47th CIECA Congress 2015 Personal resources for safe driving on May 8th, 2015 Berlin TRAFFIC PSYCHOLOGY : The importance of psychological assessment, risk

47th CIECA Congress 2015

Personal resources for safe driving

on May 8th, 2015 Berlin

TRAFFIC PSYCHOLOGY:

The importance of psychological assessment, risk behavior and driver´s perception

FÁTIMA PEREIRA DA SILVA

Traffic Psychology International (TPI)

InOutCister, Lda* Higher School of Education- Polytechnic Institute Coimbra- Portugal

Institute of Coimbra




CONTENTS:• 1. Traffic Psychology• 2. Psychological Assessment of Drivers• 3.The Portuguese Context of Psychological

Assessment of drivers• 4. Study Presentation• 5. Results• 6. Conclusion

• .

Silva, M.F.P. (2015)




The interest in driving behaviour started in 1866 when, in Germany, the first car was built, generating the perception that it was necessary to build tools to evaluate driving capacity. Thus, right in 1880, aptitude exams were required for driver candidates (Soler & Tortosa, 1987 cit. in Bianchi, 2011).

The main research studies on the type of assessment were undertaken by Germany and France. Moede and Piorkowski (Germany) were responsible for the first driving simulators.

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In 1900, Patrizi showed that psychology might be relevant in traffic related questions and that a psychological drivers examination might be pertinent (Dorsch, 1963 cit. in Bianchi, 2011).

This phenomenon quickly gained expression and, in 1915, many countries had introduced an obligatory psychological evaluation for professional drivers and rail machinists (Caparros, 1985 cit. in Bianchi, 2011).

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Traffic Psychology refers to the study of driver´s behaviour and other users of the road scenario, as well as, phenomena/ behaviours and the underlying psychossocial processes (Hoffman, 2005).

In 1988, Rozestraten defined Traffic Psychology as "an area of psychology that studies, by valid scientific methods, human behavior in traffic and the factors and external and internal processes, conscious and unconscious that cause or alter. In short: is the study of behavior-shifts in traffic and its causes " (Thielen, 2011, p.9).

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Despite some uncertainties, the community at large knows that the psychological evaluation is essential to select drivers, as it ensures the existence of specific parameters to assess and measure (Gouveia, Silva, Andrade, Son and Costa, 2002) .

Despite this long path in which the traffic psychology has evolved and obtained recognition, at present, there is an increasing need for psychological evaluation for the right to drive. These questions are primarily based on the validity of psychological tests used and the psychologist's ability to assess the candidate's profile.

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Silva, M.F.P.(2015)




In general, the population considers that Psychological Assessment is effective, although some consider it unnecessary perhaps because it makes the process of getting license more time consuming and expensive ( Gouveia, 2002).

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Lamounier and Rueda (2005) found that most of their sample considered the psychological assessment relevant and moreover that people believe that this kind of assessment alows to identify risk factors that can reduce the high accident rates.





Lamounier and Rueda (2005) aimed to compare the perceived importance of psychological evaluation between those who were obtaining the driving license and those who were renewing it. The authors concluded that the candidates have a more positive perspective than drivers who are renewing driving license.

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Many authors wonder if psychological assessment effectively influences the reduction of accidents and risk behaviors. Others argue that there is little research on the predictive validity of the tests used, and others still call into question the model of performance of psychologists in this area (Silva & Archieri, 2008).





Soares (2013) states that most drivers have already heard about psychological assessment in road traffic context .However, drivers did not show a clear and unambiguous knowledge about the reasons why psychological assessment is performed, as well as they do not know what is assessed. The reason given to undergo an assessment is that it is a required process.

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According to Groeger (2003, cit in Sampaio & Nakano, 2011) information retrieved from offenders is quite important because it allows us to know how many drivers and how many vehicles were involved in traffic accidents.





3- Psychological Assessment of the Drivers

Drivers and/or learner drivers of G2

Who obtain their license or renew it from 50 years old onwards

Drivers in categories B and BE

- Ambulances; - Fire engines- Taxi- School Transport

- Materials considered dangerous, - Equivalence to the Portuguese

Driving License (outside Europe)- Military License ExchangeSilva, M.F.P. (2015)



on May 8th, 2015 Berlin3

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Fields Abilities and skills Applicants of Group 1 and drivers of G1& G2

Applicants of G 2

Perceptual-cognitive

1-Intelligence Required: Group 1 candidates

Optional: drivers of Group 1 and 2

Required

2-Attention and concentration Required Required

3-Movement estimation Required Required

Psychomotor4-Bimanual Coordination Required Required5-Choice Reactions

6-Multiple and discriminative reactions

Required

Required

Required

Required

Psychosocial7-Personality factors:

Psychological maturity and responsibility

Emotional stability

Psychopathological screening

Attitudes and risk behaviors in relation to traffic safety

Social abilities

Required: psychological interview

Optional: survey or projective test

Required: interview and survey or projective test





3-Psychological assessment of drivers: the current framework.Decree-Law nº 138/2012 of 5 July

Aptitudes and competences related to functions where doubts arise

Fields Abilities and skills

Perceptual-cognitive

Psychomotor

1 – Memory

2 – Perceptive integration

3 – Vigilant resistance to monotony

4- Gestual safety

5-Manual agility

6- Capacity to multi-task





4- Study PresentationTotal Respondents: 574, 94.4% - MEN

November 2012 toDecember 2013

Know the participants’ opinion about Psychological Assessment (P.A.) process

Assess the relationship between the importance attributed to P.A. and the behavior of respondents as offenders

Assess the relationship between the importance attributed to P.A. and

registered accidents

Check the relationships between the number of offences and the number of

road accidents





4.1.Research designCOLLECTED INFORMATION1- In the beginning of the process* Assessment’s objective of P.A. * Age2- DURING THE INTERVIEW* Number of offences: seriousness Type* Number of accidents; seriousness Type

BEHAVIOUR SURVEY: - After the assessment conclusion and communication of results


Behaviour survey- BS1




4.2.Sample description:

Most of respondents are between 46 and 55 years (n=267; 46,5%)

The reason of P.A.: revalidate category C license (n=284; 49,5%)

revalidate ADR license (n=70; 12,2%) revalidate Public Transport Children

(n=67; 11,7%).





