A matter of style? Driver attributional ‘style’ in accounting for the driving of others as protective or as predisposing drivers towards retaliatory aggressive driving

Driver cognitions about aggressive driving of others are potentially important to the development of evidence-based interventions. Previous research has suggested that perceptions that other drivers are intentionally aggressive may influence recipient driver anger and subsequent aggressive responses. Accordingly, recent research on aggressive driving has attempted to distinguish between intentional and unintentional motives in relation to problem driving behaviours. This study assessed driver cognitive responses to common potentially provocative hypothetical driving scenarios to explore the role of attributions in driver aggression. A convenience sample of 315 general drivers 16–64 yrs (M = 34) completed a survey measuring trait aggression (Aggression Questionnaire AQ), driving anger (Driving Anger Scale, DAS), and a proxy measure of aggressive driving behaviour (Australian Propensity for Angry Driving AusPADS). Purpose designed items asked for drivers’ ‘most likely’ thought in response to AusPADS scenarios. Response options were equivalent to causal attributions about the other driver. Patterns in endorsements of attribution responses to the scenarios suggested that drivers tended to adopt a particular perception of the driving of others regardless of the depicted circumstances: a driving attributional style. No gender or age differences were found for attributional style. Significant differences were detected between attributional styles for driving anger and endorsement of aggressive responses to driving situations. Drivers who attributed the on-road event to the other being an incompetent or dangerous driver had significantly higher driving anger scores and endorsed significantly more aggressive driving responses than those drivers who attributed other driver’s behaviour to mistakes. In contrast, drivers who gave others the ‘benefit of the doubt’ endorsed significantly less aggressive driving responses than either of these other two groups, suggesting that this style is protective.     

Getting mad may not mean getting even: The influence of drivers’ ethical ideologies on driving anger and related behaviour

The current study explored the influence of moral values (measured by ethical ideology) on self-reported driving anger and aggressive driving responses. A convenience sample of drivers aged 17–73 years (n = 280) in Queensland, Australia, completed a self-report survey. Measures included sensation seeking, trait aggression, driving anger, endorsement of aggressive driving responses and ethical ideology (Ethical Position Questionnaire, EPQ). Scores on the two underlying dimensions of the EPQ idealism (highI/lowI) and relativism (highR/lowR) were used to categorise drivers into four ideological groups: Situationists (highI/highR); Absolutists (highI/lowR); Subjectivists (lowI/highR); and Exceptionists (lowI/lowR). Mean aggressive driving scores suggested that exceptionists were significantly more likely to endorse aggressive responses. After accounting for demographic variables, sensation seeking and driving anger, ethical ideological category added significantly, though modestly to the prediction of aggressive driving responses. Patterns in results suggest that those drivers in ideological groups characterised by greater concern to avoid affecting others negatively (i.e. highI, Situationists, Absolutists) may be less likely to endorse aggressive driving responses, even when angry. In contrast, Subjectivists (lowI, HighR), reported the lowest levels of driving anger yet were significantly more likely to endorse aggressive responses. This provides further insight into why high levels of driving anger may not always translate into more aggressive driving.     

“I would have lost the respect of my friends and family if they knew I had bent the road rules”: Parents,peers, and the perilous behaviour of young drivers

Young novice drivers are at considerable risk of injury on the road. Their behaviour appears vulnerable to the social influence of their parents and friends. The nature and mechanisms of parent and peer influence on young novice driver (16–25 years) behaviour was explored via small group interviews (n = 21) and two surveys (n1 = 1170, n2 = 390) to inform more effective young driver countermeasures. Parental and peer influence occurred in pre-Licence, Learner, and Provisional (intermediate) periods. Pre-Licence and unsupervised Learner drivers reported their parents were less likely to punish risky driving (e.g., speeding). These drivers were more likely to imitate their parents and reported their parents were also risky drivers. Young novice drivers who experienced or expected social punishments from peers, including ‘being told off’ for risky driving, reported less riskiness. Conversely drivers who experienced or expected social rewards such as being ‘cheered on’ by friends – who were also more risky drivers – reported more risky driving including crashes and offences. Interventions enhancing positive influence and curtailing negative influence may improve road safety outcomes not only for young novice drivers, but for all persons who share the road with them. Parent-specific interventions warrant further development and evaluation including: modelling safe driving behaviour by parents; active monitoring of driving during novice licensure; and sharing the family vehicle during the intermediate phase. Peer-targeted interventions including modelling of safe driving behaviour and attitudes; minimisation of social reinforcement and promotion of social sanctions for risky driving also need further development and evaluation.     

