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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Simulator som komplement till förarprovet : en väg mot mer trafiksäkra och riskmedvetna förare</title>
      <link>https://trid.trb.org/View/2344801</link>
      <description><![CDATA[Young drivers (18–24 years) with relatively new driving licenses are overrepresented both in the accident statistics and in terms of revoked driving licences. Revocations have increased by over 27% in the last five years and even though young men only make up about 7% of all driving license holders, the group made up 15% of the number of revoked driving licenses. The purpose of the project was to investigate the possibility of using a driving simulator to detect drivers who consider themselves ready to take a driving test, but who do not hold the risk awareness required to be a safe driver. From the Swedish Transport Administration's side, the long-term goal is increased traffic safety, and a step in that direction is to increase the ability to ensure that new drivers have both the right knowledge and the self-awareness required. To enable the measurement of driving performance and risk awareness in situations that are normally difficult to assess in a driving test, a screening test was developed for implementation in a simulator environment. The approximately 30-minute-long simulator drive consisted of country roads, city traffic and motorways. A total of 16 events were included in the screening and all were of such nature that failure on one of them resulted in a failed screening test. The purpose of the simulator screening is to supplement the driving test and not to predict the result of this. The screening and the driving test are two different tests that measure different things. A total of 70 driving license aspirants participated in the study. All had been trained at the same traffic school in Linköping and completed the screening test a few days before their driving test.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:26:03 GMT</pubDate>
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      <title>Välfärdskonsekvenser för individer med återkallat körkort på grund av synfältsbortfall</title>
      <link>https://trid.trb.org/View/1706522</link>
      <description><![CDATA[To suddenly lose a driving license because of a physical impairment, may well have dire consequences for the individual welfare. This report investigates its effect on a person’s circumstances, in particular with regard to visual field loss. The empirical material consisted of responses to a questionnaire and to various written materials (letters; attached copies of medical certificates and/or appeals) from a previous project regarding a simulator-based test method for assessing driving ability at visual field loss. In this material, the participants had in several cases, on a voluntary basis, described how a license withdrawal affected their lives. Further, consideration has been given to material collected in conjunction with the request for consent for the current study. In total, material from 169 individuals has been analyzed. In the first phase, the empirical material was analyzed by content analysis, in a thematic manner. In the second phase, the material was further analyzed using the Capability approach (CA). In short, the CA allows investigations of individuals' opportunities and freedoms to choose to live the life they want to live, illustrating the interactions between individual conditions, resources and contextual factors (e.g. social, political, cultural).]]></description>
      <pubDate>Thu, 14 May 2020 09:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1706522</guid>
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      <title>Körkort med villkor automatväxellåda :finns det skäl och möjligheter att underlätta körkortsprocessen?</title>
      <link>https://trid.trb.org/View/1573773</link>
      <description><![CDATA[The overall purpose of the present study is to investigate whether there are reasons for making it easier for driver trainers, both during their education and when taking the test, to use a car with automatic transmission. The study aims to answer two questions: 1) Can learning to drive become easier with an automatic transmission and at the same time provide the same training in traffic safety as when driving a car with a manual transmission? 2) Can a shorter driver training time due to automatic transmission have a negative impact, or can a reduced focus on handling the car increase the focus on other factors related to traffic safety? Several methods have been used to achieve the purpose of this study. Firstly, a literature review presents studies that examined the importance of automatic transmission during driver training and when taking the test. The same overview also includes a statistical accident analysis that compares automated cars with cars using a manual transmission. Thereafter, an interview study is presented, involving four traffic instructors and a survey of 34 traffic instructors on their view of training to drive with a car which have an automatic transmission. Finally, a survey was conducted including 949 people aged 18 to 25 who had just received drivers licence.]]></description>
      <pubDate>Wed, 12 Dec 2018 10:45:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1573773</guid>
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      <title>Den svenska förarutbildningen: dagsläge och framtidsutsikter</title>
      <link>https://trid.trb.org/View/1492615</link>