5-RESULTS:2- a) Do you consider this assessment important?

YES: n=554 (97,9%); NO: n=12 (2,1%); 8 did not respond

2- b) Did you know what you were coming to do here? YES: n=352 (66,2%)NO: n=180 (33,8%);

42 did not respond

2- c) Do you think you would have felt more comfortable if we had explained what you were going to do? NO: n=288 (56,8%);

YES: n=219 (43,2%); 67 did not respond





4- Do you think this type of assessment should be carried out by all drivers?

YES: n=468 (94,4%) NO: n=28 (5,6%)78 did not respond

3- We know that every day people die in the roads. Do you consider that the assessment that you just made is important to assess driving behavior? (Cf. Table 3)

YES: n=478 (83,2%) NO: n=9 (1,568%)87did not respond

- It’s not related to driver behavior on the road (n= 7)- The tests have nothing to do with what goes on the road (n= 2)

YES

NO





RESULTS: 5. Accidents Register: Most participants (n = 349; 60.8%) said they never have had any kind of accident


Total of road accidents: 339 , with an average value corresponding to .59 (SD = 0.88)

Accidents with property damage show the highest frequency (n= 291; 85.8%), with the average value of .51 (SD = 0.86), followed by accidents with minor injuries (n = 38; 11.2%) (cf. Table 4).




RESULTS:6. The majority of participants have already been the subject of penalties for driving offences (n = 376; 65.5%).


6.1. 823 penaltiesaverage value of 1.43 (SD = 2.08).The minimum and maximum values correspond in turn to 0 and 30, respectively




Silva, M.F.P.(2015)

RESULTS: (by calculating the non-parametric correlation coefficient Cramer's V – Field: 2013; Maroco, 2007),

7. Association between “importance of psychological assessement of drivers”and “road accidents”: is not statistically significant (V = .043, p = .302).

8. Evaluation of the association between “importance about the psychological assessment of drivers” and “violations of road traffic”: is not statistically significant (V = .043, p = .302)

9. The association between the variables “importance of psychological assessment of drivers” and “opinion on the possibility that all drivers should make this type of assessment” is :

statistically significant and positive (V = .145, p < .01).




Silva, M.F.P.(2015)

RESULTS: (by calculating the correlation coefficient R parametric Pearson– Field: 2013; Maroco, 2007)

10. Association between “total number of accidents and “total number of offences” is: statistically significant (r = .197, p < .001).

11. Association between “fatal accidents “and “total number of offences”The evaluation of the association between the total number of offences committed and specifically the fatal accidents, is:

statistically significant (r = .104, p <.05).

12.The association between the “total number of accidents” and “fatal accidents” is not statistically significant in our sample (r = .072, p = .083).




Silva, M.F.P.(2015)

RESULTS: 13. Comparison of age groups and total number of accidents:Given the cross between the age group variable and the total number of accidents (cf. table 6 ), it appears that there are statistically significant differences (F = 3.018, p < .05).




Silva, M.F.P.(2015)

RESULTS: 13.1. In a more detailed analysis by a post-hoc test (Games-Howell Test), it ‘s noted that the total number of accidents group corresponding to the age from 26 to 35 years presents statistically significant higher average values compared to the age group from 18 to 25 years of age. Additionally, the age bracket of ≥ 66 shows average values statistically lower compared to the following classes: 26 to 35 years of age; 36 to 45 years of age; and 46 to 55 years of age.




6-Conclusion• The data lead to the conclusion that respondents CONSIDER IMPORTANT

Psychological Assessment of Drivers.

• Respondents mostly consider that the evaluation SHOULD BE MADE TO ALL DRIVERS, and the association between the importance of psychological assessment and application to all drivers is statistically significant.

• Our sample showed there is an association between the TOTAL NUMBER OF ACCIDENTS AND THE TOTAL NUMBER OF offences.

• Our sample showed there is an association between the TOTAL NUMBER OF ACCIDENTS INVOLVING DEATHS AND THE TOTAL NUMBER OF offences.





6-Conclusion


• SO.. IN THE FUTURE….

IMPORTANT TO OPTIMIZE THE PSYCHOLOGICAL ASSESSMENT PROCESS …

• A common requirement for psychological assessment (P.A) for drivers across Europe?

• Towards common methodologies for evaluation?

Knowing better and better skills and abilities in THE DRIVING TASK




THANKS FOR YOUR ATTENTION

[email protected]@esec.pt

Member of the Commission Order of Evaluation For Drivers – Order of Portuguese PsychologistsMember of International Traffic Psychology-TPI

Member of the Traffic Psychology (DGVP)Professor at the School of Education of Coimbra

Specialist in Human Factors and Road Safety

Documents

47th CIECA Congress 2015 Personal resources for safe driving on May 8th, 2015 Berlin TRAFFIC PSYCHOLOGY : The importance of psychological assessment, risk