Pedestrian crossing behavior,an observational study in the city of Ushuaia,Argentina

Objectives: Pedestrian crashes are a critical problem in Latin American countries. However, little research has been published about pedestrians and even less about their behaviors in a naturalistic context. The objective of the present research was to explore risky pedestrian crossing behaviors in traffic intersections in an argentine city (Ushuaia). It is focused in different stages of the crossing process, traffic code violations, and other potentially risky behaviors such as distractions. A high frequency of risky behaviors among pedestrians was expected. Moreover, according to previous findings, it was hypothesized that men and younger pedestrians would show riskier behaviors.

Methods: Participants were 802 pedestrians (53.9% females) observed at several intersections (with and without traffic lights) in the city of Ushuaia. Behaviors were codified following a standardized observation protocol. Observers documented information on behavior previous to, during, and after crossing. Gender and age were also registered. Data were gathered through video recording. Frequency analyses of observed behaviors were conducted for the total sample, as well as by gender and by age group. A general crossing risk index was calculated to facilitate comparisons between the genders and age groups. We conducted an analysis of variance to evaluate gender and age differences for this index.

Results: A high proportion of risky behaviors were observed among pedestrians. The majority of pedestrian waited in the street (as opposed to on the sidewalk) before crossing, did not comply with traffic lights, or crossed outside the crosswalk. A large number of pedestrians were distracted while crossing. Men presented higher scores on risky behaviors than women. No differences were observed by age group.

Conclusions: The high level of risk behaviors during the different stages of street crossing is worrisome and reinforces the idea that pedestrians are responsible for many of the conflicts with motorists. Many of the risky behaviors seem to be associated with gender, which is in line with the previous literature showing more risk behaviors among men than among women. No differences were found for age group. Findings are interpreted considering some features of the Argentine road culture.     

Personality,attitudes and risk perception as predictors of risky driving behaviour among young drivers

Within psychology, different research traditions have attempted to explain individual differences in risky driving behaviour and traffic accident involvement. The present study attempts to integrate two of these research traditions, the personality trait approach and the social cognition approach, in order to understand the mechanisms underlying young drivers' risk-taking behaviour in traffic. The study was based on a self-completion questionnaire survey carried out among 1932 adolescents in Norway. The questionnaire included measures of risk perception, attitudes towards traffic safety and self-reported risk-taking in traffic. Personality measures included aggression, altruism, anxiety and normlessness. The results of a structural equation model suggested that the relation between the personality traits and risky driving behaviour was mediated through attitudes. On this basis it was concluded that personality primarily influences risky driving behaviour indirectly through affecting the attitudinal determinants of the behaviour. Practical implications for traffic safety campaigns are also discussed.     

Social environment versus cycling competency predicting risk-taking in 11- to 13-year-old cyclists in The Netherlands

Abstract

Objectives: From age 12 onwards, cycling injuries begin rising in The Netherlands. A known contributing factor is younger children’s underdeveloped competency to deal with complex and hazardous traffic situations, and their exposure to such situations strongly increases after transitioning to secondary school. Little is known about intentional risk-taking as a contributing factor. In this developmental stage, children become increasingly vulnerable because of intentional risk-taking, affecting their safety and health. The incidence, predictors in the child’s social environment, and trends of such risks are systematically monitored; for instance, for alcohol use, smoking, and cyber bullying. Such monitors do not include risky road behavior. This exploratory field study examined the frequency of intentional risky cycling, its relationship with the perceived social environment, and relative to cycling competency measured as the ability to detect emerging hazards quickly.

Methods: Three hundred thirty-five students between 11 and 13 years of age (51% male) completed computerized tests of hazard perception skill and surveys on crashes, risk-taking, peer pressure, perceived risk-taking by parents or friends, and exposure to risky driving as passenger.

Results: Frequent risk-taking was associated with higher crash frequency. Stepwise regression confirmed that children who more often took risks on the road were also more sensitive to peer pressure, had more often been passengers of risky drivers, had parents and friends who exhibited risky behaviors in traffic more often, and perceived hazards as less dangerous but, in contrast to expectations, did not do worse on the detection of hazards. The predictors explained 28% of the variance in total risk-taking but varied from 6 to 20% depending on the specific risk-taking behavior concerned.

