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• Has advised 40 M.Sc. students, 11 doctoral students, 4 post-doctoral fellows. • Created the Office of Chief Scientist of Israel's National Road Safety Authority in 2007, and headed it until the end of 2010. • An Honorary Fellow of the U.S. Human Factors and Ergonomics Society. • Has served on the editorial advisory boards of the leading traffic safety journals. including Accident Analysis and Prevention, Journal of Safety Research, Human Factors, and Transportation Research Part F, and the U.S. TRB Transportation Research Record. • Has published over 100 papers in peer-reviewed scientific journals. • Has authored three books on road safety and road user behavior.
Traffic sign design can have a substantial impact on road safety and traffic flow. The current study had three objectives: 1) Cross-validate the importance of ergonomic sign design; 2) Evaluate the ability of ergonomics experts to predict sign comprehension by the average driver; 3) Offer improved sign designs for poorly designed road signs. In a previous study (Ben Bassat et al., 2019), human factors and ergonomics experts evaluated several alternative designs for 31 different road signs, based on three ergonomics criteria – familiarity, standardization, and message/symbol compatibility. Some of these signs were tested in the current study and the correlation between the results of the two studies was analyzed. In this study, 805 licensed drivers from five countries were tested on their comprehension of 24 conventional signs and 32 alternative signs. Signs were individually presented on a screen and as soon as the participant decided on the meaning, the sign disappeared, and an experimenter wrote the stated meaning. The verbal responses were coded as correct (perfectly or partially), wrong, or opposite of the true meaning. Sign identification response time was also recorded. In all countries across all signs, more drivers comprehended the alternative ergonomically superior signs, and the identification response times were shorter for these sign designs. Furthermore, the correlation between ergonomics experts' ratings as found in previous study and the percent of comprehension for each sign design was statistically significant and positive with r = 0.61. Road signs should be designed according to ergonomics-based criteria. Human factors experts' opinions can be a useful tool in improving the design of poorly comprehended signs (or icons) and in designing new signs (or icons).
T. Ben-Bassat; D. Shinar; J.K. Caird; R.E. Dewar; E. Lehtonen; M. Sinclair; L. Zakowska; S. Simmons; G. Liberman; M. Pronin. Ergonomic Design Improves Cross-Cultural Road Sign Comprehension. Transportation Research Part F: Traffic Psychology and Behaviour 2021, 78, 267 -279.
AMA StyleT. Ben-Bassat, D. Shinar, J.K. Caird, R.E. Dewar, E. Lehtonen, M. Sinclair, L. Zakowska, S. Simmons, G. Liberman, M. Pronin. Ergonomic Design Improves Cross-Cultural Road Sign Comprehension. Transportation Research Part F: Traffic Psychology and Behaviour. 2021; 78 ():267-279.
Chicago/Turabian StyleT. Ben-Bassat; D. Shinar; J.K. Caird; R.E. Dewar; E. Lehtonen; M. Sinclair; L. Zakowska; S. Simmons; G. Liberman; M. Pronin. 2021. "Ergonomic Design Improves Cross-Cultural Road Sign Comprehension." Transportation Research Part F: Traffic Psychology and Behaviour 78, no. : 267-279.
COVID-19 and motor vehicle crashes (MVC) are both considered epidemics by the U.S. Centers for Disease Control (CDC) and the World Health Organization (WHO), yet their progression, treatment and success in treatment have been very different. In this paper, we propose that the well-established sustainable safety approach to road safety can be applied to the management of COVID-19. We compare COVID-19 and MVC in terms of several defining characteristics, including evolvement and history, definitions and measures of evaluation, main attributes and characteristics, countermeasures, management and coping strategies, and key success factors. Despite stark differences, there are also some similarities between the two epidemics, and these enable insights into how the principles of sustainable road safety can be utilized to cope with and guide the treatment of COVID-19. Major guidelines that can be adopted include an aggressive policy set at the highest national level. The policy should be data- and science-based and would be most effective when relying on a systems approach (such as Sweden’s Vision Zero, the Netherlands’ Sustainable Safety, and the recommended EU Safe System). The policy should be enforceable and supplemented with positive public information and education campaigns (rather than scare tactics). Progression of mortality and morbidity should be tracked continuously to enable adjustments. Ethical issues (such as invasion of privacy) should be addressed to maximize public acceptance. Interestingly, the well-established domain of MVC can also benefit from the knowledge, experience, and strategies used in addressing COVID-19 by raising the urgency of detection and recognition of new risk factors (e.g., cell phone distractions), developing and implementing appropriate policy and countermeasures, and emphasizing the saliency of the impact of MVC on our daily lives.
