated in the study by filling out the Emotion Regulation Questionnaire (ERQ). Data analysis was carried out using the Rasch Rating Scale Model (RSM). Results: The performance of the response categories was inadequate. After collapsing the seven original response categories into three, the categories were functional, the unidimensionality requirement was met, and data-model fit was adequate. Both person reliability and item reliability were adequate for the two subscales of ERQ. There was a significant difference between the two groups in the cognitive reappraisal subscale. Conclusions: Given the adequate psychometric properties of the ERQ, it is suggested that the role of cognitive reappraisal in driving contexts be explored in depth.(AU)

Antecedentes: No es mucho lo que se conoce sobre el papel de la regulación emocional en la conducción. Analizamos las propiedades psicométricas de uno de los test más utilizados para la evaluación de la regulación emocional en una muestra de conductores. Métodos: un total de 318 conductores varones (M = 41.6 años, DT = 11.1, rango de edad 20-69 años; la mitad con infracciones de tráfico y la mitad restante, controles emparejados), cumplimentaron el cuestionario de regulación de emociones (ERQ en inglés). El análisis de los datos se llevó a cabo mediante el modelo de Rasch para escalas de calificación. Resultados: El funcionamiento de las categorías de respuesta fue inadecuado. Tras reducir las siete categorías de respuesta originales a tres, las categorías resultaron funcionales, se cumplía el requisito de unidimensionalidad y el ajuste de los datos con el modelo fue adecuado. Tanto la fiabilidad de las personas como la de los ítems fueron adecuadas en las dos subescalas del ERQ. Se halló una diferencia significativa entre los grupos de estudio en la subescala de revaluación cognitiva. Conclusiones: Dadas las adecuadas propiedades psicométricas del ERQ, se sugiere explorar en profundidad el papel de la revaluación cognitiva en contextos de conducción.(AU)

"I Drive Well, the Problem is the Other Driver": A Study About the Self-Assessment of the Ability to Drive / "Yo Conduzco Bien, el Problema es el Otro": Un Estudio Sobre la Autoevaluación de la Capacidad de Conducir

Abstract This study aims to verify the self-evaluation that people make about their ability to drive and investigate whether there is a difference between self-evaluation and evaluation about their friends' abilities. To this end, 151 people answered three different questionnaires, one questionnaire about driving abilities (self-evaluation and evaluation of friends), the Driver's Behavior Questionnaire and a socio-demographic questionnaire The sample consisted of 50.3% of males with a mean age of 25.32 years (SD = 1.66). As a result, self-evaluation was positively correlated with age, evaluation of friend, weekly driving hours, Common Violations, and Aggressive Violations. In addition, there was significant difference between evaluation by sex: males carry out self-assessments in a more positive way. It was also found that people evaluate themselves better than they evaluate their friends. From this research, it is possible to think the target audience that would most benefit from an intervention to reduce self-evaluation, that is, men, people over 24 years old, and people who have more driving experience.

Resumen Este estudio tiene como objetivo verificar la autoevaluación que las personas hacen sobre su capacidad para conducir y si hay diferencia entre la autoevaluación y la evaluación de las habilidades de sus amigos. Fueron aplicados tres instrumentos, un cuestionario sobre habilidades de conducción (autoevaluación y evaluación de amigos), el Driver's Behavior Questionnaire y un cuestonario sociodemográfico. Participaron 151 personas (50.3% hombres) con una edad media de 25.32 años (DE=1.66). Hubo una correlación positiva entre la autoevaluación y la edad; evaluación de amigos; horas semanales de conducción; violaciones ordinarias y violaciones agresivas. Además, hubo una diferencia significativa entre la evaluación por sexo: los hombres realizan autoevaluaciones de una manera más positiva. También se descubrió que las personas evalúan mejor a sí mismas de lo que evalúan a sus amigos. Así, es posible pensar en el público que se beneficiaría más de una intervención para reducir la autoevaluación: hombres, personas mayores de 24 años y personas que tienen más experiencia de conducción.

