The quiet passenger: Cognitions,avoidance, and onset among people with driving anxiety

BackgroundAnxiety over driving can have consequences for road safety and individual well-being. This area is under-researched in Australia, despite international research suggesting that most drivers experience some level of anxiety over driving.ObjectivesThis study aimed to contribute to the understanding of driving anxiety by 1) confirming the factor structure of two questionnaires designed to understand the concerns (Driving Cognitions Questionnaire: DCQ) and avoidance behaviours (Driving and Riding Avoidance Scale: DRAS); 2) providing evidence of anxiety manifestations in Australian drivers, and 3) understanding whether these differ according to the initial onset of this anxiety.MethodsA total of 1,600 people (77% females; age ranging from 18 to 89 [M = 27.92; ± 13.49], 75% licenced, 20% learning, 5% unlicenced) in Australia who identified as having “some” level of anxiety over driving, completed an online questionnaire regarding their anxiety.ResultsConfirmatory Factor Analyses showed the two-factor structure of the DRAS (general and traffic avoidance; and weather and riding avoidance) and the two-factor structure of the DCQ (crash-related concerns and social and panic related concerns) best fit the data. The most common anxiety onsets were crash involvement (14%), knowing someone who had been in a crash (9%) and due to criticism from others (9%). While no differences emerged between these groups on avoidance behaviour nor on crash concerns, social and panic concerns were higher for the criticism onset group.ConclusionsThe results demonstrate difference sources of anxiety and provide evidence of the importance of interactions with passengers in determining how a driver feels about the driving task.Practical implicationsAvenues for the reduction or avoidance of anxiety are proposed. These include better awareness and education for drivers regarding the importance of positive interactions and/or well as better journey management to avoid triggers of anxiety.     

Generalisation of fear and avoidance along a semantic continuum

Directly conditioned fear and avoidance readily generalises to dissimilar but conceptually related stimuli. Here, for the first time, we examined the conceptual/semantic generalisation of both fear and avoidance using real words (synonyms). Participants were first exposed to a differential fear conditioning procedure in which one word (e.g., “broth”; CS+) was followed with brief electric shock [unconditioned stimulus (US)] and another was not (e.g., “assist”; CS–). Next, an instrumental conditioning phase taught avoidance in the presence the CS+ but not the CS–. During generalisation testing, synonyms of the CS+ (e.g., “soup”; GCS+) and CS– (e.g., “help”; GCS–) were presented in the absence of shock. Conditioned fear and avoidance, measured via skin conductance responses, behavioural avoidance and US expectancy ratings, generalised to the semantically related, but not to the semantically unrelated, synonyms. Findings have implications for how natural language categories and concepts mediate the expansion of fear and avoidance repertoires in clinical contexts.     

The extent and characteristics of driving anxiety

Research over the last two decades has resulted in improved understandings of the nature and characteristics of driving anxiety. However, we still do not know the extent of driving anxiety in the general population, as most studies have focused on clinical or vehicle accident samples, and the only population study is of older adults. The present study addressed this gap in knowledge using data from 441 people who responded to a survey sent to a random sample of 1500 adults recruited from the compulsory voting register in New Zealand. While 31% reported no driving anxiety, 52% endorsed mild driving anxiety and 16% reported moderate to severe driving anxiety. There were small but significant differences in the average age at which participants in these three groups started to learn to drive, but there were no differences in driving-related accidents and incidents over the past 12 months. Those with higher driving anxiety endorsed more anxiety about road rage, lower feelings of safety while driving, and more driving-related avoidance and negative cognitions than the less anxious participants. However, levels of helpseeking were low, and suggest the need to develop online self-help packages that are more accessible and acceptable to those experiencing driving anxiety.     

Aggressive thinking on the road. The mediation effect of aggressive thinking in the relationship between driving anger and aggression in Romanian drivers