Tsippy Lotan; David Shinar. Sustainable Public Safety and the Case of Two Epidemics: COVID-19 and Traffic Crashes. Can We Extrapolate from One to the Other? Sustainability 2021, 13, 3136 .
AMA StyleTsippy Lotan, David Shinar. Sustainable Public Safety and the Case of Two Epidemics: COVID-19 and Traffic Crashes. Can We Extrapolate from One to the Other? Sustainability. 2021; 13 (6):3136.
Chicago/Turabian StyleTsippy Lotan; David Shinar. 2021. "Sustainable Public Safety and the Case of Two Epidemics: COVID-19 and Traffic Crashes. Can We Extrapolate from One to the Other?" Sustainability 13, no. 6: 3136.
To improve the safety of bicycle users, some countries have enacted, or considered enacting, mandatory helmet legislation. Of course, the enactment of such legislation in a country assumes that its citizens will be well-informed of it, and consequently, will use the helmet more frequently than before. However, in the survey described in this paper we found that many people are not aware of the legislation in force in their own country, or, even if they know, they may not necessarily behave as dictated by the law. Thus, the effects of mandatory helmet legislation may be somewhat different than desired or expected. Therefore, the goal of this paper is to ascertain the role of cyclists’ knowledge of the law in their country as a mediator between the law and the actual use of the helmet. Respondents from seventeen countries participated in an international survey about cyclists' habits, and answered questions about helmet legislation, and frequency of helmet use. The results indicate that the main effect of mandatory helmet legislation on the frequency of use of the helmet is mediated by the perception that such a law exists in their country—even when in fact sometimes it does not exist.
Pedro M. Valero-Mora; David Shinar; Rubén D. Ledesma; María Teresa Tormo Lancero; Mar Sánchez-García; Narelle Haworth; Jaime Sanmartín; Anna Morandi; Ottavia E. Ferraro; Meltem Saplioglu; Dietmar Otte. Abiding by the law when it does not exist: The case of the helmet bicycle law. Transportation Research Part F: Traffic Psychology and Behaviour 2020, 72, 23 -31.
AMA StylePedro M. Valero-Mora, David Shinar, Rubén D. Ledesma, María Teresa Tormo Lancero, Mar Sánchez-García, Narelle Haworth, Jaime Sanmartín, Anna Morandi, Ottavia E. Ferraro, Meltem Saplioglu, Dietmar Otte. Abiding by the law when it does not exist: The case of the helmet bicycle law. Transportation Research Part F: Traffic Psychology and Behaviour. 2020; 72 ():23-31.
Chicago/Turabian StylePedro M. Valero-Mora; David Shinar; Rubén D. Ledesma; María Teresa Tormo Lancero; Mar Sánchez-García; Narelle Haworth; Jaime Sanmartín; Anna Morandi; Ottavia E. Ferraro; Meltem Saplioglu; Dietmar Otte. 2020. "Abiding by the law when it does not exist: The case of the helmet bicycle law." Transportation Research Part F: Traffic Psychology and Behaviour 72, no. : 23-31.
This study examines beliefs about helmet use in adult cyclists from 17 countries participating in the COST Action TU1101 Project (Helmet Optimization in Europe – HOPE). A total of 5797 respondents were included in the analysis after applying eligibility criteria and data cleaning. Cyclists' beliefs were assessed by 25 items using a 7-point Likert scale. These items were factor analyzed resulting in a four-factor solution (Factor 1: Perceived Benefits and Risk Reduction, Factor 2: Perceived Disadvantages and Barriers to Helmet Use, Factor 3: Perception of Group Norms, and Factor 4: Situation-Dependence of Helmet Use). Results show that both beliefs and helmet wearing behavior differ according to some demographic and cycling-related factors, such as gender, frequency of bicycle use and type of bicycle used. Factor 3 (Perception of Group Norms) and Factor 2 (Perceived Disadvantages and Barriers to Helmet Use) were among the strongest predictors of helmet use, even after controlling for demographic and cycling-related variables. The findings suggest that helmet use promotion should focus primarily on normative beliefs and on the reduction of perceived barriers. Beliefs about helmet use can vary in accordance with the cyclist’s profile, as well as cultural and contextual factors. Assessment of beliefs in specific settings and populations will provide a better basis for planning interventions. The limitations of the present study are mainly related to the instrument used (online survey) and to the differences in sample sizes across countries.
Rubén D. Ledesma; David Shinar; Pedro M Valero-Mora; Narelle Haworth; Ottavia E. Ferraro; Anna Morandi; Maria Papadakaki; Guido De Bruyne; Dietmar Otte; Meltem Saplioglu. Psychosocial factors associated with helmet use by adult cyclists. Transportation Research Part F: Traffic Psychology and Behaviour 2019, 65, 376 -388.