The role of executive function,personality and attitudes to risks in explaining self-reported driving behaviour in adolescent and adult male drivers

Young drivers show high levels of risky driving and are over-represented in motor vehicle crash statistics world-wide. As well as personality and attitudinal factors, high rates of risk taking during adolescence may be due to poorly developed executive functions, a result of the slow maturation of the pre-frontal cortex of the brain. This study was undertaken to investigate the roles of executive function, personality, attitudes to risk in relation to self-reported driving behaviour. Adolescent (n = 46, age 16–18 years) and adult (n = 32, 25 years and over) male drivers completed a battery of neuropsychological tests to assess general cognitive ability and executive function, and questionnaires to assess driving history, personality, attitudes to physical and psychological risk as well as questionnaires of self-reported driving behaviour (Driver risk taking and Driver Attitude Questionnaire, DAQ). The adolescent drivers showed poorer executive function, higher levels of impulsivity and risk-taking, lower levels of agreeableness and conscientiousness compared to adult drivers. Regression analyses revealed that attitudes to risk, agreeableness and working memory made unique significant contributions in explaining self-reported driving behaviour. Interestingly though, better working memory was associated with higher levels of self-reported risky driving and more accepting attitudes to risky driving. Together the findings suggest that some aspects of executive function, personality, and attitudes to risk may help to explain self-reported driving behaviour. Whether these findings are relevant to female drivers and apply to on-road driving behaviour should be the focus of future studies.     

Aggressive driving in Romania: Psychometric properties of the Driving Anger Expression Inventory

The present research verified the psychometric properties of the Driving Anger Expression Inventory (DAX; Deffenbacher, Lynch, Oetting, & Swaim, 2002) on a Romanian sample (n = 262). Exploratory factor analysis revealed a three-factor structure: Verbal and Physical Aggressive Expression (α = .86), Adaptive/Constructive Expression (α = .88) and Using the Vehicle for Aggressive Expression (α = .83). The aggressive forms of expressing anger were summed up in the Total Driving Aggressive Expression Index (α = .90). Confirmatory factor analysis supported the three factors solution, by showing a good fit into a 30 items version of the DAX. All the aggressive forms of anger expression correlated positively with each other and with trait Aggression-Hostility, while the adaptive way of expressing anger correlated negatively with them, thus supporting the convergent validity of the DAX. Age differences were identified, in that younger drivers scored higher in Using the Vehicle for Aggressive Expression scale and in Total Driving Aggressive Expression Index, while older drivers scored higher in Adaptive/Constructive Expression scale. Several directions for future research concerning the DAX are suggested. Overall, our results showed that the Romanian version of the DAX is a valid tool for assessing aggressive driving.     

The role of edge lines in curve driving

In order to evaluate the role of edge lines in curve driving we examined steering behaviour in the face of unexpected gradual changes in road geometry. Experienced drivers (N = 13) operating a fixed-base driving simulator steered a car along a single-lane (3.80 m or 7.60 m wide) winding road. The experimental track consisted of eight 90° curves with radii of curvature varying between 75 m and 500 m, separated by 500-m long straight line segments. The model-based nature of the simulator was used to create unexpected online changes in road geometry, implemented through a gradual displacement of one or both edge lines while drivers steered around the delineated bend. Although they regulated their speed as a function of road curvature, drivers were found to consistently cut into and out of the curves. When the edge lines did not move, drivers stabilized their lane position during the 20°–70° curve segments, adopting a position closer to the interior edge line for the narrower lane width and smaller radii of curvature. Motion of the interior edge line, whether inward or outward, gave rise to systematic changes in lane position, while motion of the exterior edge line did not affect driving behaviour. Overall, the results point to a visuo-motor strategy of steering based on zeroing-out changes in the rate of change of angular bearing of the tangent point.     