Conclusions: At least 20% of children sometimes or more often take risks in traffic. Children who feel peer pressure to behave in a risky manner, observe parents and friends behaving in a risky manner in traffic, and have been exposed as passengers to risky driving more often take risks in traffic themselves. These results provide support for including items on risky road behavior in health monitors and to design interventions that address the risk factors in the child’s perceived social environment.     

Introducing a multi-variate classification method: Risky driving acceptance among different heterogeneous driver sub-cultures

Introduction: Heterogeneous driving populations with many different origins are likely to have various sub-cultures that comprise of drivers with shared driver characteristics, most likely with dissimilar traffic safety cultures. An innovative methodology in traffic safety research is introduced which is beneficial for large datasets with multiple variables, making it useful for the multi-variate classification of drivers, driving attitudes and/or (risky) driving behaviours. Method: With the application of multidimensional scaling analysis (MDS), this study explores traffic safety culture in the State of Qatar using a questionnaire and investigates the similarity patterns between the questionnaire items, aiming to classify attitudes towards risky driving behaviours into themes. MDS is subsequently applied to classify drivers within a heterogeneous driving sample into sub-cultures with shared driver characteristics and different risky driving attitudes. Results: Results show that acceptance of speeding is highest among the young Arabic students and acceptance of distraction and drivers’ negligence such as phone use and not wearing a seatbelt is highest among male Arab drivers. Acceptance of extreme risk-taking like intoxicated driving and red-light running is highest among South-Asian business drivers. Conclusion: It is important and practical to understand risky behavioural habits among sub-cultures and thereby focussing on groups of drivers instead of individuals, because groups are easier to approach and drivers within sub-cultures are found to influence each other. By indicating which groups of drivers are most likely to perform specific risky driving themes, it is possible to target these groups and effectively emphasise certain subsets of risky driving behaviours during training or traffic safety education. Practical Applications: This study provides guidance for the improvement of driver education and targeted traffic safety awareness campaigns, intending to make changes to attitudes and habits within specific driver sub-cultures with the aim to improve traffic safety on the longer term.     

Implicit attitudes towards risky driving behaviors: Evidence of validity for the implicit association test

Introduction: Attitudes toward risky driving behaviors are commonly evaluated through direct self-report measures. Nevertheless, these instruments have limitations, such as socially-desirable responding. This study examines the validity of the Implicit Association Test (IAT) as an indirect measure of attitudes towards risky driving. An IAT with “risky” vs. “safe” driving behaviors categories was evaluated. Method: A sample of 100 participants (ranging from 18 to 70 years of age) completed the IAT and measures of attitudes, driving styles, personality traits, risk-taking (IOWA Gambling Task), and social desirability (Driver Social Desirability Scale). Results: A high level of internal consistency was found for IAT scores. The IAT was correlated with driving styles (risky, dissociative, and careful dimensions), risk-related personality traits (impulsive/sensation seeking and aggression/hostility) and risk-taking measures. IAT scores were also associated with self-reported risky driving behaviors (r = 0.33). As expected, a higher level of negative implicit attitudes was found among young drivers. The driver social desirability scale was correlated with most self-report measures, but not with the IAT. Conclusion: The present study provides reliability and validity evidence for the IAT as an indirect measure of attitudes towards risky driving. The IAT can serve as an important complement to conventional self-report measures of driving attitudes. Practical Applications: Potential use of global measure of implicit attitudes toward risky driving behaviors in the evaluation, education, and training of drivers are discussed.     

Investigating the self-reported behavior of drivers and their attitudes to traffic violations

IntroductionDriving behavior theoretical models consider attitudes as an important determinant of driver behavior. Moreover, the association between the self-reported tendency to commit violations and accident involvement is widely recognized. This research investigates drivers’ self-reported behavior and attitudes to risky behaviors related to the traffic violations of speeding, drink-driving, and cell phone use using cluster analysis.MethodA sample of 601 Greek drivers participating at the SARTRE 4 pan-European survey is utilized. The analysis identified three clusters of drivers. Drivers in Cluster 1 commit traffic violations more often; drivers in Cluster 2 favor traffic violation countermeasures while having moderate views toward compliance with traffic rules; and drivers in Cluster 3 strongly support traffic violation countermeasures and also have strong views toward compliance with traffic rules. Risky behaviors and related attitudes that differentiate the three distinct groups of drivers (clusters) were determined.ResultsThe findings indicate that differences in attitudes and behaviors may be attributed to factors such as age, gender, and area of residence. The research findings also provided some insight about the current level of drivers’ attitudes to traffic violations, especially those that negatively affect traffic safety. The pattern of their views on violations may form the basis of risk behavior-related interventions tailored to the identified groups, aiming at informing, educating, and raising the awareness of the public.Impact on IndustryAgencies focused on safety interventions could exploit this information in designing and implementing education campaigns, enforcement programs and in defining relevant priorities.     