AMA StyleRubén D. Ledesma, David Shinar, Pedro M Valero-Mora, Narelle Haworth, Ottavia E. Ferraro, Anna Morandi, Maria Papadakaki, Guido De Bruyne, Dietmar Otte, Meltem Saplioglu. Psychosocial factors associated with helmet use by adult cyclists. Transportation Research Part F: Traffic Psychology and Behaviour. 2019; 65 ():376-388.
Chicago/Turabian StyleRubén D. Ledesma; David Shinar; Pedro M Valero-Mora; Narelle Haworth; Ottavia E. Ferraro; Anna Morandi; Maria Papadakaki; Guido De Bruyne; Dietmar Otte; Meltem Saplioglu. 2019. "Psychosocial factors associated with helmet use by adult cyclists." Transportation Research Part F: Traffic Psychology and Behaviour 65, no. : 376-388.
Traffic sign comprehension is significantly affected by their compliance with ergonomics design principles. Despite the UN Convention, designs vary among countries. The goal of this study was to establish theoretical and methodological bases for evaluating the design of conventional and alternative signs. Thirty-one conventional signs and 1-3 alternatives for each conventional sign were evaluated for their compliance with three ergonomics guidelines for sign design: physical and conceptual compatibility, familiarity, and standardization. Twenty-seven human factors and ergonomics experts from ten countries evaluated the signs relative to their compliance with the guidelines. Analysis of variance across alternatives revealed that for 19 of the 31 signs, an alternative design received a significantly higher rating in its ergonomics design than the conventional sign with the same meaning. We also found a very high correlation between the experts' ratings and comprehension from previous studies. In conclusion, many countries use signs for which better alternative designs exist, and therefore UN Convention signs should be re-examined, and ergonomics experts evaluation can serve as a good surrogate for road users' comprehension surveys. Practitioner Summary: This study presents theoretical and methodological bases for evaluating the design of UN Conventional and alternative traffic signs. Human factors and ergonomics experts evaluated 31 conventional and 68 alternative road signs, based on ergonomics principles for sign design. Results indicated the need to re-examine poorly designed UN Convention signs.
Tamar Ben-Bassat; David Shinar; Raquel Almqvist; Jeff K. Caird; Robert E. Dewar; Esko Lehtonen; Paul M. Salmon; Marion Sinclair; Heikki Summala; Lidia Zakowska; Gabriel Liberman. Expert evaluation of traffic signs: conventional vs. alternative designs. Ergonomics 2019, 62, 734 -747.
AMA StyleTamar Ben-Bassat, David Shinar, Raquel Almqvist, Jeff K. Caird, Robert E. Dewar, Esko Lehtonen, Paul M. Salmon, Marion Sinclair, Heikki Summala, Lidia Zakowska, Gabriel Liberman. Expert evaluation of traffic signs: conventional vs. alternative designs. Ergonomics. 2019; 62 (6):734-747.
Chicago/Turabian StyleTamar Ben-Bassat; David Shinar; Raquel Almqvist; Jeff K. Caird; Robert E. Dewar; Esko Lehtonen; Paul M. Salmon; Marion Sinclair; Heikki Summala; Lidia Zakowska; Gabriel Liberman. 2019. "Expert evaluation of traffic signs: conventional vs. alternative designs." Ergonomics 62, no. 6: 734-747.
There are interrelationships between crash causes, countermeasures, and policy implications, but they are not necessarily direct and obvious. Part of the problem is the definition of a cause. The seminal 1979 Indiana University “Study of Accident Causes” has cemented some false assumptions that must be overcome to yield an effective crash countermeasures policy. The taxonomy of crash causes and the prevalence of different causes are determined by the investigators, who are biased in different ways. The prevalent notion that approximately 90 percent of the crashes are due to human errors or failures is due to a threshold bias, and the implied notion that 90 percent of the countermeasures should be directed at changing these behaviors is based on an erroneous assumption that the cure must be directly linked to the stated cause. A more balanced approach to the definition of a cause and to the search for crash countermeasures is needed, and the safe system approach appears to be a most promising one.
David Shinar. Crash causes, countermeasures, and safety policy implications. Accident Analysis & Prevention 2019, 125, 224 -231.
AMA StyleDavid Shinar. Crash causes, countermeasures, and safety policy implications. Accident Analysis & Prevention. 2019; 125 ():224-231.
Chicago/Turabian StyleDavid Shinar. 2019. "Crash causes, countermeasures, and safety policy implications." Accident Analysis & Prevention 125, no. : 224-231.
