The differences in hazard response time and driving styles of violation-involved and violation-free taxi drivers

The present study aimed to investigate the relationships between taxi drivers’ traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers’ traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers’ hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training.     

The Romanian version of the multidimensional driving style inventory: Psychometric properties and cultural specificities

The multidimensional driving style inventory (MDSI), assessing four broad dimensions of driving styles, was originally built in Israel. In line with other previous adaptations of this instrument in different cultural contexts (such as Argentina), our research aimed to develop a valid and reliable Romanian version of the MDSI and to evaluate its external and construct validity. We conducted two studies aimed at this objective. Study 1 (n = 1237) first tested the factorial adequacy of the previous MDSI versions in our Romanian sample. Then, the culture-specific version of the MDSI that emerged from the factor analysis was examined in terms of its structure, internal consistency, item proprieties, and associations to socio-demographic variables and self-reported traffic crashes and offenses. Study 2 (n = 835) examined the associations between the driving styles assessed by this newly developed measure and several relevant personality traits: sensation seeking (both general and in traffic), desire for control, driving anger, normlessness, dutifulness and frustration discomfort. The results of the two studies support the validity and reliability of this culture-specific version of the MDSI. In comparison to the previous versions, the Romanian MDSI version addresses a supplementary driving style, concerning the violation of rules perceived as irrational in the respective situation. The reasons for the emergence of this distinct driving style in the Romanian driving context, as well as its relationships to the high traffic crashes rate in this country are discussed.     

Cross-cultural perspective of driving style in young adults: Psychometric evaluation through the analysis of the Multidimensional Driving Style Inventory

Self-evaluating methods are frequently used to identify driving styles. Among others, one of the most commonly used questionnaires is the Multidimensional Driving Style Inventory (MDSI), developed for the Israeli population. Because of the extensive use of the questionnaire, the present paper aims to validate an Italian version and to confirm the 8-factor structure of the original one, i.e, dissociative, anxious, risky, angry, high-velocity, distress-reduction, patient, and careful driving style. The Italian version of the MDSI was filled out by 561 Italian drivers, who had a driving license for at least 1 year. A confirmatory factorial analysis (CFA) was conducted on the 44-item of the translated questionnaire showing not so good values of the goodness of fit tests (SRMR = 0.085; RMSEA = 0.063). The total-item correlation of each scale indicated that 4 items had a low index of total-item correlation. A second CFA was conducted on the remaining 40 items: goodness fit parameters improved (SRMR = 0.0685, RMSEA = 0.0584). Previous validations of the original version of MDSI for different populations (Argentine, Romanian, Chinese, Malaysian, Butch and Belgian) showed several critical issues in confirming the original structure. In the Italian version of MDSI validated in the present paper, the original 8-factor structure was confirmed by removing the 4 items which did not properly contribute to the factors. The results not only confirmed the usefulness of the MDSI in assessing driving style but they also indicated that the concept of driving style is considered in the same way in Italy and Israel, even though traffic rules are different. The latter consideration raises interesting questions for future research concerning cross-cultural comparisons of driving behavior in different countries.     

The Eating Attitudes Test-26 Revisited using Exploratory Structural Equation Modeling

Most previous studies have failed to replicate the original factor structure of the 26-item version of the Eating Attitudes Test (EAT-26) among community samples of adolescents. The main objective of the present series of four studies (n?=?2178) was to revisit the factor structure of this instrument among mixed gender community samples of adolescents using both exploratory structural equation modeling (ESEM) and confirmatory factor analysis (CFA). First, results from the ESEM analyses provided satisfactory goodness-of-fit statistics and reliability coefficients for a six-factor model of the EAT with 18 items (EAT-18) closely corresponding to the original seven-factor structure proposed for the 40-item version of the EAT. Second, these analyses were satisfactorily replicated among a new sample of community adolescents using CFA. The results confirmed the factor loading and intercept invariance of this model across gender and age groups (i.e., early and late adolescence), as well as the complete invariance of the EAT-18 measurement model between ethnicities (i.e., European versus African origins) and across weight categories (i.e., underweight, normal weight and overweight). Finally, the last study provided support for convergent validity of the EAT-18 with the Eating Disorder Inventory and with instruments measuring global self-esteem, physical appearance, social physique anxiety and fear of negative appearance evaluation.     