Driving performance while using a mobile phone: A simulation study of Greek professional drivers

PurposeThe current study aims to assess the driving performance of professional drivers while using a mobile phone.Material and methodsA sample of 50 male professional drivers participated in the study. The sample was drawn conveniently from the professional drivers’ registries and the main taxi ranks. The inclusion criteria were: (a) age above 18 years, (b) possession of a driving license, (c) sufficient reading, writing, and communicating skills, (d) informed consent prior to participation. Laboratory tests were conducted using the VS500M driving simulator manufactured by Virage Simulation Inc. The intervention involved different tasks/assignments: (a) driving without using a mobile phone (Control time), (b) driving while having a conversation on the mobile phone, (Task_1), (c) driving while reading out loud text messages (Task_2) and, (d) driving while texting (Task_3). Differences in the driving performance between the control time and the time with assignments, were examined. The participants were evaluated on the followings outcome measures: (a) variation of the steering position per second, (b) following distance per second, (c) variation of the lateral lane position per second, and (d) sum of squared acceleration per second.ResultsThe analysis indicated that “variation of the steering position per second” was significantly affected by “text-message reading” [t(50) = −5.443; p < 0.0001] and “texting” [t(50) = −5.442; p < 0.0001]. A significant main effect was observed in terms of the “following distance per second” and the “variation of the lateral lane position per second” for all the three mobile phone assignments. Lastly, the “sum of squared acceleration per second” was significantly decreased during conversation on the phone [t(50) = 2.713; p = 0.009] as well as during texting [t(50) = 3.428; p = 0.001] as compared with the control time.ConclusionsThe study is among the few existing experimental studies in a country with one of the highest road fatalities in Europe but with limited evidence on road traffic behaviour. This study could guide the design of large-scale simulation studies aiming to explore the impact of mobile phone on driving behaviour.     

The relationship between leisure time and driving style in two groups of male drivers

Despite overall improvements in traffic safety levels, young male drivers continue to be over represented in accidents. In this study the association between driving style and leisure time was examined in two groups of drivers. The sample consisted of 4000 male drivers of which 2000 were 18 years old and 2000 were 28 years old. A posted questionnaire was used. The overall response rate was 51% (N = 2018). A similar factor structure of three factors with regard to driving style was identified in both groups of drivers. The factors were named Thrill, Anxiety and Anger. Despite significant differences regarding specific leisure time activities, a similar relationship between leisure time and driving style was found in the two groups of drivers particularly in relation to problem behaviours. In both groups driving related interaction with friends as well as a high paced leisure time was found to be related to a high score on the factors Thrill and Anger. In the older group of drivers cruising with friends was associated with problem behaviours such as smoking pot and doing drugs. Results indicate a need for early intervention enhancing safe behavioural choices thereby preventing unsafe behaviours to become permanent behavioural strategies in life.     

Psychosocial determinants of road traffic offences in a sample of Spanish male prison inmates