Road Sign comprehension studies typically focus on differences among signs, demonstrating large variability in comprehension among different signs. Differences in features of sign design can be grouped into their shape, background color, and the symbol/icon in their center. This study demonstrated that specific sign messages can be presented with different sign features without detrimental effects on either comprehension level or response time. In particular, the choice of background color (yellow or white) appears to be inconsequential for comprehension. It seems that some sign characteristics are not critical to comprehension and consequently licensed drivers may even incorrectly identify a non-local sign as the standard sign that they actually encounter on the roads. However, other sign features – especially those relating to the icon/symbol - can be critical to comprehension when they violate the icon-concept compatibility, as it is represented in drivers' long-term memory.
Tamar Ben-Bassat; David Shinar. The Influence of Sign Variations on Drivers’ Comprehension. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 2018, 62, 1918 -1922.
AMA StyleTamar Ben-Bassat, David Shinar. The Influence of Sign Variations on Drivers’ Comprehension. Proceedings of the Human Factors and Ergonomics Society Annual Meeting. 2018; 62 (1):1918-1922.
Chicago/Turabian StyleTamar Ben-Bassat; David Shinar. 2018. "The Influence of Sign Variations on Drivers’ Comprehension." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1: 1918-1922.
Women seem to use the helmet when riding a bicycle less frequently than men. Two possible explanations for this behavior are that 1) it is less appalling to them because of lack of comfort or other reasons, or 2) they use bicycles in a more cautious way than men so they feel that they do not need the helmet as much. The present paper explores these two explanations in 5,691 cyclists that responded to an online survey conducted in 17 countries as part of an EU COST project. Answers to questions related to the two aforementioned explanations were analyzed graphically and three questions that showed the most conspicuous differences between males and females were identified. These were: ‘Helmets are a problem because they disturb your hair’, ‘I am a fast rider’, and ‘I am a skilled rider’. The responses to these three questions plus their interactions with the gender of the respondent were used as predictors of the proportion of helmet wear. The results showed that: 1) the three questions predicted the use of the helmet, 2) the interaction between gender and hair disturbance was not significant, and 3) the interactions between gender and being a fast cyclist and being a skilled rider were both statistically significant showing that women that regard themselves as slow riders or skillful riders use relatively less the helmet than men in similar conditions.
Pedro Valero-Mora; David Shinar; Ruben Ledesma; Narelle Haworth. Why women do not use the helmet when riding a bicycle. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 2018, 62, 1594 -1598.
AMA StylePedro Valero-Mora, David Shinar, Ruben Ledesma, Narelle Haworth. Why women do not use the helmet when riding a bicycle. Proceedings of the Human Factors and Ergonomics Society Annual Meeting. 2018; 62 (1):1594-1598.
Chicago/Turabian StylePedro Valero-Mora; David Shinar; Ruben Ledesma; Narelle Haworth. 2018. "Why women do not use the helmet when riding a bicycle." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1: 1594-1598.
Ian Y. Noy; David Shinar; William Horrey. Automated driving: Safety blind spots. Safety Science 2018, 102, 68 -78.
AMA StyleIan Y. Noy, David Shinar, William Horrey. Automated driving: Safety blind spots. Safety Science. 2018; 102 ():68-78.
Chicago/Turabian StyleIan Y. Noy; David Shinar; William Horrey. 2018. "Automated driving: Safety blind spots." Safety Science 102, no. : 68-78.
Police crash reports are often the main source for official data in many countries. However, with the exception of fatal crashes, crashes are often underreported in a biased manner. Consequently, the countermeasures adopted according to them may be inefficient. In the case of bicycle crashes, this bias is most acute and it probably varies across countries, with some of them being more prone to reporting accidents to police than others. Assessing if this bias occurs and the size of it can be of great importance for evaluating the risks associated with bicycling. This study utilized data collected in the COST TU1101 action "Towards safer bicycling through optimization of bicycle helmets and usage". The data came from an online survey that included questions related to bicyclists' attitudes, behaviour, cycling habits, accidents, and patterns of use of helmets. The survey was filled by 8655 bicyclists from 30 different countries. After applying various exclusion factors, 7015 questionnaires filled by adult cyclists from 17 countries, each with at least 100 valid responses, remained in our sample. The results showed that across all countries, an average of only 10% of all crashes were reported to the police, with a wide range among countries: from a minimum of 0.0% (Israel) and 2.6% (Croatia) to a maximum of a 35.0% (Germany). Some factors associated with the reporting levels were type of crash, type of vehicle involved, and injury severity. No relation was found between the likelihood of reporting and the cyclist's gender, age, educational level, marital status, being a parent, use of helmet, and type of bicycle. The significant under-reporting - including injury crashes that do not lead to hospitalization - justifies the use of self-report survey data for assessment of bicycling crash patterns as they relate to (1) crash risk issues such as location, infrastructure, cyclists' characteristics, and use of helmet and (2) strategic approaches to bicycle crash prevention and injury reduction.