Psychometric properties of driver self-image inventory for Chinese drivers and its associations with personality and driving style

This study aimed to adapt the Driver Self-image Inventory (DSII, Taubman-Ben-Ari, 2008) to Chinese drivers and examine its relationship with personality traits and driving style. Six hundred forty drivers aged 18–55 years agreed to participate in this study. Measurements included the DSII, a personality scale and a validated Chinese version of the Multidimensional Driving Style Inventory (MDSI). The results of exploratory factor analysis (n = 302) and confirmatory factor analysis (n = 305) yielded a three-factor scale with satisfactory reliability. Significant gender differences were found on the DSII factors, with male drivers scoring higher on the impulsive driver factor and lower on the cautious driver factor than female drivers. The validity of the DSII was supported by significant associations between the DSII factors and personality traits, driving style and number of traffic violations and accidents in the previous 12 months. Moreover, drivers with traffic accidents scored significantly lower on the cautious driver factor and higher on the impulsive driver factor than those without traffic accidents. These findings indicate that the reliability and validity of the Chinese version of the DSII are acceptable.     

Psychometric properties of the Norwegian version of the Childhood Trauma Questionnaire in high‐risk groups

The Childhood Trauma Questionnaire ‐ Short Form (CTQ‐SF) is widely used to measure childhood abuse of all types. In the present study, we examined the psychometric properties of the Norwegian version of the instrument. The participants constituted four subsamples (n = 517): substance abusers (n = 126), psychiatric patients (n = 210), prisoners (n = 109) and adolescents in out‐of‐home placements (n = 72). Confirmatory factor analysis revealed a reasonable fit of the data to the original five‐factor structure of the CTQ‐SF. Measurement invariance was found across gender and the four subsamples. It was concluded that the Norwegian version of the CTQ‐SF has acceptable psychometric properties, with good reliability and satisfactory accuracy, to assess different dimensions of childhood trauma.     

Evidence for a Higher-Order ESEM Structure of ADHD in a Sample of Chinese Children

Exploratory structural equation modeling (ESEM) solutions have been proposed to represent the factor structures of attention-deficit/hyperactivity disorder (ADHD) in recent literature, yet no studies have assessed those structures in Chinese children. The primary aim of this study was to comprehensively examine the factor structures of the Chinese version of the ADHD Rating Scale-IV (ADHD RS-IV): Home Version. Data on 458 Chinese children aged 3–8 years (boys: 246; 54%) were used to test and compare eleven factor models: confirmatory factor analysis (CFA) models (one-factor, two-factor and three-factor), second-order CFA model, bifactor CFA models (two and three specific factors), ESEM models (two-factor and three-factor), second-order ESEM model, and bifactor ESEM models (two and three specific factors). The results showed that, overall, ESEM models displayed better fit than CFA models. Specifically, the second-order ESEM model with three first-order factors best represented of the ADHD factor structure in our sample. In addition, measurement invariance testing results showed that scalar invariance was established across gender, age and informant groups. Implications for future research are discussed.

     

Measurement properties of the Spanish version of the brief resilient coping scale (BRCS) in cancer patients

Background/ObjectiveResilience is the capacity to adaptively confront stress. The aim of this study was to evaluate the psychometric properties, convergent validity, and factorial invariance of the Spanish version of the Brief Resilient Coping Scale (BRCS).MethodExploratory and confirmatory factor analyses based on a cross-validation were conducted to explore the scale's dimensionality and test for strong (scalar) measurement invariance across gender, age, tumor site, and survival, by fitting multiple-group confirmatory solutions. An extended structural equation model was used to assess external validity. Prospective, multicenter cohort study of 636 patients who completed the BRCS, Satisfaction with Life Scale (SWLS), and Spiritual well‐being (FACIT-sp) scales.ResultsThe data supported a unidimensional structure. The BRCS is a very short, narrow bandwidth measure, with items demonstrating high discriminating power. A strong invariance solution demonstrated excellent fit across gender, age, tumor site, and survival. Scores derived from the unidimensional structure exhibited satisfactory degrees of reliability (ω = .86) and determinacy (FDI = .94). BRCS revealed substantial associations with satisfaction with life and spirituality well-being (all p < .001), factors widely related to resilience, particularly in cancer patients.ConclusionsThe Spanish version of the BRCS is a reliable, valid resilience measure in advanced cancer.     

