This final report relates very closely to the previous report of same title. The former questionnaire was retained in the core, but adapted to the modified question way and extended by some supplementary questions. The former monitored drive was now being omitted. The theoretical psychological questions about the long truck were discussed in detail in the previous report and were not resumed here. The crucial difference between the first and the second phase of the survey is that now a two group experimental design was chosen with long-truck and conventional-truck drivers. In addition, the data base has been significantly enlarged by the study of 100 long-truck and 102 truck drivers. Of the longtruck drivers, n = 24 already had participated in the previous investigation, so that a before-after comparison with dependent data was possible. The evaluation possibilities thus given have greatly expanded and deepened the image about the psychology of the long truck. The benefits of the long truck now became much more prominent. The three blocks of questions "Riding quality/Vehicle handling", "Rating the own vehicle in different situations" and "Semantic differential for driving experience" showed a clear "good" to "very good" absolute judgment of the long truck. The truck drivers showed similar profiles, which were significantly moved about a quarter to half a point of the scale in the direction of "not good". That is in contrast to the slight deterioration of the long truck compared to the truck in the comparative judgment of the previous study. The replication study, too, contained comparative judgments. Now both groups of drivers should mentally compare both types of vehicles. The longtruck drivers showed virtually the same profiles as before, but without the light degradation for the long trucks. That argues for the stability of the measured variables and their constancy over time. Truckers indicated similar profiles that were moved by half a point in the direction of "worse". So, it emits a much better comparative judgment for the long truck when you drive it, as when you are not driving it. This improvement is evident even if you deal only mentally with it. The comparison between two points in time brought virtually identical profiles for the three blocks of questions for the 24 people who have participated twice. However, the outstanding positive evaluation peaks "Curve" and "Roundabout" were not replicated. On all participants in the new study, no effect of duration and intensity of use of trucks was shown. Beneath this, a wealth of detailed results was obtained, whose mere bulleted list would already go beyond the length of this Executive summary. The biggest challenges were seen for parking and resting, as well as in case of narrowed or offset lane on highways. These effects were shown in turn by the long-truck drivers significantly less than by the truckers. They appear fixable amongst others through construction measures or improved road marking. Congestion and road closures provided additional challenges, as well as the restrictions on overtaking. For increased stress in the workplace long truck, also now again little evidence can be found. The degree of stress is rated less by the long-truck drivers than by the truck drivers. The long-truck drivers do not see an increase in the risk of accidents for different groups of other road users by introducing the long truck. Unlike the truckers: their profile is moved to an average of half a point in the direction of "much higher". An introduction to the long truck took on average 6 hours and was rated as "very helpful" by half of the riders. Suggestions go mostly towards "more practical training". Summarized: The experience of the long-truck drivers in this follow-up is more clear, concise and positive compared to the previous study. To the final question "Should the long truck generally be admitted after the test phase?", 84% of them answered "Yes, with fewer constraints", 16% "Yes, with constraints as before". (Author/publisher)
Samenvatting