      <description><![CDATA[The overall aim of this study is to provide a deep and broad understanding of current practice of driver training. Based on the results of four in-depth studies, the project attempts to identify the need for improvement. Furthermore, and in order to improve driver training some essential actions will be presented. Several methods have been used to achieve this aim. The report starts with a literature review looking at various aspects which can influence young driver trainer's ability to drive safely but also literature looking at deficiencies and needs for change. The following chapter presents accident statistics which includes current data on young drivers' accident involvement and how this has changed in recent years. That is followed by a summary of statistics on driving license tests and retests. The project also includes an interview study in which eleven professionals were interviewed (politicians, government officials, researchers and representatives of driving schools and race tracks). The purpose of this study was to discuss their views on the current driver training in Sweden but also their own suggestions for change. Two surveys were then carried out. The first was aimed at new drivers of different ages about their driver training and the other was aimed at driving instructors. The general conclusion of this study is that the general discussion of driver training focuses too much on time and cost rather than quality which does not favour traffic safety. The recommendation is therefore that there is a need for a more fundamental change of driver training. To realise this, some of the teaching methods used need to be improved. These methods can then be applied to "risk education" and to the more general driver training. Other areas which are in need for improvement focus on; private practice and a closer contact with driving schools, enhancing the quality of compulsory training and introduce more parts, more frequent quality assurance of driving schools and increased supervision and collaboration between stakeholders, a development of driving licence testing and a better consensus between the objectives, content/process and driving test, a clearer division of responsibilities regarding research and development and a better coordination of the various elements of driver training. Finally, there is a need to highlight best practice which can only be done if evaluation becomes common practice.]]></description>
      <pubDate>Tue, 19 Dec 2017 11:32:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1492615</guid>
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      <title>Fyrhjulingars köregenskaper och förarnas kunskap om dessa egenskaper</title>
      <link>https://trid.trb.org/View/1492565</link>
      <description><![CDATA[Riding quad bikes differs in many ways from driving passenger cars and the rider is not always aware of the differences required to maintain control of a vehicle that they are not trained to ride. One of the major differences with quad bikes compared to driving a car is that a quad bike has a tendency to roll over during sharp cornering. The purpose of this study was to compare both static vehicle characteristics and driving dynamics of motorcycle-registered quad bikes of different models to identify any difficulties that may arise when using quad bikes in road traffic. The aim was also to study how driving style affects the quad bike's driving dynamics and identify the riders' knowledge of these. The study consists of three parts of which the first two concerns vehicle handling characteristics studied by performing a series of 1) static and 2) dynamic performance tests. The static tests consisted of measuring the angle at which the vehicle rolled over sideways by means of a hydraulic tilting table. The dynamic test consisted of performing a series of test runs on different test tracks in order to study the dynamic behaviour of the quad bike. The third part addressed the question whether riders have the necessary knowledge to drive quad bikes safely by conducting focus group interviews with persons with different driving license categories and driving experience. The results of the static test showed that the rollover threshold of the quad bikes is affected by the weight of the rider due to the relative lightweight of the quad bike. The dynamic tests verified that the rider could, by using his/her own body weight, compensate for the physical forces acting upon the vehicles' tendency to roll over by using an active driving style. The focus group interviews showed that most of the interviewed persons believe that an active driving style is needed to drive safely and that the current training for the driving license lacks necessary training for driving a quad bike.]]></description>
      <pubDate>Tue, 19 Dec 2017 11:29:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1492565</guid>
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    <item>
      <title>Attitudes among older drivers towards medical assessment at renewal of driving license in Sweden</title>
      <link>https://trid.trb.org/View/1460819</link>