Testosterone, personality traits and aggressive driving among young male drivers.

INTRODUCTION: Psychological testing to examine potentially aggressive behaviour is a gold standard, but it is not sufficient. Testosterone might increase an aggressive behaviour. AIM: The aim of this study was to evaluate whether testosterone along with psychological assessment of fitness to drive could help to identify aggressive drivers. METHODS: Male participants (n=150) aged from 20 to 25, who possessed a driving license and drive at least 100 km per week, were evaluated in this study using an Inventory of traffic-relevant personality characteristics, the Sensation Seeking Scale and the Buss-Durkee Aggression Inventory. Saliva was collected for testosterone and cortisol measurements. The five binomial logistic models with dependent variables Caused an accident, Driving license taken away, Court trial, Intoxicated driving and Sporty self-report were tested in this study. RESULTS: The 'Intoxicated driving' model, was found to be statistically highly significant, explaining 48.8 % of the dependent variable's variance (χ2(16)=36.145, p<0.01). In this model with sensation seeking, actual testosterone and their interaction was highly significant and explained 20.4 % of intoxicated driving variability (χ2(3)=14.283, p<0.01). This was higher than sensation seeking scores only. CONCLUSION: To conclude, salivary testosterone might prove a biological marker that improves the identification of those with a high probability of aggressive driving or its subtypes (Tab. 3, Ref. 53).

REPRESENTAÇÕES SOCIAIS DO TRÂNSITO PARA MOTORISTAS / SOCIAL REPRESENTATION OF TRAFFIC FOR DRIVERS / REPRESENTACIONES SOCIALES SOBRE TRÁNSITO PARA LOS CONDUCTORES

Este estudo analisou as representações sociais do trânsito para motoristas brasileiros. Participaram 110 pessoas, com idades entre 19 e 62 anos (M = 27,9; DP = 9,44), de diferentes regiões do Brasil. Os sujeitos responderam a um questionário sociodemográfico e um teste de associação livre de palavras (TALP) com os estímulos indutores "motociclistas", "pedestres" e "engarrafamento". Os resultados demonstraram que os motoristas, em sua maior parte, representam o trânsito brasileiro de modo pessimista e negativo. A palavra "estresse" foi a mais utilizada para representar o "engarrafamento". Os dados são discutidos à luz da psicologia social e do trânsito.

This study aimed to investigate the social representation of traffic for Brazilian drivers. The sample was 110 people, aged between 19 and 62 years old (M = 27.9, SD = 9.44), living in different regions from Brazil. A word association test (WAT) was performed with three stimulus inductors, "motorcyclists", "pedestrians" and "traffic jam". The results showed that drivers, for the most part, represent Brazilian traffic in a pessimistic and negative way. In this sense, the word "stress" was used as more frequent to stimulus "traffic jam". The findings are discussed in the light of social and traffic psychology.

Este estudio tuvo como objetivo investigar las representaciones sociales del tráfico brasileño para los motoristas. Participaron en el estudio un total de 110 personas, de 19 a 62 años (M = 27.9; SD = 9.44), de diferentes regiones de Brasil. Los participantes respondieron un cuestionario sociodemográfico y una prueba de asociación de palabras (PAP) con los estímulos inductores "motocicleta", "peatón" y "embotellamiento". Los resultados mostraron que los conductores, en su mayor parte, representan el tráfico brasileño de una manera pesimista y negativa. Por ejemplo, la palabra "estrés" se usó como más frecuente para el estímulo "embotellamiento". Los hallazgos se discuten a la luz de la psicología social y del tráfico.

Development and testing of culturally adapted road hazard communication designs.