ObjectiveThere is very little information available about the characteristics of drivers convicted for traffic offences. The objective of this study was to perform a comparative analysis of the psychosocial characteristics of Spanish prison inmates convicted of road traffic offences (CRTOs), drivers serving a prison sentence for other types of offence (DCOOs), and drivers with no criminal record (DNCRs), in order to identify the psychosocial predictors associated with RTOs.MethodsThe study sample comprised 434 male participants divided into three groups: CRTO (n = 240); DCOO (n = 85); and DNCR (n = 105). Instruments included an interview on sociodemographic data, driving behaviour, and past offences, as well as a set of tests to evaluate personality traits (ZKPQ-50CC), driving-related aspects (MDSI-S and DAS), and alcohol dependence (AUDIT).ResultsA logistic regression analysis showed the following to be reliable predictors of RTOs: low education level (p < .05); having been involved in several road traffic accidents (p < .001); having received several fines (p < .001); a high score on the MDSI-S Risky subscale (p < .05); a low score on the MDSI-S Careful subscale (p < .05); AUDIT scores > 8 (p < .05), and repeatedly driving whilst under the influence of alcohol (p < .05).ConclusionsThe results obtained have significant practical implications for designing and implementing traffic offenders programmes.     

Exploration of older drivers’ speeding behaviour

Speeding increases crash risk and resulting injury severity. Older drivers are at increased risk of injury due to frailty, at increased risk of crashing due to slower reaction times, and have less agility judging time and distance compared to younger drivers. However, there is little objective evidence about older drivers’ speeding behaviour. Cross-sectional data from older drivers living in the suburban outskirts of Sydney, Australia, were used to determine the proportion of drivers involved in speed events, and examine factors that may influence this behaviour. Driving speed was estimated in approximately one-second intervals using Global Positioning System (GPS) location. Speed events were defined as driving 1 km/h or more, with 3% tolerance, above a single speed limit, averaged over 30-s of travel. Driving data from one-week were recorded for 344 participants aged 75–94 years (median 80). The majority of participants (78%) were involved in a speed event. Speed events per participant ranged from zero to 186 (median 8). Younger participants, those living in rural areas, and those driving on familiar roads closer to home were more likely to be involved in speed events adjusted for distance driven. In addition, rural residents were more likely to be involved in speed events when they had not been a driver involved in a crash during the previous year compared to those involved in a crash. Measures of visual and cognitive function did not predict involvement with speed events per distance (p > 0.2). These findings are important for policy-makers and researchers addressing older drivers’ speeding to reduce the incidence of crashes and resulting fatalities and injuries. As no evidence was found for speeding being associated with functional decline, countermeasures to address speeding for other drivers seem likely to be relevant to older drivers.     

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.     

Timing of early warning stages in a multi stage collision warning system: Drivers’ evaluation depending on situational influences

By means of car2x communication technologies (car2x) driver warnings can be presented to drivers quite early. However, due to their early timing they could be misunderstood by drivers, distract or even disturb them. These problems arise if, at the moment of the warning, the safety–critical situation is not yet perceivable or critical. In order to examine, when drivers want to receive early warnings as a function of the situation criticality, a driving simulator study was conducted using the two early warning stages of a multi stage collision warning system (first stage: informing the driver; second stage: prewarning the driver). The optimum timing to activate these two early warning stages was derived by examining the drivers’ evaluation of these timings concerning their appropriateness and usefulness. As situational variation, drivers traveling at about 100 km/h were confronted with slow moving traffic either driving at 25 km/h or 50 km/h at the end of a rural road.In total, 24 participants were tested in a within-subjects design (12 female, 12 male; M = 26.6 years, SD = 7.2 years). For both stages, drivers preferred an earlier timing when approaching slow moving traffic traveling at 25 km/h (first stage: 447 m, second stage: 249 m ahead of the lead vehicle) compared to 50 km/h (first stage: 338 m, second stage: 186 m ahead of the lead vehicle). The drivers’ usefulness rating also varied with the timing, spanning a range of 8 s for driver-accepted timing variations and showed correspondence to the drivers’ appropriateness ratings. Based on these results and those of a previous study, a timing function for each of the two early warning stages depending on the speed difference between the safety–critical object and the host vehicle is presented. Indirectly, similar adaptations are already implemented in current collision warning systems, which use the time-to-collision to give drivers acute warnings in a later stage, when an immediate reaction of the driver may still prevent a collision. However, this study showed that drivers also favor this kind of adaptation for earlier warning stages (information and prewarning). Thus, adapting the timing according to the drivers’ preferences will contribute to a better acceptance of these collision warning systems.     