      <description><![CDATA[The aim was to examine attitudes among older adults in Sweden as regards a possible legislation for medical assessment at license renewal depending on their health status (vision and hearing) and gender. A questionnaire study measuring attitudes towards medical assessments at license renewal and an examination of vision, hearing, and cognitive abilities was conducted by the Swedish National Road and Transport Research Institute. 109 participants older than 60 years participated in the study (58 women, 51 men). They were categorized into four groups according to their health status: (1) without any visual or hearing impairment, (2) visual impairment, (3) hearing impairment, and (4) visual and hearing impairment. All data collection was performed in a driving assessment situation. The answers showed positive attitudes towards recurring vision test (94% positive) and recurring medical assessments (93% positive). A majority wanted to include tests of visual acuity, contrast vision, and visual field. The most common choice was a starting point of 70 years and an interval of 2–3 years. Gender effects showing that woman were more positive towards some assessment and shorter time intervals between them was revealed. No significant effect of hearing or vision decline was found. Better results on cognitive tests was associated with positive attitudes towards medical testing. The participants were positive towards medical assessments at license renewal, indicating that there is an acceptance in the population for such legislation. Even short intervals such as every two or three years were accepted.]]></description>
      <pubDate>Tue, 28 Mar 2017 17:06:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1460819</guid>
    </item>
    <item>
      <title>On road driving assessment in Sweden: results from the SafeMove project</title>
      <link>https://trid.trb.org/View/1426642</link>
      <description><![CDATA[The present on-road study is part of a major research project, Safe Mobility for Older Drivers — SAFE MOVE, carried out between Sweden and France in collaboration. 42 participants were recruited to perform an on-road driving. The aim was to identify the cognitive and driving ability of the drivers from the cohort and to match it with their own assessment of ability. The project also aimed to identify difficulties encountered in traffic, both the type of behaviour and in which traffic scenarios they encountered the difficulties. The participants drove for 45 minutes in many different traffic environments. Two more people were present in the vehicle; a driving instructor who was responsible for safety (dual controls) and gave directions to follow throughout the route and an occupational therapist who observed and assessed the driving by means of the B On-road protocol. They also underwent a cognitive screening. Results showed that the behaviour which were found challenging for the drivers were related to speed adaptation, driving too fast for the situation, and lack of visual attention to other road users at intersections. All drivers had a visual acuity level required for holding a driving license in Sweden.]]></description>
      <pubDate>Mon, 17 Oct 2016 12:01:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426642</guid>
    </item>
    <item>
      <title>Eliminating the manual interference in driving license test</title>
      <link>https://trid.trb.org/View/1358781</link>
      <description><![CDATA[The issue of Driving License is a major problem in developing countries mainly because of problems like lack of adequate manpower, infrastructure, testing facilities, backed by the weaknesses in the governance like lack of transparency, accountability, consistency etc. resulting corruption. The citizen’s willingness to pay for getting the driving License causes distortions in the system. In India major problem in the driving license system is the private intermediaries (“agents”) who will try to break the system to cash it. In order to avoid and arrest the malpractices of the corruption the use of technology and the software are used now. This paper highlights how the new system eliminates the human interference and the subjectivity in the driving license testing system at all levels. A robust system is developed right from submitting application, getting appointment or modification of appointments for appearing Learning License and for the Driving License. A computer based Learning License Testing system and the Innovative Driving Test System – IDTS is developed to test the candidates in two levels as per the Indian M.V.Act. 1989. The IDTS uses the RFID technology procured for $50,000 and which does not burden the administration and the candidate. The service charge is approximately $3 for each candidate. The ROI in terms of days is 170 when the Driving Licenses tested per day are 100. The paper also touches the modes of education to the driving license applicants about learning license test, drivers skill test and how it evaluates the candidate, finally after the test the evaluation sheet with the path driven by the candidate and marks scored with pass/fail result printout signed by the licensing authority will be given to the candidate which shows the absolute transparency in entire driving licensing testing system. In India, the Motor Vehicle Act of 1988 and The Central Motor Vehicle Rules, 1989 and its successive amendments specify the national official driving licensing process. State governments are responsible for administering this act and for conducting the tests for driving licenses and issuing them. Day by day the vehicle population is increasing rapidly and there is a tremendous demand for the driving licenses. In the state of Andhra Pradesh every day approximately 9000 learning licenses and 3000 driving licenses are being issued from 123 transport department offices. Learning License is a temporary license issued for a 6 months period after conducting a theory test. This enables the candidate to learn the driving of the vehicle under the supervision of an experienced driver and while learning he has to display an “L” board in front and rear of the vehicle. Driving License is a permanent license issued after conducting driving test on the class of vehicle for which the candidate applied.]]></description>