This study was conducted to assess comprehension of existing road hazard communication designs (RHCDs) in relation to culturally adapted designs among commercial vehicle drivers using a two-part study. In study 1, nine participants were recruited and their comprehension of 20 existing RHCDs was tested. Results of the analysis revealed that only 50% of the designs met the acceptance criterion of 67% set by the International Organization for Standardization (ISO). Culturally adapted symbols were then developed for the 10 symbols which failed to meet the ISO acceptance criterion through a longitudinal focus group discussion involving the nine participants. In study 2, 226 commercial vehicle drivers were drawn from four bus terminals. Results of a paired-samples t test showed that comprehension of the culturally adapted designs was significantly better than comprehension of their equivalent existing designs. The findings are discussed in the context of extant literature and practice.

Psicologia do trânsito: conquistas históricas, ADI 3481 e perspectivas para a área / Traffic psychology: historical achievements, ADI 3481, and prospects for the area / Psicología del tránsito: conquistas históricas, la ADI 3481 y las perspectivas para el área

Resumo O presente artigo visa apresentar, discutir e refletir a Psicologia do Trânsito sob o olhar de alguns marcos históricos. O primeiro período compreende desde o início da área no Brasil até a promulgação do Código de Trânsito Brasileiro de 1997; em um segundo momento são apresentados os avanços da área assim como sua consolidação e contribuição para um momento bastante promissor da Psicologia do Trânsito; tais avanços são discutidos em um terceiro período do artigo, que compreende de 2018 a 2021. Na sequência, são discutidos aspectos que têm impactado diretamente o trabalho dos profissionais da área da Psicologia do Trânsito como a pandemia do SARS-CoV-2 (Covid-19), a Ação Direta de Inconstitucionalidade 3481 no Supremo Tribunal Federal e o Projeto de Lei nº 3267/19 (transformado na Lei Ordinária nº 14.071/2020) que alterou o Código de Trânsito Brasileiro desde que passou a vigorar em 12 de abril de 2021. São propostas reflexões sobre esses novos desafios e são discutidas alternativas para o trabalho na área, visando uma adequação às novas demandas e realidade. Espera-se oferecer ao leitor a possibilidade de refletir novos caminhos para a área que visem um fazer ético, de qualidade e cujo objetivo principal seja preservar vidas. (AU)

Abstract This article aims to present, discuss, and reflect upon Traffic Psychology from the perspective of some historical milestones in three different periods. The first period refers to the origins of the field in Brazil until the promulgation of the 1997 Brazilian Traffic Code. Then, it approaches the advances within the field, as well as its consolidation and contributions - which will be discussed in-depth in the third period, including the years from 2018 to 2021. The article also discusses aspects that have impacted the professional practice of Traffic psychologists, namely the COVID-19 (SARS-CoV-2) pandemic, the 3481 Direct Action of Unconstitutionality of the Supreme Court, and the 3267/19 Bill (Ordinary Law 14071/2020), transformed into the new Brazilian Traffic Code, published in 2020. This review reflects upon these new challenges, proposing alternatives for the field to adapt to the new demands and reality. With that, it seeks to stimulate reflections regarding possibilities for the field of Traffic Psychology, always grounded on an ethical and quality professional practice with the primary purpose of preserving lives. (AU)

Resumen Este artículo tiene como objetivo presentar, discutir y reflexionar sobre la Psicología del Tránsito desde algunos marcos históricos. Los períodos abarcan desde el comienzo del área en Brasil hasta el momento de la publicación del Código de Tránsito Brasileño de 1997, después se presentan los avances del área y su consolidación, que contribuyeron para un momento bastante prometedor de la Psicología del Tránsito, el cual se discute en el tercer período que abarca de 2018 a 2021. En seguida, se discuten aspectos que pueden impactar e impactaron directamente el trabajo de los profesionales de la Psicología del Tránsito, como la pandemia del SARS-CoV-2 (Covid-19), la Acción Directa de Inconstitucionalidad del Supremo Tribunal Federal y el Proyecto de Ley 3267/19 (transformado en la Ley 14.071/2020) que alteró el Código de Tránsito Brasileño desde su vigencia el 12 de abril de 2021. Se proponen reflexiones sobre esos nuevos desafíos y se discuten alternativas para el trabajo en el área, con el objetivo de adecuarse a las nuevas demandas y nueva realidad. Se espera ofrecer al lector la posibilidad de reflexionar sobre nuevos caminos para el área, siempre pensando en un trabajo ético, de calidad y con el principal objetivo de preservar vidas. (AU)

