The majority of these studies have focused on analysing and improving the HP performance of car drivers. The literature includes studies that have explored what the HP skills of different road users are like from one unique traffic perspective. According to : “Hazard Perception (HP) testing and training appear to have the capability to reduce crash risk, (i.e the inclusion of a hazard-perception test in the UK driver licensing process has been estimated to reduce drivers’ non-low-speed public-road crash rates by 11.3% in the year following their test)”. Drivers’ HP may impact the crash injury severity significantly. Car occupants account for 29%, with another 17% not identified. Globally, accident rates are even higher and affect vulnerable users to a greater extent, with pedestrians and cyclists representing 26% and two- or three-wheeled vehicles 28% of deaths. The distribution of fatalities by mode of transport was as follows: car or taxi 47%, pedestrian 22%, motorcycle 14%, bicycle 8%, lorry 5%, moped 3%. Accident rates continue to cause concern and no effort should be spared by governments and research centres in trying to reduce the needless death and disability provoked by road accidents (i.e. A “holistic picture of the traffic environment, comprehending the significance of objects and events” may help the driver and other road users to understand how others act and predict their behaviour. identify, recognise and react to potentially dangerous traffic situations), which correlates with the avoidance of accidents. To put themselves in the place of other users (as actor-observers) could enrich their situation awareness and improve their ability to perceive hazards (i.e. We found modal bias effects in both Hazard Perception and Prediction and in Risk Estimation. The test was able to discriminate between the different conditions manipulated: a) between traffic hazards recorded from different perspectives: walking, riding a bicycle and driving a car b) between participants with different user profiles: pedestrians, cyclists and drivers c) between the two test blocks: the first evaluation only and the second combining evaluation with this complex intervention. The results showed that the holistic test had acceptable psychometric properties (Cronbach’s alpha =. In the second block, after they had carried out the task, we gave them feedback on their performance and let them see the whole video (i.e., checking what happened next). In each situation presented, we evaluated the performance of the participants carrying out the task of predicting the hazard and estimating the risk. Sixty videos of hazardous traffic situations were presented, divided into 2 blocks of 30 videos each: 10 walking, 10 riding a bicycle, 10 driving a car. There were 79 participants (30 pedestrians, 14 cyclists, 13 novice drivers and 22 experienced drivers). We created a pioneering Hazard Perception and Prediction test to explore this skill in different road users (pedestrians, cyclists and drivers), with videos recorded in naturalistic scenarios: walking, riding a bicycle and driving a car. It should be useful enabling drivers to anticipate and detect obstacles in time to prevent accidents to other road users, especially those most vulnerable. To “put oneself in the place of other road users” may improve understanding of the global traffic situation.
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