      <pubDate>Tue, 23 Jun 2015 16:42:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358781</guid>
    </item>
    <item>
      <title>Fitness to drive and visual field regulations. The Swedish experience</title>
      <link>https://trid.trb.org/View/1290370</link>
      <description><![CDATA[The requirements for visual acuity are similar in many countries around the world. This is easy to measure and mostly done by testing the ability to read letters on a screen with one eye at the time and also with both eyes at the same time. Visual acuity is tested with and without glasses or lenses. In traffic, the visual field is what allows us to notice objects, vehicles and other road users coming from the side. There is good scientific support for the importance of visual field defects in traffic. Visual field defects are important in traffic only when they appear at the same place in both eyes, but unfortunately they often do this. The Swedish medical requirements on visual field to hold a driving license start from the minimum requirements from EU. The new regulations are in accordance with the most common methods to examine the visual field used by ophthalmologists when following patients with glaucoma or diabetic retinopathy. These requirements could be said to be more lenient but they are much more specified  and can be assessed without the subjective "clinical evaluation" of the eye doctor. All regulations apply when looking with both eyes. If there is a suspicion of more serious visual field defects a more thorough examination should be done, using the Humphrey method for the more central parts of the visual field and then examining each eye separately and assessing corresponding points using the highest value as the measured value. Quite a few persons think they are assessed too hard. Some ask for testing in a driving simulator and some would like to do a driving test. This is done in some countries. There is a need to find a new Swedish testing method for adequate, valid and relevant simulator testing on visual field defects. An arena for discussion about rules and regulations among European experts could help to find regulations on driver fitness that have an appropriate balance between traffic safety and the rights of the license holder to have the possibility of safe mobility in the way he/she chooses.]]></description>
      <pubDate>Wed, 05 Feb 2014 09:47:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290370</guid>
    </item>
    <item>
      <title>Using the Rating Scale Model to Examine the Psychometric Properties of the Self-Efficacy Scale for Driver Competence</title>
      <link>https://trid.trb.org/View/1117367</link>
      <description><![CDATA[This study evaluated the psychometric properties of the Self-Efficacy Scale for Driver Competence (SSDC), a self-report scale used for assessing perceived driver competence. Two samples of Swedish driving-license examinees (n = 795; n = 714) completed two versions of the SSDC that were parallel in content. Prior work, using classical test theory analyses, provided support for the validity and reliability of scores from the SSDC. This study used item response theory analyses to investigate the measurement precision, item hierarchy, and differential functioning for males and females of the items in the SSDC as well as how the rating scale functions. The results confirmed previous findings that the SSDC demonstrates sound psychometric properties. Findings also showed that measurement precision could be increased by adding items that tap higher self-efficacy levels. Moreover, the rating scale can be improved by reducing the number of categories or by providing each category with a label.]]></description>
      <pubDate>Wed, 28 Sep 2011 12:25:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117367</guid>
    </item>
    <item>
      <title>Medical Unfitness of Drivers Cause Serious and Fatal Road Traffic Accidents-With Special Focus on Bus Drivers</title>
      <link>https://trid.trb.org/View/851698</link>
      <description><![CDATA[The transport system of any country should be so organized to provide the commuters a safe reliable and efficient service. Research on causation of road traffic accidents has revealed that about eighty percent of such accidents have been due to driver error and about twenty percent is due to mechanical factors. A study of serious and fatal road traffic accident involving buses of the Sri Lankan State Transport services revealed that physical, mental and psychological ailment of drivers contributed to causing a large proportion of those accidents. Driving after consuming alcohol also contributed to the high accident rate. Fatigue due to overwork and inadequate sleep, was a major risk factor. Behavioral disorders, physical illnesses and disabilities were also found to have a direct influence on driver error. In Sri Lanka, the incidence of injuries and fatalities due to road traffic accidents show a steady increase every year. During the past years, over 2000 fatalities per year have been recorded in the area. The cost to the nation is estimated to be over ten million US dollars per annum. It is imperative that adequate measures should be taken to prevent or reduce the high accident rate due to driver error. The National transport Medical Institute of the Ministry of transport Sri Lanka (NTMI) was established to reduce the rising incidence of road traffic accidents in the country caused due to driver medical unfitness. The head