Promoção de comportamento seguro no trânsito: relato de uma intervenção / Promoting safe behavior in traffic: an intervention report / Promoción de comportamiento seguro en el tránsito: relato de una intervención

Este artigo objetiva relatar uma intervenção em Psicologia do Trânsito, visando conscientizar jovens estudantes sobre aspectos importantes do trânsito que estão envolvidos no cotidiano. O projeto "Meu Primeiro Certificado UFPR" foi elaborado como projeto piloto para implementação durante a Feira de Profissões da Universidade Federal do Paraná, desenvolvendo quatro temáticas: o pedestre e uso do celular; cinto de segurança; mobilidade com a bicicleta; e entrar no carro com motorista alcoolizado. Estandes com os temas foram montados em pontos estrategicamente distribuídos na feira. Ao entrar na feira, os estudantes recebiam um material já no primeiro estande; ao visitarem os outros quatro estandes, recebiam carimbos de presença em cada um; e, ao final da feira, o estudante recebia um certificado mediante a apresentação do cartão carimbado. Ao todo, o projeto alcançou diretamente 2674 estudantes de Ensino Médio, 68,7% adolescentes mulheres. Os participantes tinham entre 14 e 19 anos (M = 16,59). Do total de jovens, 72,3% estudam em escola pública. Concluiu-se que a aplicação do piloto foi relevante, uma vez que houve grande alcance do público-alvo, que demonstrou interesse em visitar os estandes e dialogar sobre as temáticas apresentadas. O projeto foi bem avaliado pelos participantes, a maioria (75%) classificando-o como excelente.(AU)

This article aims to report a Traffic Psychology intervention that sought to raise awareness about important traffic features involved in everyday life among young students. Developed to be implemented in the Career Expo at the Universidade Federal do Paraná, the pilot project Meu Primeiro Certificado UFPR (My first UFPR Certificate) consisted of four stands strategically positioned along the expo, each approaching one of the following themes: pedestrian's use of mobile phone, seat belt, bicycle use, and travelling with a drunk driver. The students received the material to participate in the activity upon entering the expo; for each visited stand, they received a stamp and, after completing the four stands, they received a certificate. The project was offered to 2674 high school students (68.7% female; 72.3% of whom studied in public schools) aged between 14 and 19 years (M = 16.59); among these, 924 visited all stands and received the certificate. The intervention program was relevant due to its wide reach, as a considerable amount of students showed interest in visiting the stands and talking about the presented topics, with 75% of them rating the project as excellent.(AU)

Este artículo tiene como objetivo relatar una intervención en Psicología del Tránsito con el fin de concientizar a jóvenes estudiantes sobre los aspectos importantes de esta involucrados en el día a día. El proyecto Meu Primeiro Certificado UFPR ("Mi Primer Certificado UFPR") se elaboró como un proyecto piloto y fue desarrollado durante la Feria de Profesiones de la Universidade Federal do Paraná, teniendo en cuenta cuatro temáticas: el peatón y uso del celular; el cinturón de seguridad; la movilidad con la bicicleta y el manejo del coche con conductor alcohólico. Los estudiantes recibían el material en el primero de los stands, junto con un sello de presencia por cada visita a los cuatro stands, y obtenían el certificado al final de la feria mediante la presentación de la tarjeta sellada. En total, el proyecto llegó directamente a 2.674 estudiantes de la secundaria, siendo el 68,7% mujeres. Los participantes tenían edades entre los 14 y los 19 años (media = 16,59). Del total de jóvenes, el 72,3% estudiaban en escuelas públicas. Se concluye que la aplicación piloto se mostró relevante debido al gran alcance dentro del público objetivo, que durante la aplicación se mostró interesado por la visita a los stands y el diálogo con respecto a las temáticas presentadas. En cuanto al nivel de satisfacción, el 75% de los participantes clasificaron el proyecto como excelente.(AU)

Assessing Psychological Fitness to Drive for Intoxicated Drivers: Relationships of Cognitive Abilities, Fluid Intelligence, and Personality Traits.