The role of personality characteristics in young adult driving

BACKGROUND: Motor vehicle injury is the major cause of mortality among young adults. Information about the individual characteristics of those who drive dangerously could enhance traffic safety programs. The goal of this research was to examine the association between various personality-related characteristics and risky driving behaviors. METHODS: Young adults in Michigan, USA (n = 5,362) were surveyed by telephone regarding several personality factors (risk-taking, hostility, aggression, tolerance of deviance, achievement expectations) and driving behaviors (competitive driving, risk-taking driving, high-risk driving, aggressive driving, and drink/driving). Michigan driver records were obtained to examine offenses, serious offenses, driving offense points, crashes and serious crashes in the three pre-interview years. Multivariate regression analyses, adjusting for age, race, and marital status were conducted separately by sex to identify personality factors related to driving. RESULTS: For men and women, greater risk-taking propensity, physical/verbal hostility, aggression, and tolerance of deviance were significant predictors of a competitive attitude toward driving, risk-taking driving, high-risk driving, driving aggression, and drink/driving. Greater risk-taking propensity, physical/verbal hostility, aggression, and to a small degree, expectations for achievement predicted higher numbers of offenses, serious offenses, and points. CONCLUSION: Traffic safety policies and programs could be enhanced through recognition of the role personality factors play in driving behavior and the incorporation of this knowledge into the design and implementation of interventions that modify the behaviors associated with them.     

The effects of co-presence on risk perception and intention to engage in risky behaviors

IntroductionThis study investigated the relation between co-presence and bicyclists' riding behavior. We assumed that the presence of peer riders would either facilitate or inhibit risky behaviors depending on bicyclists' perceptions of three traffic contexts conducive to risk taking (i.e., red-light, go straight, and turn to left).MethodYoung bicyclists (N = 207) were randomly assigned to two experimental conditions (alone vs. with peers). They filled in a scenario-based questionnaire about their intentions to adopt risky behaviors in three specific traffic situations as well as their risk perception of these situations and their general self-perceived efficacy as a bicyclist. We hypothesized that the presence of peer riders engaged in a risky behavior will facilitate the intention to adopt risky behaviors in situations where group risk is evaluated as lower than individual risk. In opposition, the presence of peer riders engaged in a risky behavior will inhibit the intention to adopt risky behaviors in situations where group risk is evaluated as higher than individual risk.ResultsThe results confirmed the hypotheses.Practical ApplicationsThe findings offer insights for developing new effective education and intervention programs in order to reduce the frequency of dangerous behavior among bicyclists.     

Risky scenario identification in a risk perception scale for construction workers in Thailand

Introduction: Construction sites exhibit unique hazardous characteristics. Hence, investigating the causes of fatal and nonfatal accidents is extremely important to promote safety on construction sites. Literature shows a risk perception (RP) scale for construction workers; to expand the existing research, this study aims to identify risky scenarios for assessing the RP of Thai construction workers, with the goal of reducing workplace incidents. Method: The scale development process consists of four phases. Item development was also performed, followed by factor analysis. Reliability and validity assessments were finalized in the process. A survey of 500 construction workers in Thailand was conducted to investigate risky scenarios. Through the process, a total of 17 items remained in the final RP scale, and the reliability and validity of these items were confirmed. Results: The RP scale was affirmed to have four dimensions (probability, severity, worry, and unsafe). These dimensions of workers’ RP were negatively correlated with the workers’ risk-taking behaviors. This study further showed that participants with a high level of affective RP were more likely to have a high level of cognitive RP. Hence, those with a high level of RP tended to be involved in fewer risk-taking behaviors. Practical Applications: The final version of the scale was reliable and valid in determining the RP and risk-taking behaviors of construction workers in Thailand.     