quarters of the NTMI has about ten qualified doctors working and it is based in Colombo. About sixty five other doctors are employed to cover the medical examinations of drivers in the rest of the districts of the country. Heavy vehicle drivers inclusive of bus drivers have to subject them for medical examination by doctors attached to the NTMI before they are eligible to obtain their driving license. Every three years the said drivers have to be medically examined before their licenses are renewed. Breathalyzer test are also performed on drunken drivers produced by the traffic police and the special flying squads of the Sri Lanka transport Board. Special medical board examinations are conducted on drivers who are suspected to be physically, mentally and temperamentally unfit. Driving licenses of drivers found unfit by medical boards are required to be suspended or cancelled. Counseling is done in certain instances when drivers are suspected to be affected by behavioral disorders. The World Health Organization (WHO) has issued guidelines to ensure that drivers suffering from serious illnesses should not be permitted to drive heavy vehicles. A joint study by the International Labour Organization and the WHO has recommended the maximum duty hours and the rest periods necessary for drivers to avoid accidents due to fatigue. Monitoring of the physical, mental and psychological condition of heavy vehicle drivers should be an ongoing process.]]></description>
      <pubDate>Wed, 23 Apr 2008 09:24:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/851698</guid>
    </item>
    <item>
      <title>Gender Differences in the Swedish Driving-License Test</title>
      <link>https://trid.trb.org/View/792586</link>
      <description><![CDATA[Male drivers between 18–24 years are involved in many more motor-vehicle accidents than female drivers in Sweden. Is there also a gender difference in test performance in the Swedish driving-license tests? Is it a real difference or do any of the items display differential item functioning (DIF) with respect to gender or educational background? Two random samples of test-takers' performance on the Swedish theory driving-license test were examined with descriptive and inference statistics. Female test-takers performed better than male test-takers on the theory test, which is a real difference since no items displayed DIF with respect to gender. There was no gender difference in the practical test. The gender difference in the theory test could not be fully explained by differences in educational background. Although everyone who passes the driving-license test has fulfilled the goals stated in the curriculum, it is possible that the gender differences in the theory test are consistent over time, and therefore might be one factor that explains why male drivers are over-represented in traffic accidents.   Gender differences appear persistent over time. Therefore, by improving male test takers' result on the test may lead to positive effects on the male test takers future driving career.]]></description>
      <pubDate>Mon, 16 Oct 2006 15:32:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/792586</guid>
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    <item>
      <title>Evaluation of adapted passenger cars for drivers with physical disabilities</title>
      <link>https://trid.trb.org/View/772216</link>
      <description><![CDATA[Driving can provide independent and efficient mobility. However, according to the driving license directive (91/439/EEC) persons with locomotor impairments are only allowed drive if their disabilities can be compensated. Compensation can be realised by vehicle adaptations. The directive provides meagre guidance on how vehicles should be adapted or how to verify that the compensatory requirements are fulfilled. This is a gap in the current process for licensing drivers with physical disabilities. Furthermore, the Swedish process from driver assessment to driver licensing and adaptation approval is complex, fragmented, and suffers from lack of communication between involved authorities. The objective of this thesis was to contribute to the development of a method to evaluate vehicle adaptations for drivers with physical disabilities. The focus was on the evaluation of adaptations for steering, accelerating and braking. Three driving simulator experiments and one manoeuvre test with adapted vehicles were conducted. A group of drivers with tetraplegia driving with hand controls were compared to able-bodied drivers in the first experiment. Even if the drivers with tetraplegia had a longer brake reaction time they performed comparable to the able-bodied drivers. However, they spent more effort and were more tired in order to perform as well as the able-bodied drivers. It was concluded that the adaptation was not sufficient. An Adaptive Cruise Controller (ACC) was tested in the second experiment in order to find out if it could alleviate the load on drivers using hand controls. It was found that the ACC decreased the workload on the drivers. However, ACC systems need to be adjustable and better integrated. The results from the first two experiments were used to provide some guidelines for ACC systems to be used by drivers with disabilities. The third experiment was preceded by a manoeuvre test with joystick controlled cars. The test revealed some problems, which were attributed to time lags, control interference, and lack of feedback. Four joystick designs were tested with a group of drivers with tetraplegia in the third experiment. It was concluded that time lags should be made similar to what is found in standard cars. Lateral and longitudinal control should be separated. Active feedback can improve vehicle control but should be individually adjusted. The experiments revealed that drivers with the same diagnosis can be functionally very diverse. Thus, an adaptation evaluation should be made individually. Furthermore, the evaluation should include a manoeuvre test. Finally, it was concluded that the evaluation approach applied in the experiments was relevant but needs to be further developed. (A)]]></description>