Our study explores the relationships between traffic-psychological driving-related personality traits, fluid intelligence, and cognitive abilities for drivers whose driver license has been revoked due to intoxicated driving (alcohol and/or drugs). We were able to show that high significant impacts on cognitive functions derive from the participants' age and fluid intelligence. In addition, driving-related personality traits like emotional instability, sense of responsibility and self-control contributed significantly to some of the cognitive abilities that are important for the fitness to drive. Additionally, mediating effects of fluid intelligence in the model are discussed. Traffic psychologists can use this knowledge in their assessment of drivers, mainly regarding the possible compensation of cognitive deficits regarding the fitness to drive.

Investigation of the instinctive reaction of human drivers in social dilemma based on the use of a driving simulator and a questionnaire survey.

Objective：The moral and ethical issue is a great challenge to the development of autonomous vehicles. There may be distinctions between the choices made by an observer and a participant. The paper is designed to investigate whether drivers will sacrifice the fewest people to save more people in social dilemma, and whether human drivers would give priority to protecting pedestrians or self-protection in an emergency.Methodology: The experiment was conducted with a total of 50 participants assigned to three groups. Three experimental scenarios were designed and each of them contained a social dilemma. A driving simulator was used in this study to explore the choices of human drivers in social dilemma. In addition, the simulator results were compared with those of questionnaire survey.Result: In study 1, 73% of 22 participants swerved into the right lane to hit only one pedestrian for the safety of other five. In study 2 and 3, more participants chose to hit the barrier to protect the pedestrian.Conclusion: A conclusion can be drawn from the second and third group of experiments that most drivers consider not only their own safety, but the safety of pedestrians. Most of the participants intended to minimize the total amount of harm in social dilemma. The choice of crashing into barriers to protect a pedestrian can also be seen as a way to minimize the total amount of harm.

Idosas condutoras de veículos: considerações sob a ótica da Psicologia do Trânsito / Elderly female drivers: considerations from the perspective of Traffic Psychology / Ancianas conductoras de vehículos: consideraciones bajo la óptica de la Psicología del Tránsito

Neste trabalho objetivou-se levantar e expor os preconceitos e a discriminação sofrida por idosas condutoras de veículos, analisando-os sob a ótica da psicologia do trânsito, neste país em que a feminização da velhice é uma tendência concreta. O preconceito engendrado na sociedade brasileira contra as condutoras de veículos é agravado pelo estereótipo negativo e a desvalorização que os idosos precisam enfrentar. Por isso, a condutora idosa sofre duplamente no trânsito, por ser mulher em uma sociedade machista, e por já se encontrar na velhice.

In this work it was intended to bring awareness and expose the prejudices and the discrimination faced by elderly female drivers, analyzing from the perspective of traffic psychology, in a country where the feminization of old age is a concrete trend. The prejudice that is rooted in the Brazilian society against the female drivers is aggravated by the negative stereotype and the devaluation that elderly people face. For this reason, the elderly female driver suffers twice as much in the traffic, first from being a woman in a misogynist society and second for being already in this phase of human development, which is growing old.

En este trabajo se objetivó levantar y exponer los prejuicios y la discriminación sufrida por ancianas conductoras de vehículos, analizándolos bajo la óptica de la psicología del tránsito, en un país donde la feminización de la vejez es una tendencia concreta. El preconcepto engendrado en la sociedad brasileña contra las conductoras de vehículos es agravado por el estereotipo negativo y la devaluación que enfrentan los ancianos. Por eso, la conductora anciana sufre doblemente en el tránsito, por ser mujer en una sociedad machista y por ya encontrarse en la fase del desarrollo humano, la vejez.

Network models of driver behavior.