Developing safer passengers through a school-based injury prevention program

Motor vehicle crashes are a leading cause of death among young people. Fourteen percent of adolescents aged 13–14 report passenger-related injuries within three months. Intervention programs typically focus on young drivers and overlook passengers as potential protective influences. Graduated Driver Licensing restricts passenger numbers, and this study focuses on a complementary school-based intervention to increase passengers’ personal- and peer-protective behavior. The aim of this research was to assess the impact of the curriculum-based injury prevention program, Skills for Preventing Injury in Youth (SPIY), on passenger-related risk-taking and injuries, and intentions to intervene in friends’ risky road behavior. SPIY was implemented in Grade 8 Health classes and evaluated using survey and focus group data from 843 students across 10 Australian secondary schools. Intervention students reported less passenger-related risk-taking six months following the program. Their intention to protect friends from underage driving also increased. The results of this study show that a comprehensive, school-based program targeting individual and social changes can increase adolescent passenger safety.     

Aggressive driving: a survey of attitudes, opinions and behaviors

INTRODUCTION: Aggressive driving encompasses a continuum of behaviors that range from extreme acts, such as shootings, to less severe manifestations, such as arguments and gestures. It is clear from the available data that aggressive driving is not uncommon and very risky. However, little is known about the opinions and practices of drivers. The purpose of this study was to help bridge these gaps. METHODS: The data were gathered by means of a public opinion poll among a representative sample of 1,201 Canadian drivers. Univariate frequency distributions and 95% confidence intervals were calculated and logistic regression and generalized linear latent models were used to summarize the data. RESULTS: It was found that the issue of aggressive driving is a significant one as a considerable percentage of drivers admits to it. The results coming from the logistic regression and the generalized linear latent model suggest that male and younger drivers are more likely to behave aggressively in traffic and that behaving more aggressively is associated with a history of traffic tickets. DISCUSSION: When gauging people's attitudes, opinions, and behaviors, it becomes clear that aggressive driving is a considerable problem. There also seems to be a need for a better understanding of which specific behaviors respondents associate with the generic term "aggressive driving." IMPACT ON INDUSTRY: Results from this study further emphasize the need of increasing the aggressive driving knowledge base.     

Children’s fear in traffic and its association with pedestrian decisions

Introduction: Research on risk for child pedestrian injury risk focuses primarily on cognitive risk factors, but emotional states such as fear may also be relevant to injury risk. The current study examined children's perception of fear in various traffic situations and the relationship between fear perception and pedestrian decisions. Method: 150 children aged 6–12-years old made pedestrian decisions using a table-top road model. Their perceived fear in the pedestrian context was assessed. Results: Children reported greater emotional fear when they faced quicker traffic, shorter distances from approaching traffic, and red rather than green traffic signals. Children who were more fearful made safer pedestrian decisions in more challenging traffic situations. However, when the least risky traffic situation was presented, fear was associated with more errors in children’s pedestrian decisions: fearful children failed to cross the street when they could have done so safely. Perception of fear did not vary by child age, although safe pedestrian decisions were more common among the older children. Conclusions: Children’s emotional fear may predict risk-taking in traffic. When traffic situations are challenging to cross within, fear may appropriately create safer decisions. However, when the traffic situation is less risky, feelings of fear could lead to excessive caution and inefficiency. Practical applications: Child pedestrian safety interventions may benefit by incorporating activities that introduce realistic fear of traffic risks into broader safety lessons.     

Reliability analysis of pedestrian safety crossing in urban traffic environment

This paper describes the pedestrian safety crossing behaviour at signalized crosswalks in an urban traffic environment based on human reliability analysis. In our research, pedestrians’ waiting durations are modelled by a non-parametric and two parametric reliability models that recognize the effects of covariates. The covariates include pedestrian personal characteristics and urban traffic conditions in order to reflect the effects of human factors and internal environment comprehensively. The results indicate that most pedestrians show distinct time-dependent reliability but a few pedestrians are too impatient to wait for the lights changes.     

高速公路货车事故成因及货车专用道分析

为减少货车对行车安全的影响,在充分考虑货车行驶理论、交通环境和驾驶员特征的基础上,就载重货车交通对高速公路运营安全的影响进行研究。其结果表明,不同车型之间的运行速度差异、超载、驾驶员不良交通行为及纵向间距不足等是造成货车交通事故的主要原因。通过分析货车事故与交通状况的关系,从工程技术可行性等角度提出了货车专用道的设计方法,以有效执行客货分行,提高高速公路运营安全水平。     

Adolescent, and their parents, attitudes towards graduated driver licensing and subsequent risky driving and crashes in young adulthood

Problem

Although Graduated Driver Licensing Systems (GDLS) have helped reduce young driver crash rates, they remain significantly over-represented in crash statistics. To be effective GDLS rely heavily on support for the legislation by those directly involved; parents to enforce the restrictions and adolescents to comply. There is some evidence that practices regarding GDLS restrictions influence adolescent driving outcomes in the early stage of licensure. However there has been no examination undertaken on the influence of parent and adolescent attitudes toward GDLS on adolescents’ driving behavior and crash experiences as they move into their young adult years. The aim of this research was to examine these relationships.