      <pubDate>Thu, 12 Jan 2006 08:58:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/772216</guid>
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    <item>
      <title>The Swedish driving-license test: A summary of studies from the Department of Educational Measurement, Umeaa University</title>
      <link>https://trid.trb.org/View/772211</link>
      <description><![CDATA[Since 1990, the Department of Educational Measurement at Umeaa University has been commissioned to study the Swedish driving-license test by the Swedish Road Administration, SRA. Over the past few years several studies have been conducted in order to develop and improve the Swedish driving-license test. The focus of the majority of the studies has been the theory test. The aims of this paper were threefold: firstly to describe the development of the driver education and the driving-license test in Sweden during the past century; secondly, to summarize the findings of our research, which is related to important issues in test development; and finally, to make some suggestions for further research. (A) This document is also available electronically via Internet at URL: http://www.umu.se/edmeas/publikationer/pdf/Em%2045.pdf]]></description>
      <pubDate>Thu, 12 Jan 2006 08:58:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/772211</guid>
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    <item>
      <title>Self-assessment of knowledge and abilities. A literature study</title>
      <link>https://trid.trb.org/View/772205</link>
      <description><![CDATA[Driver education in some countries has recently come to include drivers' risk awareness and evaluation of their own knowledge and abilities instead of focusing only on drivers' knowledge and abilities, measured by tests or expert judgements. Drivers' self assessment has also been in focus in a new curriculum for driver education in Sweden. When this new curriculum is introduced, the driving-license test will have to be altered according to the new goals of the curriculum and new strategies for measuring drivers' self-assessment have to be employed. There is limited knowledge of how self-assessment of driver competence should be measured. Therefore, the overall purpose of this literature study was to examine how self-assessment in general is measured in different fields. In addition, the purpose was to investigate how self-assessments of driver competence have been measured and also whether the methods used for self-assessment in general and for self-assessment of driver competence could be applied to the driver education system in order to measure the goals of the curriculum. Studies about self-assessment of abilities and knowledge were reviewed. Since self assessments might be slightly unreliable because of the respondents' willingness to answer in a socially desirable way, the self-assessments could be compared to external measures. The conclusion was that the studies reviewed showed a homogeneous picture. In general, the studies showed that there is a relationship between self-assessments and external measures, but the strength of the relationship varies between different studies. In addition, the relationship between self-assessment and external measures is affected by various factors. One such factor is the competence of the test-taker. Competent test-takers are more likely to make a realistic self-assessment than less competent test-takers. Other factors that affect the relationship are the specificity of the domains assessed, the difficulty of the domain assessed and if a relative or absolute judgement is made. Studies have also shown that the accuracy of self-assessment could be improved by different interventions such as education and observation of one's own performance. When examining studies of self-assessed driver competence and comparing them to studies of self-assessment in general, the conclusion was that self-assessments of driver competence have rarely been related to an external measure. In order to check the validity of drivers' self-assessments, further studies are needed in order to relate self-assessments to an external measure. There is also a need for further studies in order to investigate if the factors affecting the accuracy of self-assessment also affect drivers' self-assessment and moreover, if drivers' self-assessment can be improved. In the case of the Swedish driver education system, it might be possible to relate the self-assessments of knowledge and abilities to the theory test and the practical driving-license test. However, this needs to be further explored. Regarding the drivers' self-assessment of motives for driving and personal goals, it seems more difficult to relate the self-assessment to an external measure. Therefore, one might need other strategies to judge if these goals are fulfilled. (A) This report is also available via Internet at http://www.umu.se/edmeas/publikationer/pdf/EM541.pdf]]></description>
      <pubDate>Thu, 12 Jan 2006 08:57:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/772205</guid>
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