D. Shinar; P. Valero-Mora; M. van Strijp-Houtenbos; N. Haworth; Amy Schramm; Guido De Bruyne; V. Cavallo; J. Chliaoutakis; Joao P. Dias; Ottavia Eleonora Ferraro; A. Fyhri; A. Hursa Sajatovic; K. Kuklane; R. Ledesma; O. Mascarell; A. Morandi; M. Muser; D. Otte; M. Papadakaki; Jaime Sanmartin; D. Dulf; M. Saplioglu; G. Tzamalouka. Under-reporting bicycle accidents to police in the COST TU1101 international survey: Cross-country comparisons and associated factors. Accident Analysis & Prevention 2018, 110, 177 -186.
AMA StyleD. Shinar, P. Valero-Mora, M. van Strijp-Houtenbos, N. Haworth, Amy Schramm, Guido De Bruyne, V. Cavallo, J. Chliaoutakis, Joao P. Dias, Ottavia Eleonora Ferraro, A. Fyhri, A. Hursa Sajatovic, K. Kuklane, R. Ledesma, O. Mascarell, A. Morandi, M. Muser, D. Otte, M. Papadakaki, Jaime Sanmartin, D. Dulf, M. Saplioglu, G. Tzamalouka. Under-reporting bicycle accidents to police in the COST TU1101 international survey: Cross-country comparisons and associated factors. Accident Analysis & Prevention. 2018; 110 ():177-186.
Chicago/Turabian StyleD. Shinar; P. Valero-Mora; M. van Strijp-Houtenbos; N. Haworth; Amy Schramm; Guido De Bruyne; V. Cavallo; J. Chliaoutakis; Joao P. Dias; Ottavia Eleonora Ferraro; A. Fyhri; A. Hursa Sajatovic; K. Kuklane; R. Ledesma; O. Mascarell; A. Morandi; M. Muser; D. Otte; M. Papadakaki; Jaime Sanmartin; D. Dulf; M. Saplioglu; G. Tzamalouka. 2018. "Under-reporting bicycle accidents to police in the COST TU1101 international survey: Cross-country comparisons and associated factors." Accident Analysis & Prevention 110, no. : 177-186.
Traffic safety is often expressed as the ‘inverse of accidents’. However, it is more than the mere absence of accidents. Past studies often looked for associations between accidents and self-reports like the Driver Behaviour Questionnaire (DBQ; Reason, Manstead, Stradling, Baxter, & Campbell, 1990). The focus in this study changed from counting accidents to quantifying unsafe acts as violations. The objective was to show that drivers' specific violations can be traced to personal characteristics such as sensation seeking (SSS-V; Zuckerman, 1994), gender role (BSRI; Bem sex role inventory, Bem, 1974), demographics, and driving exposure. A web-based questionnaire was distributed, integrating several known questionnaires. Five hundred and twenty-seven questionnaires were completed and analyzed. Sensation seeking, gender role, experience, and age predicted respondents’ score on the DBQ, as well as the interaction of sensation seeking with gender and gender role. Gender role was a more valid predictor of driver behavior than gender. The effect of gender role on drivers’ self-reported violation tendency is the most interesting and the most intriguing finding of this survey and indicates the need to further examine gender role affects in driving.
Ilit Oppenheim; Tal Oron-Gilad; Yisrael Parmet; David Shinar. Can traffic violations be traced to gender-role, sensation seeking, demographics and driving exposure? Transportation Research Part F: Traffic Psychology and Behaviour 2016, 43, 387 -395.
AMA StyleIlit Oppenheim, Tal Oron-Gilad, Yisrael Parmet, David Shinar. Can traffic violations be traced to gender-role, sensation seeking, demographics and driving exposure? Transportation Research Part F: Traffic Psychology and Behaviour. 2016; 43 ():387-395.
Chicago/Turabian StyleIlit Oppenheim; Tal Oron-Gilad; Yisrael Parmet; David Shinar. 2016. "Can traffic violations be traced to gender-role, sensation seeking, demographics and driving exposure?" Transportation Research Part F: Traffic Psychology and Behaviour 43, no. : 387-395.
Strayer et al.’s article is a significant attempt to scale the cognitive workload of different potentially distracting tasks. It is tempting but not warranted to equate the workload with the relative risk of crash involvement. In this article, I list the reasons why the scaling should not be generalized to safety implications in real driving and argue for the combination of studies of maximal performance assessment (e.g., simulation) with behavioral assessment (e.g., naturalistic driving).