Method

This investigation was based on a longitudinal study of a birth cohort, and uses data collected when the cohort members were aged 15, 18, and 21 years. At age 15 both adolescent and their parent attitudes toward GDLS were measured. At age 18 adolescent GDLS attitudes were measured again. The association between these measures and self-reported risky driving behavior and crash involvement at age 21 were examined.

Results

Negative attitudes toward the learner supervisor restriction for males, and negative attitudes toward a GDLS for females were strongly associated with risky driving and crash involvement as young adults.

Impact on industry

Targeting interventions to improve adolescents and parents understanding of the reasons for graduated licensing and the specific restrictions may improve attitudes and views and thereby contribute to a reduction in risky driving behaviors and crash risk among young adults.     

Assessing the impact of risk-taking behavior on road crash involvement among University students residing in two Mediterranean countries

Surveillance systems are indispensable for injury prevention; yet, detailed electronic records are rarely available. The “Student’s Health Card” is a self-reporting electronic tool addressing health issues of University students, while aiming to actively involve them in preventive practices and health promotion. Utilizing data from the injury prevention related section, this study sought to investigate the impact of risk-taking behavior on road crash involvement among University students residing in two Mediterranean countries. A total of 978 University students, 451 Greek and 527 Italian, provided information on prior road crash involvement, as well as on eight behavioral variables, comprising a risky behavior score. Multiple logistic regression analysis was performed. The already known tendency for clustering of risky behaviors was evident. One degree increment in the risky behavior score was found to increase the risk of road crash involvement by 35%. Driving after drinking (OR = 2.55, CI = 1.53–4.26), riding with a drunk driver (OR = 2.19, CI = 1.08–4.45) and tobacco smoking (OR = 1.95, CI = 1.18–3.22) significantly multiplied the risk. Despite their better compliance with safety measures, Italian students, compared with Greek, reported worse alcohol-related driving habits and engaged more frequently in mobile phone use while driving. Clustering of risky behaviors was found to be an important predictor of road crash involvement. Screening and awareness of risk-taking propensity of University students could guide early intervention. The “Student’s Health Card” could provide, at minimal cost, reliable risk-taking and road crash involvement information, which is needed for both personal risk assessment and surveillance purposes.     

Gender differences in children's pedestrian behaviors: Developmental effects

IntroductionAll child pedestrians are vulnerable to road traffic injuries, but there is evidence that boys may be at greater risk than girls, at least among some age groups.MethodTo create effective intervention programs, research on how boys and girls of particular ages behave as pedestrians, and whether there are gender differences that increase risk for particular genders at particular ages, is needed. In this study, 255 boys and 235 girls in grade 1 through 6 from two primary schools in Nantong city, China, were unobtrusively videotaped when walking to school in the morning. Videotapes were reviewed and coded for seven pedestrian safety behaviors, including activities related to crossing streets (walking instead of running/hopping, observing traffic, using the crosswalk instead of walking outside the crosswalk, and keeping close to an accompanying adult) and those related to walking alongside busy streets (walking instead of running/hopping on the sidewalk, not playing on the sidewalk, walking alone instead of walking side-by-side with a partner).ResultsResults revealed that as a whole, boys played on the sidewalk more often than girls (p < 0.01) and crossed with an accompanying adult more than girls (p < 0.05), while girls walked side-by-side with partners more often than boys (p < 0.05). With a few exceptions, boys and girls in the younger grades (1–2) as well as those in the older grades (5–6) behaved fairly similarly as pedestrians, but boys and girls in the middle grades (3–4) presented with several significant gender-based differences. In the middle grades, boys watched traffic more than girls while crossing (p < 0.01); ran, hopped and played on the sidewalk more often than girls (p < 0.05); and walked side-by-side less often with partners than girls (p < 0.05). We also detected different gender-based trends in the development of pedestrian skills. With increasing age, girls performed more safely in pedestrian tasks, but boys did not show a similar developmental trend.ConclusionsWe conclude that boys and girls exhibit different characteristics in their pedestrian behaviors and discuss implications for prevention.     

