Una historia de la psicologia del tráfico y el transporte en Europa.

Tortosa Gil, Francisco - [email protected] Civera, Cristina - [email protected] Montoro González, Luis - [email protected] se trata de un directorio de cien años de investigación en los paises europeos; es una perspectiva general, un intento de clasificación empírica de las tendencias cronológicas y una sugerencia para un futuro campo de investigación. Distinguimos, y analizamos en sus principales tendencias, cuatro estadios en el desarrollo de la psicologia del tráfico y el transporte desde el inicio del siglo xx (estadio >) hasta nuestros dias (de >). La psicologia del tráfico y el transporte recibió un impulso decisivo durante las dos guerras mundiales; también debido al avance del propio transporte, de las politicas de seguridad públicas y de las medidas técnicas y preventivas tomadas por las grandes compañias de transporte y la industria automovilistica. Esta psicologia se encuentra intimamente unida al desarrollo de medidas de seguridad respecto de los conductores profesionales, y sólo recientemente del de todos los conductores. Esta área aplicada de la psicologia está hoy en Europa perfectarnente organizada y abarca diversos aspectos académicos. También está muy vinculada a factores sociales y económicos. En muchos casos, permite discutir, validar y poner en práctica conceptos y métodos de la psicologia general. Este ámbito de la psicologia ha alcanzado un nivel en el que parecen necesarias síntesis teóricas o prácticas, pero también necesita demostrar que puede ofrecer resultados interesantes para la ciencia y útiles para la sociedad.This article is nota directory of 100 years of research work in European countries, but a general ovetview, an empirical classification of chronological tendencies and a preparation for a future field of research. We consider the main trends of the four stages of the development of transport psychology from the beginning of the century (the > stage) to the present day (>). The development of transport psychology received a decisive impetus during the two world wars and is strongly associated with the development of transport itself, public safety policies and the preventive and technical measures taken by transport operators and the car industry. Transport psychology is closely connected to the development of safety: first, and still foremost, the safety of professional drivers, and then that of all categories of transport users. Transport psychology in Europe today is un important and organized urea of psychology covering nearly all academic aspects of the discipline. It is closely linked to social and economic factors. In most cases, the application of psychology to transport allows us to discuss, validate and put into practice the concepts and methods of general psychology. Our branch of psychology has reached a level where theoretical or practica1 syntheses are imperative, as is the need to present and publish the results of greatest interest for science and for society

Socioeconomic Status, Health and Life-Style Settings as Psychosocial Risk Factors for Road Crashes in Young People: Assessing the Colombian Case

The social determinants of health influence both psychosocial risks and protective factors, especially in high-demanding contexts, such as the mobility of drivers and non-drivers. Recent evidence suggests that exploring socioeconomic status (SES), health and lifestyle-related factors might contribute to a better understanding of road traffic crashes (RTCs). Thus, the aim of this study was to construct indices for the assessment of crash rates and mobility patterns among young Colombians who live in the central region of the country. The specific objectives were developing SES, health and lifestyle indices, and assessing the self-reported RTCs and mobility features depending on these indices. A sample of 561 subjects participated in this cross-sectional study. Through a reduction approach of Principal Component Analysis (PCA), three indices were constructed. Mean and frequency differences were contrasted for the self-reported mobility, crash rates, age, and gender. As a result, SES, health and lifestyle indices explained between 56.3-67.9% of the total variance. Drivers and pedestrians who suffered crashes had higher SES. A healthier lifestyle is associated with cycling, but also with suffering more bike crashes; drivers and those reporting traffic crashes have shown greater psychosocial and lifestyle-related risk factors. Regarding gender differences, men are more likely to engage in road activities, as well as to suffer more RTCs. On the other hand, women present lower healthy lifestyle-related indices and a less active implication in mobility. Protective factors such as a high SES and a healthier lifestyle are associated with RTCs suffered by young Colombian road users. Given the differences found in this regard, a gender perspective for understanding RTCs and mobility is highly suggestible, considering that socio-economic gaps seem to differentially affect mobility and crash-related patterns

Entrevista con Talib Rothegatter

Entrevista con el Dr. D. Talib Rothegatter, Presidente de la División de Psicología del Tráfico y del Transporte (Traffic and Transport Psychology) dentro de la Asociación Internacional de Psicología Aplicada (International Association of Applied Psychology, IAAP). Tras la celebración del último Congreso Internacional de Psicología Aplicada, en que se produjo su nombramiento (23rd Internacional Congress of Applied Psychology) el preseidente de la Dividión analiza la situación presente y las perspectivas de futuro de la Psicología del Tráfico y Seguridad Vial como área de investigación y ámbito aplicado y profesional