Anger and aggression on the road have been pointed out as two of the main predictors of road accidents. However, while the emotional (anger) and behavioral (aggression) components of hostility have been deeply studied, the cognitive part has not received the same attention in this specific context. Thus, it is important to provide psychometric tools for assessing aggressive thoughts during driving, as the literature showed that cognitions play an important role in aggressive behavior. To this end, we asked Romanian drivers to answer three questionnaires: Driving Anger Thought Questionnaire (DATQ), the Driving Anger Scale (DAS) and the Driving Anger Expression Inventory (DAX), obtaining a total sample of 2133 answers. First, the psychometric properties of the DATQ were tested through a Confirmatory Factor Analysis, showing that the original 5-factor structure was maintained (Judgmental/Disbelieving Thinking, α = .93 both in men and women; Pejorative Labeling/Verbally Aggressive Thinking, α = .90 both in men and women; Physically Aggressive Thinking, α = .89 in men and α = .86 in women; Revenge/Retaliatory Thinking, α = .84 in men and α = .81 in women, and Adaptive/Constructive Expression, α = .84 in men and α = .82 in women). Then, we analyzed the mediation effect of angry thoughts between anger and aggression on the road, concluding that angry thoughts mediate this relationship. The main implications of the results are discussed.     

The value of self-report measures as indicators of driving behaviors among young drivers

Although much of the knowledge in transportation psychology has been gained by means of self-report measures, there is still a dispute regarding the usefulness and validity of such instruments. This series of two studies employed multivariate statistical models to examine associations between self-report and objective measures in two samples of young drivers. Study 1 (n = 151) compared scores on the Multidimensional Driving Style Inventory (MDSI), a self-report questionnaire tapping four broad driving styles, with the naturalistic driving recorded by an in-vehicle data recorder (IVDR). Study 2 (n = 80) compared responses to the Reckless Driving Habits Scale, assessing the frequency with which drivers commit a set of risky behaviors, with driving measures collected by a simulator. This study also examined the personality trait of sensation seeking, as well as gender and driving experience. In Study 1, the analysis revealed positive associations between high scores on the risky and hostile driving styles measured by the MDSI and risky behaviors measured by the IVDR, as well as inverse correlations between the latter and high MDSI scores on the anxious and careful driving styles. Similarly, in Study 2 associations were found between the self-reported frequency of reckless driving habits and several risky behaviors measured by the driving simulator. In addition, risky behaviors correlated with the sociodemographic variables and sensation seeking. The two studies therefore show that self-report measures are reliable tools for assessing driving behaviors for purposes of research, evaluation, and intervention.     

The spread of fear: Symbolic generalization mediates graded threat-avoidance in specific phobia

Overgeneralization of fear and threat-avoidance represents a formidable barrier to successful clinical treatment of anxiety disorders. While stimulus generalization along quantifiable physical dimensions has been studied extensively, less consideration has been given to symbolic generalization, in which stimuli are indirectly and arbitrarily related. The present study examined whether the magnitude and extent of symbolic generalization of threat-avoidance and threat-beliefs differed between spider-phobic and nonphobic individuals. Initially, participants learned two sets of stimulus equivalence relations (A1?=?B1?=?C1; A2?=?B2?=?C2). Next, one cue (B1) was established as a conditioned stimulus (CS?+?; threat) that signalled onset of spider images and prompted avoidance, and another cue (B2) was established as a CS– (safety cue) that signalled the absence of such images. Subsequent testing showed that phobics compared to nonphobics exhibited greater symbolic generalization of threat-avoidance to threat cues A1 and C1 (indirect CS+ threat cues related via symmetry and equivalence, respectively), while all individuals showed nonavoidance to indirect safety cues A2 and C2. The enhanced symbolic generalization of threat-beliefs and avoidance behaviour observed in spider phobics warrants further investigation.     

Driving distraction at night: The impact of cell phone use on driving behaviors among young drivers

Currently, young drivers are more likely than other drivers to use cell phones while driving at night, which has become a major cause of road crashes. However, limited attention has been given to distracted nighttime driving. Therefore, the aim of this study was to explore the interaction effect of cell phone use and time of day (daytime and nighttime) on young drivers’ car-following performance. Forty-three young drivers engaged in a driving simulator experiment with a within-subject design that included three distractions (no distraction, talking and texting on a cell phone) and two times of day. This paper applied non-parametric tests to analyze the data and obtained the following results: (1) the standard deviation of lane position (SDLP) did not significantly differ at either time of day under no distraction, but it was significantly higher at night on straight roads and large-radius curves after introducing distractions. In addition, participants drove faster and gave less headway on small-radius curves under both distractions at night; (2) texting significantly increased the SDLP, while there was less lateral variation during the talking tasks than under no distraction on simple road sections; and (3) compared with the experienced drivers, the novice drivers drove faster during the talking tasks on small-radius curves, but there was no significant difference between groups during the texting tasks. These findings provide both theoretical and practical implications for related policy makers to enhance traffic safety.     