The way people behave in traffic is not always optimal from the road safety perspective: drivers exceed speed limits, misjudge speeds or distances, tailgate other road users or fail to perceive them. Such behaviors are commonly investigated using self-report-based latent variable models, and conceptualized as reflections of violation- and error-proneness. However, attributing dangerous behavior to stable properties of individuals may not be the optimal way of improving traffic safety, whereas investigating direct relationships between traffic behaviors offers a fruitful way forward. Network models of driver behavior and background factors influencing behavior were constructed using a large UK sample of novice drivers. The models show how individual violations, such as speeding, are related to and may contribute to individual errors such as tailgating and braking to avoid an accident. In addition, a network model of the background factors and driver behaviors was constructed. Finally, a model predicting crashes based on prior behavior was built and tested in separate datasets. This contribution helps to bridge a gap between experimental/theoretical studies and self-report-based studies in traffic research: the former have recognized the importance of focusing on relationships between individual driver behaviors, while network analysis offers a way to do so for self-report studies.

Estudo normativo do R-1: Teste não verbal de inteligência para uma região da Bahia-Brasil / Standardization study of R-1: nonverbal intelligence test for a region of Bahia-Brazil / Estudio normativo del R-1: test no verbal de inteligencia para una región de la Bahía-Brasil

O R-1: Teste Não Verbal de Inteligência é um instrumento que foi construído com base no Teste de Matrizes Progressivas de Raven de acordo aos pressupostos teóricos da análise fatorial de Spearman, teoria bifatorial. O presente artigo objetivou apresentar normas para o R-1 para uma amostra de motoristas e candidatos a Carteira Nacional de Habilitação de uma região do sudoeste da Bahia - Brasil. A amostra foi composta de 1507 adultos, de ambos os sexos e três níveis de escolaridade, que realizaram avaliação psicológica em uma clínica credenciada ao DETRAN-BA. Para determinar a influência do sexo e da escolaridade foram realizados testes estatísticos, que indicaram diferenças significativas nas pontuações em função dessas variáveis. Os resultados apontaram a necessidade de estabelecer normas por sexo e por nível de escolaridade para a população estudada. Tais estudos contribuem para o avanço nas pesquisas em avaliação psicológica no contexto do trânsito.

The R-1: Nonverbal Intelligence Test is an instrument that was constructed based on Raven's Progressive Matrices Test according to the theoretical assumptions of Spearman factorial analysis, two-factor theory. The present article aimed to present standards for the R-1 for a sample of drivers and candidates for the National Driver's License for a region of southwestern Bahia - Brazil. The sample consisted of 1507 adults, of both sexes, and three educational levels, who underwent psychological evaluation in a clinic accredited to DETRAN-BA. In order to investigate the influence of sex and educational level was calculated statistic tests that indicated significant differences in scores in relation to studied variables. The results pointed out the need for norms by sex and schooling. Such studies contribute to the advancement of research in psychological assessment in the context of traffic.

El R-1: Prueba no verbal de inteligencia es un instrumento que fue construido con base en el Test de Matrices Progresivas de Reven de acuerdo a los presupuestos teóricos del análisis factorial de Spearman, teoría bifactorial. El presente artículo objetivó presentar normas para el R-1 de una muestra de conductores y candidatos a Cartera Nacional de Habilitación para una región del suroeste de Bahía - Brasil. La muestra fue compuesta de 1507 adultos, de ambos sexos e tres niveles de escolaridad, que realizaron evaluación psicológica en una clínica acreditada al DETRAN-BA. Con el fin de determinar las diferencias entre los grados de escolaridad e sexos fueran realizados testes estadísticos del total de puntos. Los resultados apuntaron la necesidad de normas por sexo y por escolaridad. Tales estudios contribuyen al avance de las investigaciones en evaluación psicológica en el contexto del tránsito.

Thrill and adventure seeking in risky driving at work: The moderating role of safety climate.