The Psychometric Evaluation of the Satisfaction with Life Scale Using a Nationally Representative Sample of China

This study examined the psychometric properties of the Satisfaction with Life Scale (SWLS) in terms of internal consistency reliability, factorial validity, and measurement invariance across gender, age, residential region (metropolitan area/county town/rural area), educational level, and household income with a nationally representative sample of 4,795 participants in China. The percentages of male (47.0%) and female (53.0%) participants were about equal, and the mean age was 38.56 years (SD = 11.87). The results show that the SWLS has a high internal consistency reliability, a one-factor structure (with a wording effect on Items 4 and 5), strict invariance across gender, partial strict invariance across education (Items 1, 2 and 3), and partial strong invariance across age, income (Items 1, 2 and 3) and residential region (Items 1 and 2). The non-invariance of some items across age and region is discussed in terms of the rapid economic and social transitions of China in the past three decades.     

Measurement invariance of the Satisfaction With Life Scale (SWLS) by gender and age in Angola

Subjective well-being is a research arena that has grown almost exponentially: over the last 20 years, the number of publications on subjective well-being has increased approximately 16-fold (Diener, 2009). The cognitive aspect of subjective well-being or life satisfaction is referred to a conscious cognitive judgment of life (Diener, Emmons, Larsen, & Griffin 1985), in which person’s quality of life is globally assessed (Shin & Johnson, 1978). The Satisfaction With Life Scale (SWLS, Diener et al., 1985) is the most widely used instrument for its measurement. A reliable, valid and invariant measurement is critical for meaningful comparisons. The aim of this study is to examine the configural, metric and scalar invariance across age in the Portuguese version of the SWLS with a sample of 5630 Angolans. A standard measurement invariance procedure has been applied both across gender and age. Results shown that scalar invariance of the SWLS held across gender and age. This strong invariance allowed for meaningful latent mean comparisons. There were latent mean differences due to gender and age, but while gender differences were modest, the age differences were larger. Results are discussed in their relation with existing literature.     

Psychometric adaptation of the driving cost and benefit scale in Chinese drivers

The present study aimed to adapt the Driving Cost and Benefit Scale (DCBS, Taubman-Ben- Ari, 2008) to Chinese drivers and examine its relationships with driving style and traffic violations. Nine hundred drivers aged 18 to 60 years were asked to complete the DCBS and the Multidimensional Driving Style Inventory. The results of exploratory factor analysis (n = 429) and confirmatory factor analysis (n = 429) yielded a 36-item scale with satisfactory reliability. The Chinese version of the DCBS contains seven factors, including three driving cost factors (damage to self-esteem, life endangerment and distress) and four driving benefit factors (impression management, sense of control, thrill and pleasure). Significant associations between the DCBS-C factors and driving styles and traffic violations show that the discriminant validity of the scale is acceptable. Moreover, the driving cost factor of damage to self-esteem and the driving benefit factor of thrill both contributed to drivers’ traffic violations and crashes. The findings show that the reliability and validity of the Chinese version of the DCBS are acceptable, and it can be used as a tool to measure driving motivation in China.     

Multidimensional structure and measurement invariance of school engagement

This study examined the multidimensional structure and measurement invariance of a school engagement instrument using confirmatory factor analysis (CFA), exploratory structural equation modeling (ESEM), bifactor CFA (BCFA), and bifactor ESEM (BESEM). Participants consisted of 1731 students in Grades 9 - 11 from the 4-H Study of Positive Youth Development in the United States. The use of the CFA, ESEM, BCFA, and BESEM models was expected to provide more insight into the cross-loading and hierarchical structures of school engagement. We found empirical evidence to support the (a) tripartite factor structure of school engagement, (b) existence of cross-loadings and hierarchical structures, (c) measurement invariance across gender (male vs female) and race (European American vs African American), and (d) expected latent means differences by gender.     

What is the motor vehicle crash risk for drivers with a sleep disorder?