大城市无信号控制人行横道行人过街延误分析

从心理学角度,以大城市无信号控制人行横道过街行人为研究对象,对行人过街延误进行定量分析研究。以北京市两个典型无信号控制人行横道为实例进行交通调查分析,计算行人的临界穿越间隙,安全穿越间隙出现的概率,及行人穿越该处的总延误时间。计算结果表明:观测路段车流中提供的安全穿越间隙的概率比较低;行人强行穿越的重要原因是行人过街延误超出了行人等待心理极限;验证了模型的精度;找出了观测路段交通秩序混乱的原因。针对大城市无信号控制人行横道的分析结果,提出了具体的改进建议和交通改善措施,为国内大城市行人交通安全管理提供了决策依据和有益参考。     

Pedestrian crossing behaviors at uncontrolled multi-lane mid-block crosswalks in developing world

IntroductionThe gap acceptance theory was primarily used to study pedestrian crossing behaviors, in accordance to static gaps that are calculated in the light of the cross section of crosswalk. However, pedestrians will face a series of dynamic gaps (especially at any uncontrolled multi-lane crosswalk) when they decide to cross the street, thus, pedestrians' decisions are made based on the dynamic gaps of each lane.MethodPedestrians' crossing behaviors at uncontrolled multi-lane mid-block crosswalk were investigated in this study. The lane-based gap (LGAP) was defined and five mid-block crosswalks were selected for observation in Wuhan, China. Pedestrians' behaviors and the corresponding traffic statuses were videoed as collected data, whose statistical analysis indicates that most pedestrians choose the rolling gap crossing strategy, which is different from existing research. Moreover, a logistic regression model was established to evaluate various influencing parameters (such as gender, age, waiting time and traffic volume) on the pedestrians' crossing strategy, whose accuracy is not satisfying. Therefore, the pedestrian dynamic gap acceptance (PDGA) model was put forward to describe pedestrians' crossing behaviors at any multi-lane crosswalk based on detailed analysis of the pedestrians' decision procedure.ResultsThe corresponding results show that its accuracy may be up to 88.6% to well describe pedestrians' crossing behaviors.ConclusionsThe PDGA model is appropriate to analyze pedestrians' dynamic decision procedures at multi-lane mid-block crosswalks.Practical applicationThe findings of this study can be used for safety and performance evaluation of crosswalks at mid-block locations in developing countries like China and India.     

Higher-order cycling skills among 11- to 13-year-old cyclists and relationships with cycling experience,risky behavior,crashes and self-assessed skill

IntroductionIn the Netherlands, young cyclists are extremely vulnerable in traffic, which may partly be due to their still underdeveloped higher-order cycling skill. So far, knowledge on their actual level of skill is lacking. Using a computerized test battery mimicking real-life risky traffic conditions, this study assessed the level of higher-order cycling skill in children 11 and 12 years of age and tested the hypothesis that these skills show caveats. Furthermore, factors potentially influencing the development and impact of these skills were studied, such as cycling experience, risky road behavior, crash involvement, and self-assessed skill.MethodA total of 335 students (49% female) completed computerized tests on hazard perception, gap acceptance, blind spot strategies, and priority decisions in traffic, and completed questionnaires on cycling experience, risky cycling behavior, crashes, and self-assessment of cycling skill.ResultsOn the hazard perception test, one-third of the participants missed at least half of the number of hazards. They made errors in about 50% of the priority decisions, accepted critical gaps when crossing the road, and conversely rejected safe gaps; only 1% of the participants identified all blind spots of a truck correctly, while 69% made unsafe decisions when interacting with trucks in traffic scenarios. Overall, in complex traffic situations performance was worse than in simple ones. The hypothesis of lack of skills was therefore accepted. However, the study failed to demonstrate consistent relationships between subtest performance and cycling experience, risky behavior, crashes, and self-assessed skill, which weakens the theoretical assumptions concerning the subtests.ConclusionsThe results suggest that children at the end of primary school are still lacking elementary skills for safe cycling, calling for measures to accelerate skill development.Practical applicationsTest batteries are essential tools for systematically monitoring skill development in cyclists, evaluating education programs, and for guiding the development of effective road safety education. The next step is the validation of such batteries.