Linking cognitive avoidance and GAD symptoms: The mediating role of fear of emotion

Although cognitive avoidance has been linked to generalized anxiety disorder (GAD), the mechanism that may account for this association has not been fully elucidated. The current study uses structural equation models to evaluate the relationship between cognitive avoidance and symptoms of GAD in a large unselected sample (n = 1220), and to examine whether subjective fear of emotion partially mediate this relationship. Results support partial mediation, and follow-up analyses suggest that the pattern of relations among fear of emotion, cognitive avoidance, and GAD symptoms is invariant for men and women. However, subsequent analysis revealed equivalence of meditational models where cognitive avoidance leads to GAD symptoms and vice versa. The implications of these findings for better understanding the etiology, maintenance, and treatment of GAD are discussed.     

An analysis of factors affecting wrong-way driving at a highway entrance using a driving simulator among older drivers with cognitive decline

About 200 highway wrong-way driving cases occur annually in Japan, of which about 70% are caused by older drivers. The number of these cases has remained consistent despite adoption of full-fledged measures against wrong-way driving, thus demonstrating the need for further measures. Reports indicate that older drivers include those with cognitive decline. Moreover, it has been revealed that drivers over 75 years of age who caused wrong-way driving had lower test scores in the usual cognitive function tests performed at the time of licence renewal. However, there is no clear evidence on the relationship between cognitive decline and driving behaviour that stimulates wrong-way driving. In this paper, we reproduced a wrong-way driving approaching a right turn to an expressway exit in a virtual environment using a driving simulator for older drivers, including those with mild cognitive impairment (MCI). In addition to the measurement of driving behaviour and eye-tracking during simulator driving, we conducted a cognitive function test to investigate the relationship between driving behaviour and visual behaviour factors that initiate reverse running and cognitive decline. The results revealed that the reason for the start of a highway wrong-way driving may be a human error at the recognition stage of overlooking a visual wrong-way driving countermeasure, or a human error at the judgement stage of failing to suppress action despite noticing the visual countermeasure. Additionally, attentional and executive functions were related to the wrong-way initiative, although MCI did not affect it. This suggests that those who could not control their wrong-way driving behaviour despite observing the signs had specific executive function deficits.     

The prevalence of in-vehicle driving distractions in road traffic collisions as a function of road type

While some previous research suggests that conversing with passengers is the most prevalent in-vehicle distraction while driving, others have concluded instead that it is mobile phone use. One possible explanation for these differences is that distraction prevalence varies with road type. To test this proposal the current study investigated the prevalence of in-vehicle driving distraction in road traffic collisions (RTCs) as recorded in national records from the US and New Zealand. Analysis using odds ratios suggested conversing with passengers to be a more prevalent distraction in RTCs on minor roads than on major roads, and mobile phone use to be a more prevalent distraction on major roads than on minor roads. These results show the importance of considering the type of road when investigating the prevalence of driving distractions in RTCs in future research.     

The influence of road familiarity on distracted driving activities and driving operation using naturalistic driving study data

This paper analyzed the influence of familiarity on the involvement of secondary tasks and driving operation using naturalistic driving study (NDS) data. Distracted driving activities were extracted from face videos captured in 557 trips, including 501 trips on familiar roads and 56 trips on unfamiliar roads. These trips were completed by 155 drivers using their own vehicles during daytime hours under good weather conditions. The data showed the frequency of distracted driving activities and duration time were higher on familiar roads compared to unfamiliar roads. More types of secondary tasks were found on familiar roads. Focusing on objects was the most common distracted driving activity on familiar roads. The average time drivers used to eat or drink was highest (8.67 s) on familiar roads. The time drivers spent checking their cell phone was high on both familiar roads and unfamiliar roads. Since driving operation is directly related to crash risk, this paper also analyzed the difference of driving operation on familiar roads and unfamiliar roads. The speed profiles were generated on well-known versus unfamiliar roads. It was shown that drivers were more likely to be speeding and select a short distance to deceleration near the intersections. The findings indicated that distracted driving phenomenon was more serious on familiar roads.     