David Shinar. Cognitive Workload ≠ Crash Risk: Rejoinder to Study by Strayer et al. (2015). Human Factors: The Journal of the Human Factors and Ergonomics Society 2015, 57, 1328 -30.
AMA StyleDavid Shinar. Cognitive Workload ≠ Crash Risk: Rejoinder to Study by Strayer et al. (2015). Human Factors: The Journal of the Human Factors and Ergonomics Society. 2015; 57 (8):1328-30.
Chicago/Turabian StyleDavid Shinar. 2015. "Cognitive Workload ≠ Crash Risk: Rejoinder to Study by Strayer et al. (2015)." Human Factors: The Journal of the Human Factors and Ergonomics Society 57, no. 8: 1328-30.
Background: Comprehension of traffic signs is crucial to safety. Objectives: To test the effects of the presentation condition (with or without driving context) on symbolic based road signs comprehension and comprehension time for young and older drivers. Method: 50 young drivers and 50 older drivers were presented with images of 28 Israeli road signs, both without context (with a white background) and in context (with the driving surrounding). Data were collected on the accuracy of signs meaning and on the time it took the participants to provide the meaning. Results: Younger drivers performed significantly better than older drivers on both accuracy and response time (RT). Older drivers’ average RT was approximately twice as long as younger drivers’ RT. However, the presentation mode (with or without context) did not affect sign comprehension of either group, but the presence of the context did increase the time it took the drivers to comprehend the sign’s meaning. In addition, correct response time was similar to opposite to sign’s meaning response time. Implications: Older drivers, can benefit from retraining in sign comprehension of current signage. The training should involve signs in their natural road environment to reduce comprehension time while actually driving. Moreover, signs that were understood as having an opposite meaning should be redesigned or be accompanied by text.
Tamar Ben-Bassat; David Shinar. The effect of context and drivers’ age on highway traffic signs comprehension. Transportation Research Part F: Traffic Psychology and Behaviour 2015, 33, 117 -127.
AMA StyleTamar Ben-Bassat, David Shinar. The effect of context and drivers’ age on highway traffic signs comprehension. Transportation Research Part F: Traffic Psychology and Behaviour. 2015; 33 ():117-127.
Chicago/Turabian StyleTamar Ben-Bassat; David Shinar. 2015. "The effect of context and drivers’ age on highway traffic signs comprehension." Transportation Research Part F: Traffic Psychology and Behaviour 33, no. : 117-127.
The purpose of this study was to estimate the relative efficiency of 197 local municipalities in traffic safety in Israel during 2004-2009, using Data Envelopment Analysis (DEA). DEA efficiency is based on multiple inputs and multiple outputs, when their weights are unknown. We used here inputs reflecting the resources allocated to the local municipalities (such as funding), outputs include measures that reflect reductions in accidents (such as accidents per population), and intermediate variables known as safety performance indicators (SPI): measures that are theoretically linked to crash and injury reductions (such as use of safety belts). Some of the outputs are undesirable. Using DEA, the local municipalities were rank-scaled from the most efficient to the least efficient and required improvements for inefficient municipalities were calculated. We found that most of the improvements were required in two intermediate variables related to citations for traffic violations. Several DEA versions were used including a two-stage model where in the first stage the intermediate variables are the outputs, and in the second stage they are the inputs. Further analyses utilizing multiple regressions were performed to verify the effect of various demographic parameters on the efficiency of the municipalities. The demographic parameters tested for each local municipality were related to the size, age, and socio-economic level of the population. The most significant environmental variable affecting the efficiency of local municipalities in preventing road accidents is the population size of the local authority; the size has a negative effect on the efficiency. As far as we could determine, this is the first time that the DEA is used to measure the efficiency of local municipalities in improving traffic safety.
Doron Alper; Zilla Sinuany-Stern; David Shinar. Evaluating the efficiency of local municipalities in providing traffic safety using the Data Envelopment Analysis. Accident Analysis & Prevention 2015, 78, 39 -50.
AMA StyleDoron Alper, Zilla Sinuany-Stern, David Shinar. Evaluating the efficiency of local municipalities in providing traffic safety using the Data Envelopment Analysis. Accident Analysis & Prevention. 2015; 78 ():39-50.
Chicago/Turabian StyleDoron Alper; Zilla Sinuany-Stern; David Shinar. 2015. "Evaluating the efficiency of local municipalities in providing traffic safety using the Data Envelopment Analysis." Accident Analysis & Prevention 78, no. : 39-50.