Una historia de la psicología del tráfico y el transporte en Europa

This article is not a directory of 100 years of research work in European countries, but a general ovetview, an empirical classification of chronological tendencies and a preparation for a future field of research. We consider the main trends of the four stages of the development of transport psychology fromthe beginning of the century (the "psychophysics" stage) to the present day ("technical assistance"). The development of transport psychology received a decisive impetus during the two world wars and is strongly associated with thedevelopment of transport itself, public safety policies and the preventive and technical measures taken by transport operators and the car industry. Transport psychology is closely connected to the development of safety: first, andstill foremost, the safety of professional drivers, and then that of all categories of transport users. Transport psychology in Europe today is un important and organized urea of psychology covering nearly all academic aspects of the discipline. It is closely linked to social and economic factors. In most cases, the application of psychology to transport allows us to discuss, validate and put into practice the concepts and methods of general psychology. Our branch ofpsychology has reached a level where theoretical or practical syntheses are imperative, as is the need to present and publish the results of greatest interest for science and for society.No se trata de un directori0 de cien años de investigación en los paises europeos; es una perspectiva general, un intento de clasificación empírica de las tendencias cronológicas y una sugerencia para un futuro campo de investigación. Distinguimos, y analizamos en sus principales tendencias, cuatro estadios en el desarrollo de la psicologia del tráfico y el transporte desde el inicio del siglo xx (estadio  "psicofisico") hasta nuestros dias (de "asistencia técnica"). La psicologia del tráfico y el transporte recibió un impulso decisivo durante las dos guerras mundiales; también debido al avance del propio transporte, de las politicas de seguridad públicas y de las medidas técnicas y preventivas tomadas por las grandes compañias de transporte y la industria automovilistica. Esta psicologia se encuentra intimamente unida al desarrollo demedidas de seguridad respecto de los conductores  profesionales, y sólo recientemente del de todos los conductores. Esta área aplicada de la psicologia está hoy en Europa perfectarnente organizada y abarca diversos aspectos académicos. También está muy vinculada a factores sociales y económicos. En muchos casos, permite discutir, validar y poner en práctica conceptos y métodos de la psicologia general. Este ámbito de la psicologia ha alcanzado un nivel en el que parecen necesarias síntesis teóricas o prácticas, pero también necesita demostrar que puede ofrecer resultados interesantes para la ciencia y útiles para la sociedad

More aware, more protected: a cross-sectional study on road safety skills predicting the use of passive safety elements among Spanish teenagers

Objective This study had two objectives: first, to test the effects of sociodemographic variables, and the effects of three key road safety skills (knowledge-risk perception-attitudes) on the use of passive safety elements (PSEs) among teenagers; and second, to assess the differential impact of the study variables on PSEs use from a gender-based perspective. Setting and participants This cross-sectional study was framed in the paradigm of primary care, and it involved students from several educational centres in Spain. A sample of 827 Spanish teenagers (52.4% females and 47.6% males) with a mean age of M=14.41-7 (12-19) years was used. Results Through SEM modelling, we found that the use of PSEs is largely explained by psychosocial variables through the mediation of three road safety skills: risk perception (β=0.103***), rule knowledge (β=0.095*) and attitudes towards road safety (β=0.186***). Furthermore, multigroup analyses showed that, although most variables explain the use of PSEs among teenagers in a similar way, key gender-based differences exist in this regard. Conclusions Road safety skills have a significant effect on the use of PSEs among Spanish teenagers, and gender explains some differences in the mechanisms which predict them. Also, in the study we discuss the need for strengthening school-based interventions aimed at helping this vulnerable group of road users acquire and develop positive behavioural competences

Distraction of cyclists: how does it influence their risky behaviors and traffic crashes?

Background. Undisputedly, traffic crashes constitute a public health concern whose impact and importance have been increasing during the past few decades. Specifically, road safety data have systematically shown how cyclists are highly vulnerable to suffering traffic crashes and severe injuries derived from them. Furthermore, although the empirical evidence is still very limited in this regard, in addition to other human factors involved in cycling crashes, distractions while cycling appear to be a major contributor to the road risk of cyclists. Objectives. The main objectives of this study were, first, to explore the prevalence and trends of cycling distractions within an international sample of bike users, and second, to determine the influence of such distractions on road crashes suffered by cyclists, simultaneously considering the explanatory role of risky behaviors (errors and traffic violations) as potentially mediating variables between cycling distractions and traffic crashes. Methods. For this cross-sectional study, we analyzed the data obtained from 1,064 cyclists 61.2% male and 38.8% female from 20 different countries, who answered an on-line questionnaire on cycling-related features, habits, behaviors and accidents. Results. The prevalence of different cycling distractions oscillated between 34.7% and 83.6%. The most common distractions were those related to the behavior of other users, physical elements of the road, weather conditions and phone calls. Age trends and differences were also found, thus establishing a positive association between age and distractibility during cycling. Furthermore, the effect of distractions on traffic crashes of cyclists was significant when tested together with age, risk perception and risky behaviors on the road. Conclusion. The results of this study support the hypotheses that distractions have a major prevalence among bike users, and that they play a significant role in the prediction of the traffic crash rates of cyclists, through the mediation of risky behaviors