The driving anger expression inventory: a measure of how people express their anger on the road

Four ways people express their anger when driving were identified. Verbal Aggressive Expression (alpha=0.88) assesses verbally aggressive expression of anger (e.g., yelling or cursing at another driver); Personal Physical Aggressive Expression (alpha=0.81), the ways the person uses him/herself to express anger (e.g., trying to get out and tell off or have a physical fight with another driver); Use of the Vehicle to Express Anger (alpha=0.86), the ways the person uses his/her vehicle to express anger (e.g., flashing lights at or cutting another driver off in anger); and Adaptive/Constructive Expression (alpha=0.90), the ways the person copes positively with anger (e.g., focuses on safe driving or tries to relax). Aggressive forms can be summed into Total Aggressive Expression Index (alpha=0.90). Aggressive forms of expression correlated positively with each other (rs=0.39-0.48), but were uncorrelated or correlated negatively with adaptive/constructive expression (rs=-0.02 to -0.22). Aggressive forms of anger expression correlated positively with driving-related anger, aggression, and risky behavior; adaptive/constructive expression tended to correlate negatively with these variables. Differences in the strengths of correlations and regression analyses supported discriminant and incremental validity and suggested forms of anger expression contributed differentially to understanding driving-related behaviors. Theoretical and treatment implications were explored.     

The Koala Fear Questionnaire: Its Relationship with Fear of Storms and Hurricanes in 4- to 14-Year-Old Antillean Children

The present study further investigated the reliability and validity of the recently developed Koala Fear Questionnaire (KFQ) in a large sample of 4- to 14-year-old school children (N = 378) who lived on Sint-Maarten, The Netherlands Antilles. The results confirmed that the KFQ is a reliable scale with good internal consistency. Furthermore, evidence was obtained for the concurrent validity of the scale. That is, KFQ scores were substantially correlated with a highly relevant fear of the children on Sint-Maarten, namely fear of storms and hurricanes. Finally, psychometric properties in the younger children of our sample were highly similar to those obtained in older children. Altogether, these findings provide further support for the notion that the KFQ is a reliable and valid scale for assessing fears and fearfulness in children aged 4 years and above.     

The mediation effect of emotion dysregulation in the relationship between anger and aggression on the road in a sample of Spanish drivers

Aggressive behaviour on the road is one of the most studied topics in human factors, given it has been related to both risky behaviour and traffic crashes. While previous research has proposed trait driving anger as one of the better predictors, mediation variables which could explain this relationship have not deserved attention. The current research aimed to explore the mediation effect of emotion regulation in this relationship. The sample consisted of 472 Spanish drivers, who completed a set of self-reports regarding trait driving anger, frequency of aggressive behaviours at the wheel, and difficulties in emotion regulation. The results showed significant relationship among the variables in almost all the cases. Furthermore, a SEM analysis showed that difficulties in emotion regulation significantly mediated the relationship between trait driving anger and each way of the aggressive behaviours (verbal, physical, using own vehicle, and displaced). These results have important implications in the design of strategies focused on the improvement of emotion regulation to reduce aggressive behaviours in drivers. Finally, the limitations of the study are commented.     

The time course of location-avoidance learning in fear of spiders

Two experiments were designed to study the time course of avoidance learning in spider fearfuls (SFs) under controlled experimental conditions. To achieve this, we employed an immersive virtual environment (IVE): While walking freely through a virtual art museum to search for specific paintings, the participants were exposed to virtual spiders. Unbeknown to the participants, only two of four museum rooms contained spiders, allowing for avoidance learning. Indeed, the more SF the participants were, the faster they learned to avoid the rooms that contained spiders (Experiment. 1), and within the first six trials, high fearfuls already developed a preference for starting their search task in rooms without spiders (Experiment 2). These results illustrate the time course of avoidance learning in SFs, and they speak to the usefulness of IVEs in fundamental anxiety research.     

The role of posttraumatic fear and social support in the relationship between trauma severity and posttraumatic growth among adolescent survivors of the Yaan earthquake

Middle school students in Lushan county (N = 315) were assessed 6 months after the Yaan earthquake using a trauma severity questionnaire, a posttraumatic fear questionnaire, a social support questionnaire and a posttraumatic growth inventory to examine the effects of posttraumatic fear and social support in the relationship between trauma severity and posttraumatic growth (PTG). The results showed that posttraumatic fear mediated the relationship between trauma severity and PTG, and social support moderated the relationship between posttraumatic fear and PTG. These findings suggested that trauma severity could be positively associated with PTG in a direct way or in an indirect way through posttraumatic fear. Moreover, posttraumatic fear had a positive relation to PTG under the condition of high social support level, whereas the relation was non‐significant when the level of social support was low. These results were discussed in terms of their implications for adolescents after trauma.     

