Hazard perception training effectiveness on experienced drivers: decay of improvement in the follow-up.

A variety of road hazard perception training programmes have been proposed recently, based on the assumption that these skills contribute to lower crash rates across different countries. However, the long-term effectiveness of suggested programmes has been under-investigated. The main objective of this study is to explore the long-term effectiveness of online hazard perception training for experienced drivers and examine the moderating role of driving self-efficacy. Fifty-six experienced drivers (21 males and 35 females) were assigned to the experimental (n = 31) or the control (n = 25) group. The experimental group received two 45 min session interventions; the control group received no intervention. The effectiveness of the programme was tested by the change in scores of Lithuanian hazard prediction test (HPT) LHP12 that was conducted before training (pre-test), immediately after training (post-test) and six months after training (follow-up). The twelve-item Adelaide Driving Self-Efficacy Scale (ADSES; George et al., 2007) was used to measure self-reported driving self-efficacy at the pre-test. The results revealed a significant increase in hazard prediction scores immediately after training, but the short-term effect of training decayed at follow-up. Experienced drivers with higher self-efficacy developed better hazard prediction skills during training. The results confirmed short-term effectiveness of the programme.

Differences in the perceived justice of penalties for road traffic offences between Lithuanian offenders and non-offenders.

Most countries around the world use the penalties' system in order to increase compliance with road traffic rules. However, it can be argued that the most penalties' systems are ineffective, as drivers do not change offending behavior due to received penalty and repeatedly violate them. The perceived fairness of these penalties may be related to the level of adherence to these traffic rules. Therefore, this research explored the perceived justice of penalties for road traffic rules in a sample of Lithuanian drivers and investigated the differences between offenders and non-offenders. The sample consisted of 358 participants (63.4 percent females, aged 18-75, mean age 35.2 years) who completed an online survey. Participants were asked to report how fair they believed penalties were for road traffic rule offences in general and using a list of 23 specific penalties, including: drink driving, speeding, dangerous maneuverings, illegal overtaking, handheld phone use while driving, etc. The survey measured demographic data, as well as data regarding driving exposure, traffic offences and crashes during the last 12 months. The results revealed that in general drivers perceived the penalties as fair or adequate. The answer "adequate/fair" was chosen most frequently for almost all penalties (from 41.1 to 71.3 percent), with only the penalty for carrying a child without a car seat (€30-50) being perceived as too mild (55.5%). Gender differences were found in the evaluation of the penalty for driving under the influence of alcohol, while age and driving frequency differences were found in the perceived fairness of the penalties for not using a seatbelt, aberrant driving and using a handheld mobile phone while driving. Drivers who reported no offences during the last year, perceived the penalties for speeding as being too mild, when compared to drivers with at least one penalty over the previous year. Contrarily, offenders reported the penalties for speeding as being too severe. Offenders, who experienced driving license suspension, perceived the penalties as being too severe for drink driving and aberrant driving than offenders who received monetary fines. In summary, both Lithuanian offenders and non-offenders generally perceived the penalties for traffic rule offences as adequate and fair, but individual differences and the experience of traffic sanctions were related to the perceived justice of specific penalties.

Correlations among self-report, static image, and video-based hazard perception assessments: The validity of a new Lithuanian hazard prediction test.

Scholars suggest that improving hazard perception (HP) skills among different road users can lead to safer driving. To this end, a small number of countries have developed a national hazard perception test for their licensing procedures. The purpose of the current research is to develop and validate a new video-based hazard prediction test for the Lithuanian driving context. Eighty-eight drivers participated in the study. Initially, 25 naturalistic clips were included and edited into a hazard prediction test following the "what happens next?" paradigm. The overall score of the test was higher for experienced drivers when compared with novices. On further inspection the overall group difference was driven by 12 clips. The Lithuanian Hazard Perception test HPT-LIT featuring static images (Tuske et al., 2019) and Hazard Perception Questionnaire developed by White et al. (2011) were used to validate the new test. This new version of the test (12 clips, LHP12) showed acceptable psychometric properties. Drivers with less driving experience demonstrated poorer hazard prediction skills than experienced drivers. The results revealed a negative correlation between hazard prediction scores on LHP12 and crash involvement in the novice driver group, as well as a positive correlation between prediction scores and self-reported hazard prediction skills. It was concluded that the new Lithuanian hazard test shows potential for future research.

Facebook Intrusion as a Mediator Between Positive Capital and General Distress: A Cross-Cultural Study.