Introduction Within many industrialized countries, the leading cause of worker fatalities and serious injuries can be attributed to road trauma. In non-occupational research, high levels of sensation seeking personality, and specifically thrill and adventure seeking, have been associated with risky driving behaviors. In work driving literature, high organizational safety climate has been associated with reduced risky driving in work drivers. However, the extent that factors such as safety climate and thrill seeking interact in regard to work driving safety remains unclear, and the current research examined this interaction. Methods A total of 1,011 work drivers from four organizations participated in the research. Surveys were distributed online and hardcopies were sent via mail. The survey included measures of thrill and adventure seeking, safety climate and work-related driving behaviors, as well as questions relating to participant demographics and information about their work driving. Results The results demonstrated that safety climate significantly moderated the effect of thrill and adventure seeking trait on driving errors, driving violations, and driving while fatigued. Conclusion These results suggest that the development of a strong safety climate has the potential to improve work driving safety outcomes by reducing the impact of particular personality traits such as thrill seeking within an organizational context. Practical application To improve work driving safety, organizations and management need to develop strategies to encourage and foster positive work driving safety climate, particularly within work settings that may attract thrill and adventure seeking employees.

"Maybe I Will Just Send a Quick Text " - An Examination of Drivers' Distractions, Causes, and Potential Interventions.

Many people use cars all over the world. This is, however, not done without risk, as traffic accidents are one of the most common causes of death for adolescents worldwide. The number of deaths has steadily decreased, both worldwide and in Norway. Many of these accidents involve passenger cars and distracted driving. While there are many campaigns to improve safety in traffic, little research has looked at distractions. A recent report has investigated the occurrence of and damage caused by distraction, and one article has looked at what predicts baseline differences in levels of distracted driving. However, no one has tested an intervention to decrease distracted behavior in traffic. Motivational variables suggested by the Theory of Planned Behavior, personality traits, and demographic variables show utility in similar contexts and are all tested in this project. Data from two samples were collected to investigate the nature of distractions in traffic, what factors predict baseline levels of distractions, and to test an intervention to reduce distractions. Both samples feature randomly assigned intervention and control groups. The first sample (n = 1100 total; n = 208 was licensed to drive) consisted of high school students from all over Norway as a part of a larger attitudinal campaign, while the second sample (n = 414) was more general. The second tested a digital version of implementation intentions designed as volitional help sheets. The results from both samples suggest that there are some robust differences between people in how much they are distracted in everyday life, while some variables need further research. The second study failed to uncover any effects of the intervention. Reasons for this are discussed, along with points on the efficacy of digital interventions, the design of the volitional help sheets, and the design of the study in general. Notwithstanding the ineffectual interventions, this study contains novel information about baseline differences in distractive behavior that may further impact future behavior change interventions and guide future research.

Avaliação do Comportamento do Motorista, Lócus de Controle e Estilos de Direção no Trânsito / Driver's Behavior Assessment, Locus of Control and Driving Styles in Traffic / Evaluación del Comportamiento del Conductor, Locus de Control y Estilos de Conducción en el Tránsito

Resumo Este estudo teve como objetivo analisar o comportamento do condutor, o lócus de controle no trânsito e os estilos de condução. Participaram 326 motoristas, com idades entre 19 a 75 anos (M = 38,27; DP = 11,54), sendo 55,5% do sexo feminino e tempo de habilitação de 1 a 49 anos (M = 15,69; DP = 10,80). Os instrumentos utilizados foram o Questionário de Comportamento do Condutor (QCM), a Escala de Lócus de Controle para o trânsito (T-LOC-BR) e a Escala Multidimensional dos Estilos de direção (MSDI). Os resultados indicaram que os erros, lapsos e violações do condutor se mostraram positivamente correlacionados com a atribuição da ocorrência de acidentes a motivos internos e ao acaso, bem como aos estilos de condução agressivo e negligente. As análises dos escores dos três instrumentos revelaram, ainda, diferenças significativas relativas às variáveis sociodemográficas. Acredita-se que os achados deste trabalho contribuem para a ampliação do conhecimento sobre o comportamento do condutor, contudo há a necessidade da realização de novos estudos.