The renewal of extinguished conditioned fear with fear-relevant and fear-irrelevant stimuli by a context change after extinction

The acquisition, extinction, and subsequent recovery of conditioned fear can be influenced by the nature of the conditional stimulus (CS) and the context in which the CS is presented. The combined effects of these factors were examined in a differential fear-conditioning procedure with humans. Fear-relevant or fear-irrelevant CSs were followed by a shock unconditional stimulus (US) during acquisition and presented alone during extinction. The CSs were images presented upon different background contexts. Half the participants received the same context during acquisition and extinction and the remaining received different contexts. All participants received test trials in the same context as acquisition. In Experiment 1 (N=64), a renewal of shock expectancy and skin conductance responses was found during test for fear-relevant and fear-irrelevant CSs when extinction was given in a different context. In Experiment 2 (N=72), renewal for fear-relevant stimuli was enhanced when acquisition and test was given in an indoor office context and extinction in an outdoor bush context. The opposite context configuration produced the strongest renewal for fear-irrelevant stimuli. The return of extinguished conditioned fear can occur to fear-relevant stimuli that are commonly associated with clinical fears and its strength may be enhanced when the stimuli are encountered in certain contexts after extinction.     

Diagnostic Features,Symptom Severity,and Help-Seeking in a Media-Recruited Sample of Women with Driving Fear

This paper examines the clinical features, symptom severity, diagnostic profile, and help-seeking behaviour of a media-recruited sample of driving-fearful women. Results support previous findings of the primary foci of fear as motor vehicle accidents as well as specific driving situations and conditions. Consistent with prior research, there was difficulty relating the foci of fear to current diagnostic concepts. Social concerns were identified as having a role in driving fear for some individuals. Fearful participants exhibited high levels of fear and symptom severity according to various diagnostic and self-report measures, although most reported that they would be unlikely to seek professional psychological help or driving instruction. Assessment of cognitions indicated a range of errors likely to maintain anxiety and fear reactions that would be a target of treatment. There were no group differences in number of major recent accidents, although fearful drivers learnt to drive later than controls, suggesting early fearfulness.

Adaptation of the safe driving climate among friends scale in Chinese drivers and its associations with risky driving behaviours

The present study aimed to adapt the Safe Driving Climate among Friends Scale (SDCaF) to Chinese drivers and to examine its reliability and validity. Three hundred and sixty drivers aged from 18 to 24 years old were asked to complete the SDCaF and the Risky Driving Behaviour Scale. A confirmatory factor analysis (n = 360) was conducted to examine the factorial structure of the SDCaF. The validity of the scale was then evaluated by examining the associations between the SDCaF factors, risky driving behaviours and traffic violations. The CFA results showed that the model fit of the Chinese version of the scale (SDCaF-C) was acceptable. Second, the SDCaF-C factors were weakly or moderately correlated with speeding, self-assertiveness and rule violations. Third, significant gender differences were found for the variables of friend pressure and communication, with male drivers scoring higher than female drivers. Moreover, drivers who had traffic violations in the past year scored higher on friend pressure and lower on both communication and shared commitment to safe driving compared to those who had not had traffic violations. The findings supported the psychological properties of the SDCaF-C and highlighted the importance of concerning the effects of safe diving climate among friends on young drivers’ risky driving behaviours.     

Risky driving among young male drivers: The effects of mood and passengers

Young male drivers are at greater risk of automobile crashes than other drivers. Efforts to reduce risky driving in this population have met with mixed success. The present research was designed to examine the effects of induced mood and the presence or absence of passengers on risky driving in young male drivers. Male drivers (n = 204) aged 16–18 were tested in a driving simulator. This study employed a 2 (happy/sad mood) by 2 (passenger present/absent) between-subjects factorial design, and examined driving behavior in a simulator. Measures of risky driving were combined into two factors representing speed (e.g., exceeding the speed limit) and carelessness (e.g., crossing the center line). Findings indicated that driving with a passenger resulted in faster driving than driving alone. Although there was no significant main effect of induced mood on driving, results revealed a significant interaction of mood and passenger conditions: when in a happy mood, driving with a passenger significantly increased driving speed. There were no significant effects of passenger or mood on careless driving. In conclusion, both mood and passenger presence are important factors in fast driving among young male drivers. Results are discussed in the context of developing more effective countermeasures for this at-risk population.