Hazard anticipation of young novice drivers - SWOV

not tend to speed constantly, they often do drive too fast for the
circumstances (e.g. too fast in a curve). Young novice drivers also more often
drive late at night and they more often drive with passengers that might
distract them. Crash involvement is higher and the crashes are also more
serious because young novice drivers more often drive in older cars with less
active and passive safety features.
7.3. Age, experience and hazard anticipation
Hazard anticipation has a cognitive aspect and an emotional and
motivational aspect. The cognitive aspect is the detection and recognition of
latent hazards, including the prediction of how the latent hazard can develop
into imminent hazards. The emotional aspect is the feeling of risk associated
with these predictions and the motivational aspect is the willingness to take
actions in order to reduce those feelings of risk. These are actions to keep a
safety margin large enough to avert a collision should the latent hazard
materialize. The anticipatory actions could be: 'keeping an eye' on someone
who may start to act dangerously (in case of overt latent hazards), looking in
a particular direction from where a road user could emerge on collision
course (in case of covert latent hazards), reduction of speed and if possible
change of lateral position in the lane. Based on the framework of Brouwer &
Schmidt (2002) it is assumed that the cognitive, the emotional and
motivational aspects are interrelated. As experience culminates, schemata get
more elaborated. Because of these elaborated schemata, known latent
hazards are 'seen' immediately and experienced drivers anticipate these
hazards most often automatically, without (much) conscious awareness. It
could be that 'somatic markers' (Damasio, 1994) help to select the proper
dominant schema. Somatic markers are emotional signals from the viscera
that have developed from emotions felt in previous situations in which a
similar latent hazard had developed into an imminent hazard almost
resulting in a crash. When drivers do not detect and recognize a latent
hazard automatically on the basis of the selected dominant schema, it is
assumed that what is the monitor in the framework of Brouwer & Schmidt
(2002), 'senses' some feeling of loss of control. This is to say that the driver
may experience something that makes her or him feel that something could
intervene with her or his goals. According to Shallice (1988) this happens in
novel situations, when the situation is such that deliberate choices have to be
made, when temptation has to be overcome or when there is a sense of
danger without exactly knowing what. The monitor inhibits the CS and then
activates the SAS. The problem is processed in working memory. The result
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