Background: Social networking sites (SNSs) play an important role in many aspects of life nowadays, and it seems to be crucial to explore their impact on human well-being and functioning. The main aim of the study was to examine the mediating role of Facebook intrusion between positive capital and general distress. Positive capital was considered as comprising self-esteem, ego-resiliency, and self-control, while general distress was seen as having three dimensions: depression, anxiety, and stress. Methods: The sample consisted of N = 4,495 participants (M = 22.96 years, SD = 5.46) from 14 countries: Australia, Cyprus, Greece, Hong Kong, Lithuania, New Zealand, Peru, Poland, Russia, Spain, Turkey, Ukraine, United Kingdom, and United States. We used the following methods: the Facebook Intrusion Questionnaire (FIQ), the Self-Esteem Scale (SES), the Brief Self-Control Scale (SCS), The Ego Resiliency Revised Scale and the Depression, Anxiety, and Stress Scale-21 (DASS-21). Results: We found that Facebook intrusion was a mediator between self-esteem and general distress and between self-control and general distress. Limitations: The present study was based on a cross-sectional study, and the measures used were self-report measures. The majority of the participants were recruited using convenience sampling. Conclusions: The present findings contribute to a better understanding on how the social media have impact on individual mental health. Implications for future studies are discussed.

Changes in beliefs during driver training and their association with risky driving.

OBJECTIVE: Researchers continue to seek reasons for novice drivers' over-representation in crashes. Evidence on how early interventions might mitigate this global phenomenon remains inconclusive. This study explores changes in novice drivers' beliefs during pre-licensure training and within their first one-year independent provisional license period, and how these changes might help to predict subsequent risky driving. METHOD: A sample of novice drivers (N = 175) from Lithuania participated in a three-wave longitudinal study. They completed questionnaires when beginning driver training (T1), at the end of their training (T2), and after one year of independent driving (T3). The Attitudes towards Risky Driving Questionnaire, the Adelaide Driving Self Efficacy Scale, the Driving Cognitions Questionnaire, the Driver Behaviour Questionnaire, and the Social Desirability Scale were used. RESULTS: Reported driving self-efficacy increased and fear of driving decreased from the beginning to the end of driver training and after one-year follow-up in both men and women. Road safety attitudes changed in the risk-unfavourable direction from T1 to T2. However, at T3 these attitudes returned to the initial level for men. Female novice drivers reported the same level of safety attitudes at T2 and T3. Risky attitudes, driving self-efficacy, and fear of driving predicted reported driving errors and violations. CONCLUSIONS: Reported psychological changes occurred during the driver training period and in the first year of independent driving. It is recommended that special attention should be paid to a group of novices who experienced safety compromising changes in attitudes, driving self-efficacy, and fear of driving during training and in the first year of their driving career.

Difficulties in emotion regulation and risky driving among Lithuanian drivers.

BACKGROUND: Risky driving is a common cause of traffic accidents and injuries. However, there is no clear evidence of how difficulties in emotion regulation contribute to risky driving behavior, particularly in small post-Soviet countries. The present study aimed to investigate the relationship between difficulties in emotion regulation and self-reported risky driving behavior in a sample of Lithuanian drivers. METHODS: A total of 246 nonprofessional Lithuanian drivers participated in a cross-sectional survey. Difficulties in emotion regulation were assessed using the Difficulties in Emotion Regulation Scale (DERS; Gratz and Roemer 2004), and risky driving behavior was assessed using the Manchester Driver Behaviour Questionnaire (DBQ; Lajunen et al. 2004). RESULTS: Males scored higher than females in aggressive violations and ordinary violations. Females scored higher for the nonacceptance of emotional responses, whereas males had more difficulties with emotional awareness than females. More difficulties in emotion regulation were positively correlated with driving errors, lapses, aggressive violations, and ordinary violations for both males and females. Structural equation modeling showed that difficulties in emotion regulation explained aggressive and ordinary violations more clearly than lapses and errors. When controlling for interactions among the distinct regulation difficulties, difficulties with impulse control and difficulties engaging in goal-directed behavior predicted risky driving. Furthermore, nonacceptance of emotional responses and limited access to emotion regulation strategies were related to less violations and more driving errors. CONCLUSION: Emotion regulation difficulties were associated with the self-reported risky driving behaviors of Lithuanian drivers. This provides useful hints for improving driver training programs in order to prevent traffic injuries.