New in-vehicle technologies often outpace the scientific support for their value. In lieu of valid and consistent scientific support, common wisdom is used, as in the assumption that enhanced roadway delineation improves driving safety. To evaluate the effects of a Visibility Enhancement System that selectively improves lane markers' visibility on driving safety. A simulation experiment assessed the effects of an in-car lane Visibility Enhancement System (VES) that highlights the edges of the road ahead on driver's behavior and overall safety, under normal and reduced visibility conditions. Thirty drivers drove in a fix-based simulator through a winding rural road, while attempting to avoid un-enhanced and unexpected obstacles that appeared on the driving lane from time to time. The simulated VES highlighted the road edges up to a distance of 90 m with two alternative configurations: two continuous red lines or a series of red crosses. The effects of the two VES configurations on performance were measured during night and fog driving. Performance measures included speed, lane keeping behavior, eye scanning pattern, reaction time (RT) and collisions with the un-enhanced unexpected obstacles. Subjective measures included confidence and stress. With the VES, drivers were more confident, less stressed, and drove faster, but had almost twice as many collisions with the unexpected obstacles. Also, steering/braking RT to the obstacles was longer with the VES than without it by nearly 44 msec. The results are consistent with Lebowitz's theory (1977). While the VES enhanced spatial orientation, it fooled the drivers into assuming that the visibility of obstacles on the road was also improved, and thus actually reduced safety. When visibility is an issue in nighttime crashes, the site-specific crashes should be investigated, in cases of collision with objects-on-the-road, improved delineation should be ruled out.
Tal Sharfi; David Shinar. Enhancement of road delineation can reduce safety. Journal of Safety Research 2014, 49, 61.e1 -68.
AMA StyleTal Sharfi, David Shinar. Enhancement of road delineation can reduce safety. Journal of Safety Research. 2014; 49 ():61.e1-68.
Chicago/Turabian StyleTal Sharfi; David Shinar. 2014. "Enhancement of road delineation can reduce safety." Journal of Safety Research 49, no. : 61.e1-68.
Action research is a participatory research method based on active cooperation between researchers and subjects. In clinical practice, action research enables active involvement of workers in developing and implementing actions promoting patient safety. This article describes a participatory action research project that was conducted in the radiology department of a tertiary care university hospital. The main objectives were: identifying potential adverse events in the department of radiology, and offering a proactive approach to improving patient safety.
Osnat Tourgeman-Bashkin; David Shinar; Yoel Donchin; Ehud Zmora; Nitsa Velleman; Eugeine Libson. Radiology department, human factors and organizational perspectives: using action research to improve patient safety. Israel Journal of Health Policy Research 2013, 2, 40 -40.
AMA StyleOsnat Tourgeman-Bashkin, David Shinar, Yoel Donchin, Ehud Zmora, Nitsa Velleman, Eugeine Libson. Radiology department, human factors and organizational perspectives: using action research to improve patient safety. Israel Journal of Health Policy Research. 2013; 2 (1):40-40.
Chicago/Turabian StyleOsnat Tourgeman-Bashkin; David Shinar; Yoel Donchin; Ehud Zmora; Nitsa Velleman; Eugeine Libson. 2013. "Radiology department, human factors and organizational perspectives: using action research to improve patient safety." Israel Journal of Health Policy Research 2, no. 1: 40-40.
We studied whether decisions to engage in cell phone conversation while driving and the consequences of such decisions are related to the driver's age, to the road conditions (demands of the driving task), and to the driver's role in initiating the phone call (i.e. the driver as caller vs. as receiver). Two experiments were performed in a driving simulator in which driver age, road conditions and phone conversation, as a secondary task, were manipulated. Engagement in cell phone conversations, performance in the driving and the conversation tasks, and subjective effort assessment were recorded. In general, drivers were more willing to accept incoming calls than to initiate calls. In addition, older and younger drivers were more susceptible to the deleterious effects of phone conversations while driving than middle aged/experienced drivers. While older drivers were aware of this susceptibility by showing sensitivity to road conditions before deciding whether to engage in a call or not, young drivers showed no such sensitivity. The results can guide the development of young driver training programs and point at the need to develop context-aware management systems of in-vehicle cell phone conversations.
Noam Tractinsky; Efrat Soffer Ram; David Shinar. To call or not to call—That is the question (while driving). Accident Analysis & Prevention 2013, 56, 59 -70.
AMA StyleNoam Tractinsky, Efrat Soffer Ram, David Shinar. To call or not to call—That is the question (while driving). Accident Analysis & Prevention. 2013; 56 ():59-70.
Chicago/Turabian StyleNoam Tractinsky; Efrat Soffer Ram; David Shinar. 2013. "To call or not to call—That is the question (while driving)." Accident Analysis & Prevention 56, no. : 59-70.