Abstract This study aimed to analyze driver's behavior, the locus of control in traffic and driving styles. Three hundred and twenty six drivers participated in the present study, aged 19-75 years (M= 38.27;SD= 11.54), 55.5% being female and with years of driving between 1 and 49 (M= 15.69;SD= 10.80). The instruments used were the Driver Behavior Questionnaire (QCM), the Traffic Locus of Control (T-LOC-BR) and the Multidimensional Driving Style. In ventory (MSDI). Results indicated that errors, lapses and drivers' violations were positively correlated with causal attributions of accidents to internal reasons and chance, as well as with aggressive and careless driving styles. The analysis of scores obtained from the three instruments also revealed significant differences with regard to sociodemographic variables. We believe these findings contribute to a better understanding of drivers' behavior, however, further studies are needed.

Resumen Este estudio tuvo como objetivo analizar el comportamiento del conductor, el locus de control en el tráfico y estilos de conducción. Participaron 326 conductores, edad 19-75 años (M =38.27; DE=11.54), 55,5% mujeres y el tiempo de habilitación 1-49 años (M = 15.69; DE = 10.80). Los instrumentos utilizados fueron el Cuestionario de comportamiento del conductor (QCM), la Escala de Locus de control de tránsito (T-LOC-BR) y la Escala Multidimensional de Estilos de dirección (MSDI). Los resultados errores, lapsus y violaciónes del conductorse encuentran correlacionados positivamente, con la asignación de los accidentes a razones internas y por acaso, y también a los estilos de conducción agresiva y descuidados. El análisis de las puntuaciones de los tres instrumentos también reveló diferencias significativas en las variables sociodemográficas. Se cree que los resultados de este estudio han contribuido a la expansión del conocimiento sobre el comportamiento del conductor, pero la necesidad de nuevos estudios.

Propiedades psicométricas de una escala breve de autoeficacia para la conducción en conductores de Argentina / Psychometric properties of a driving self-efficacy scale-short form in Argentinean drivers

El objetivo de este estudio fue traducir y evaluar las propiedades psicométricas de la escala de autoeficacia para la conducción desarrollada por Dorn y Machin (2004). Se analizó la estructura factorial de la escala, la confiabilidad y se recogieron evidencias de validez externa en una muestra de 447 conductores de la ciudad de Córdoba, Argentina. Adicionalmente, se analizó la invarianza factorial en base al sexo. Los resultados obtenidos por medio de análisis factorial confirmatorio ratifican la estructura unidimensional de la escala, y la invarianza de sus parámetros (configural, métrica y escalar) en hombres y mujeres. Se verificó una consistencia interna adecuada mediante el coeficiente alfa y omega (.81 en ambos casos) y se obtuvieron evidencias satisfactorias de validez externa de las puntuaciones de la escala con medidas de percepción de riesgo, conducción riesgosa, e historial de choques y multas de tránsito. Por último, se comprobó que la escala resulta relativamente robusta frente al sesgo de deseabilidad social. En conjunto, los resultados avalan la validez y confiabilidad de la escala para su uso en Argentina, aunque se requieren nuevas investigaciones que analicen propiedades psicométricas adicionales.

The purpose of this study was to translate and examine the psychometric properties of a driving self-efficacy scale developed by Dorn and Machin (2004). The factor structure, reliability and external validity of the scale were examined in a sample of 447 drivers from Cordoba, Argentina. In addition, measurement invariance across sex was also tested. Results from a confirmatory factor analysis support the unidimensional structure of the scale and the invariance of its parameters (configural, metric and scalar) between men and women. Reliability analyses using alpha and omega coefficients revealed high internal consistency (coefficients equal to .81 in both cases) and satisfactory evidence of external validity of the scale scores, with measures of risk perception, risky driving, history of traffic crashes and fines. Finally, results also showed that the scale seems to be relatively robust against response biases due to social desirability. In summary, findings support the validity and reliability of the scale in Argentina. However, further studies analyzing additional psychometric properties are needed.