In many parts of the world, drivers with serious sleep disorders have restrictions on their licence – with the fitness-to-drive criteria varying across licensing jurisdictions. This study aimed to systematically review the literature that evaluated the available scientific evidence for the relationship between sleep disorders and two driving safety outcome measures: (i) motor vehicle crashes (MVC) and (ii) on-road driving test outcome. This review was registered with PROSPERO in July 2019 (see CRD42019144643). A systematic search of public health, psychology and transport databases was conducted on November 8th, 2019. The quality of evidence for each study was rated using the National Heart, Lung and Blood Institute Quality Assessment tools. Thirty-nine studies published between 1976 and 2015 met the inclusion criteria (n = 9 case-control; n = 24 cohort/cross-sectional; n = 6 before-after). Overall, the quality of evidence for 22 studies was rated as ‘good’, nine as ‘fair’ and eight as ‘poor’. Included studies addressed: sleep apnoea and sleep-related breathing disorders (n = 35); central disorders of hypersomnolence and narcolepsy (n = 5), and insomnia (n = 2), with some studies covering multiple sleep disorders. Of the thirty-five studies specifically investigating MVC risk associated with sleep apnoea, eighteen studies reported an increased risk (n = 11 ‘good’, n = 4 ‘fair’, n = 3 ‘poor’ quality), seven reported no difference in risk (n = 3 ‘good’, n = 4 ‘fair’ quality), and two provided inconclusive findings (n = 1 ‘good’, n = 1 ‘fair’ quality). Most studies suggested that increased sleep apnoea severity was associated with an increased MVC risk. Furthermore, untreated sleep apnoea was predominantly associated with increased risk, whilst decreased risk was associated with Continuous Positive Airway Pressure (CPAP) and uvulopalatopharyngoplasty (UPPP) treatments. Five studies (n = 3 ‘good’, n = 2 ‘fair’ quality) investigated MVC risk associated with disorders of hypersomnolence and narcolepsy, and all reported increased risk. Only two studies investigated MVC risk associated with insomnia, with inconsistent findings: one reporting increased MVC risk (‘good’) and one reporting no difference (‘fair’). Regarding impacts on on-road driving test outcome, our comprehensive search found no studies investigating the association between sleep disorders and this driving safety outcome measure. Notwithstanding the limitations of the included studies, the weight of evidence suggests a moderately elevated MVC risk for drivers with sleep disorders (sleep apnoea; hypersomnia and narcolepsy), with the majority reporting around two and a half times higher risk, and lower risk with treatment. This evidence is consistent with current fitness-to-drive guidelines, most of which specify licence restrictions conditional upon severity, treatment compliance and effective response to treatment. The generalisability of the findings is limited as many identified studies had methodological limitations, were conducted across a wide time period, in numerous licensing jurisdictions with different requirements, and across a diverse range of participant populations. A large-scale, population-based controlled study, in multiple licensing jurisdictions with equivalent licensing and fitness-to-drive requirements, is warranted to rigorously investigate MVC risk and sleep disorders, including evaluating the possible benefit of therapies.     

Validation of the F-DBQ: A short (and accurate) risky driving behavior questionnaire for long-haul professional drivers

Although the Driving Behavior Questionnaire (DBQ) remains the most known tool for assessing risky road behaviors among motor vehicle drivers, recent studies have raised several concerns on the specificity of both driving task conditions and behavioral repertory of certain segments of the driving population. Among them, long-haul (cargo) professional drivers constitute one of the “intensive driving” groups for which the existing adapted behavioral research tools are still very scarce.PurposeThe aim of the present study was to test and validate the F-DBQ (or “Freight Driving Behavior Questionnaire”), a short version of the DBQ adapted to the occupational driving conditions and typical road risk behaviors of freight drivers.MethodFor this cross-sectional study, a sample of n = 982 Spanish long-haul drivers with a mean age of 48.5 years was used, responding to a questionnaire composed of measures on road risk behaviors (DBQ), fatigue (Checklist Individual Strength – CIS and Need for Recovery Scale – NFR) and job stress (Effort–Reward Imbalance questionnaire – ERI).ResultsThrough competitive Confirmatory Factor Analyses (CFA) with structural equation models, it was found that the F-DBQ has a clear dimensional structure, a fair goodness-of-fit, high factorial weights, internal consistency, convergent and discriminant validity and an improved fit to long haul drivers’ working conditions. Also, both (general and work-related) fatigue and job stress have shown to have a significant role in explaining risky road behaviors of long-haul drivers.ConclusionThe findings of this study support that an abbreviated version of the Driving Behavior Questionnaire (the F-DBQ) can be used to assess traffic violations and errors among long-haul drivers, in consideration of their specific task-related conditions (that qualitatively differ from other groups of drivers), with potential implications on the enforcement of occupational and road safety research.     

A cross-cultural analysis of aggressive driving: Evidence from Serbia and Romania

Using data from more than 700 drivers from Serbia and Romania, this study verified the dimensionality of aggressive driving in two countries from Eastern Europe. Specifically, the psychometric properties and invariance of the Romanian Driving Anger Expression Inventory (DAX; Deffenbacher et al., 2002, Sârbescu, 2012) were verified. Secondary aspects, such as differences in aggressive driving between countries or gender differences within countries, were also investigated. Our findings support the appropriateness of the three-factor structure in both countries, through the configural invariance of the DAX. Also, males report slightly higher levels of aggressive driving than women (small effect sizes), while Serbian drivers report higher levels of aggressive driving than Romanian drivers (strong effect sizes). Being the first research that verified the invariance of the DAX across two cultures, this study opens new paths and questions for research concerning aggressive driving.     