To evaluate the benefits of text and symbolic displays in highway signs relative to their familiarity on their comprehension speed and accuracy. A recent study that evaluated the influence of ergonomic principles – familiarity, standardization, and symbol-concept compatibility – on traffic sign comprehension showed that comprehension is highly correlated with the compliance with these ergonomic design principles ( Ben-Bassat & Shinar, 2006 ). As an alternative to existing unfamiliar symbolic signs we tested the effect of adding text. Drivers were presented with 30 traffic signs varying in their level of familiarity in three display conditions: standard symbol-only, text-only, and symbol + text. Speed and accuracy of comprehension were recorded. Display condition and familiarity significantly affected both correctness of the answers and reaction time. Correctness improved when the symbol was shown with text, especially when the sign was less familiar. Adding text improves the comprehension and reduces the time it takes to comprehend the sign, especially of unfamiliar signs. Adding text could be a simple solution to making (unfamiliar) signs more understandable to a greater segment of the driving population without compromising comprehension time, thereby increasing traffic safety.
David Shinar; Margreet Vogelzang. Comprehension of traffic signs with symbolic versus text displays. Transportation Research Part F: Traffic Psychology and Behaviour 2013, 18, 72 -82.
AMA StyleDavid Shinar, Margreet Vogelzang. Comprehension of traffic signs with symbolic versus text displays. Transportation Research Part F: Traffic Psychology and Behaviour. 2013; 18 ():72-82.
Chicago/Turabian StyleDavid Shinar; Margreet Vogelzang. 2013. "Comprehension of traffic signs with symbolic versus text displays." Transportation Research Part F: Traffic Psychology and Behaviour 18, no. : 72-82.
Poor conspicuity of Powered Two-Wheelers (PTW) is one of the main factors contributing to their involvement in accidents. The current study examined the influence of different rider's outfits on PTWs’ detectability, and evaluated the potential of a unique Alternating-Blinking Lights System (ABLS) to increase the rider's conspicuity. This study included two experiments that examined the visual search involved in the process of scanning video clips of dynamic traffic scenes. The first experiment examined PTWs’ attention conspicuity, while the second evaluated PTWs’ search conspicuity. In the attention conspicuity experiment participants were not alerted to the possible presence of a PTW and were asked to report the types of vehicles that were present in each video clip. In the search conspicuity experiment the participants were asked to actively search for a PTW and report its presence or absence in each video clip. Every participant was presented with a series of 96 video clips, 48 with a PTW and 48 without (controls). The independent variables were: (i) level of ambient illumination, (ii) road type, (iii) PTW's initial distance from the viewer, and (iv) rider's outfit. The results of the attention conspicuity experiment indicated that the environmental context has a strong effect on the probability of detecting the PTW. The ABLS increased the PTWs’ attention conspicuity by moderating the effects of environmental context, and was most effective at dusk and in urban environments. The results of the search experiment indicated that detection rates decreased and reaction time (RT) increased as the level of luminance decreased. RT was shortest with the ABLS across all driving environments. The ABLS increased PTWs detection rates in both experiments and mitigated the difference in detection rates between the attention and search conspicuity experiments. The results indicated that the ABLS was the most potent conspicuity treatment of the ones evaluated in this study. In conclusion, PTW conspicuity should be enhanced by incorporating aspects of both attention and search conspicuity. The riders need to take into consideration the perceptual characteristics of their riding environment, and be equipped with a conspicuity aid that is less susceptible to the changing environment and provides the rider with a unique visual signature. In parallel, the expectancy of car drivers to the presence of PTWs should be increased.
Pnina Gershon; David Shinar. Increasing motorcycles attention and search conspicuity by using Alternating-Blinking Lights System (ABLS). Accident Analysis & Prevention 2013, 50, 801 -810.
AMA StylePnina Gershon, David Shinar. Increasing motorcycles attention and search conspicuity by using Alternating-Blinking Lights System (ABLS). Accident Analysis & Prevention. 2013; 50 ():801-810.
Chicago/Turabian StylePnina Gershon; David Shinar. 2013. "Increasing motorcycles attention and search conspicuity by using Alternating-Blinking Lights System (ABLS)." Accident Analysis & Prevention 50, no. : 801-810.
Ilit Oppenheim; David Shinar. Erratum to: A context-sensitive model of driving behaviour and its implications for in-vehicle safety systems. Cognition, Technology & Work 2013, 15, 119 -119.
AMA StyleIlit Oppenheim, David Shinar. Erratum to: A context-sensitive model of driving behaviour and its implications for in-vehicle safety systems. Cognition, Technology & Work. 2013; 15 (1):119-119.
Chicago/Turabian StyleIlit Oppenheim; David Shinar. 2013. "Erratum to: A context-sensitive model of driving behaviour and its implications for in-vehicle safety systems." Cognition, Technology & Work 15, no. 1: 119-119.