Validation of an italian version of the oxford happiness inventory in adolescence

An Italian adaptation of the Oxford Happiness Inventory was administered to 782 adolescents. Exploratory structural equation modeling (ESEM) was used to examine the first- and second-order factorial structure of the scale and its invariance across gender; internal consistency and construct validity were also investigated. ESEM underlined a 5-factor structure (mastery and self-fulfillment, satisfaction with life, vigor, social interest, and social cheerfulness) that measures positive psychological functioning. These dimensions form a single latent construct of general psychological well-being. The scale showed adequate internal consistency values and strong measurement invariance across gender. Finally, regarding convergent validity, both total scale and subscales were positively correlated with extraversion and self-esteem, were negatively correlated with neuroticism, and displayed no correlation with psychoticism.     

Developing and validating a new multi-dimensional scale for anti-social behavior in a higher education setting

The purpose of this research is to construct and validate a multi-dimensional scale of Anti-social Behavior (hereafter ASB) in a Western higher education context (i.e., USA). To achieve this, four studies, each with a different sample, were performed. Study 1 (n = 150) followed an exploratory design to generate a pool of potential items measuring ASB. Study 2 (n = 254) explored the dimensionality of the items produced in Study 1 using exploratory factor analysis (EFA) and reliability measures. Study 3 (n = 654) confirmed the factorial structure from Study 2 and assessed the measurement model invariance using structural equation modeling (SEM). Finally, Study 4 (n = 287) assessed the predictive validity of the ASB measure through testing a hypothetical path model linking ASB to narcissism and Machiavellianism via an SEM procedure. In total, our research findings conclude that the ASB measurement model is a two-factor multi-dimensional structure comprising: Interpersonal Antagonistic Behavior (six items) as well as Indirect Distractive Behavior (four items). The research and practical implications for universities are thereafter discussed.     

Associations between personality and driving behavior are mediated by mind-wandering tendency: A cross-national comparison of Australian and Italian drivers

ObjectiveThis study examined the associations between personality traits (i.e., neuroticism, extraversion, openness, agreeableness, and conscientiousness) and aberrant driving behaviors in a sample of Australian and Italian drivers by investigating the mediation effect of mind-wandering (MW) tendency.BackgroundAlthough unsafe driving behaviors are influenced by both a driver’s MW tendency and personality traits, the potential interaction between these variables and their association with aberrant driving behaviors has not been previously investigated.MethodNine-hundred and four active drivers (n = 452 Australians, n = 452 Italians) completed an online survey related to their self-reported personality traits, driving behaviors, and MW tendency.ResultsA multi-group path analysis showed that MW tendency significantly mediated the effects of neuroticism, extraversion, and conscientiousness on aberrant driving behavior with invariances across nationality groups.ConclusionThese results suggest that the association between personality traits and aberrant driving behaviors is partially explained by a driver’s MW tendency while driving. Further research is needed to understand these relationships using objective measures of MW while driving (e.g., the probe-caught method). The findings of this study suggest that the assessment of personality traits may have important implications for inattentive and distracted driving and fitness-to-drive evaluation purposes.     

Personality and demographic differences in the perceived risks of potentially timid driving behaviours

Timid driving behaviours can be described as overly cautious and hesitant driving behaviours. Little research has examined behaviours that potentially resemble timid driving and how these behaviours are perceived by other drivers. This is despite the potential for these behaviours to be perceived in a way that leads to angry and aggressive retaliatory behaviours in some drivers (e.g., in anger-prone drivers). We conducted an online survey examining the perceived road safety risks of several behaviours that could potentially result from timid driving and their relationships with driver personality (trait anxiety, trait driving anger), behaviour (anxious driving, angry driving), and demographic (age, gender, annual mileage) background. Drivers (N = 439, M_age = 49.41 ± 5.59 years, aged 18–89) perceived excessively cautious and unpredictable braking behaviours as posing moderate levels of risk. Multiple linear regression analyses also indicated higher perceived risks of slow and excessively cautious behaviours in older, male, and anger prone drivers. No meaningful associations were found between driver characteristics and the risks of unpredictable braking behaviours. These results suggest that safety campaigns to reduce aggressive behaviour may benefit from targeting the perceptions of other drivers’ behaviours.