The psychosocial purpose of driving and its relationship with the risky driving behaviour of young novice drivers

BackgroundThe overrepresentation of young drivers in road crashes, injuries and fatalities around the world has resulted in a breadth of injury prevention efforts including education, enforcement, engineering, and exposure control. Despite multifaceted intervention, the young driver problem remains a challenge for injury prevention researchers, practitioners and policy-makers. The intractable nature of young driver crash risks suggests that a deeper understanding of their car use – that is, the purpose of their driving – is required to inform the design of more effective young driver countermeasures.AimsThis research examined the driving purpose reported by young drivers, including the relationship with self-reported risky driving behaviours including offences.MethodsYoung drivers with a Learner or Provisional licence participated in three online surveys (N1 = 656, 17–20 years; N2 = 1051, 17–20 years; N3 = 351, 17–21 years) as part of a larger state-wide project in Queensland, Australia.ResultsA driving purpose scale was developed (the PsychoSocial Purpose Driving Scale, PSPDS), revealing that young drivers drove for psychosocial reasons such as for a sense of freedom and to feel independent. Drivers who reported the greatest psychosocial purpose for driving were more likely to be male and to report more risky driving behaviours such as speeding. Drivers who deliberately avoided on-road police presence and reported a prior driving-related offence had significantly greater PSPDS scores, and higher reporting of psychosocial driving purposes was found over time as drivers transitioned from the supervised Learner licence phase to the independent Provisional (intermediate) licence phase.Discussion and conclusionsThe psychosocial needs met by driving suggest that effective intervention to prevent young driver injury requires further consideration of their driving purpose. Enforcement, education, and engineering efforts which consider the psychosocial purpose of the driving are likely to be more efficacious than those which presently do not. Road safety countermeasures could reduce the young driver’s exposure to risk through such mechanisms as encouraging the use of public transport.     

Transcultural validation and reliability of the Spanish version of the behaviour of young novice drivers scale (BYNDS) in a Colombian young driver population

The overrepresentation of young drivers in road crashes, and the fatalities and injuries arising from those crashes, is an intractable problem around the world. A plethora of research has led to the development and application of a range of research tools, including self-report survey instruments. One such instrument, the five-factor Behaviour of Young Novice Driver Scale (BYNDS), was developed in an Australian young driver population, and has recently been validated in a New Zealand young driver population. The current study aimed to validate the BYNDS in a Colombian young driver population, the first application of the instrument in a developing country. Translation from English to Spanish, and back translation from Spanish to English, in addition to culturally-appropriate modifications (such as changing ‘right hand side’ to ‘left hand side’) resulted in a Spanish version of the BYNDS (BYNDS-Sp). The BYNDS-Sp was administered to a sample of 392 young drivers aged 16–24 years (n = 353 aged 19–24 years) with a valid driver’s licence. An exploratory factor analysis revealed a six factor structure using 40 of the original 44 BYNDS-Sp items, accounting for 58.5% of the variance in self-reported risky driving behaviour. Ninety-three percent of participants reported having ready access to their own vehicle (42% owned their own vehicle), with Colombian young drivers most likely to report driving at night and on the weekend. The majority of participants reported driving in excess of posted speed limits (e.g., only one third of participants reported never driving 10–20 km/h over the speed limit), and driving in response to their mood (e.g., only one third of participants reported they never drove faster if in a bad mood). As such, the BYNDS-Sp can reveal patterns of problematic behaviours (such as risky driving exposure), in addition to specific behaviours of concern (such as carrying passengers at night, and driving when tired), guiding the development and implementation of interventions targeting the risky driving behaviour of young drivers in Colombia. In addition, the BYNDS-Sp can be used as a measure of intervention success if used as a baseline and as a follow-up tool. Further research can investigate the utility and applicability of the BYNDS-Sp in other Spanish-speaking countries, such as Spain and Mexico.     

Driving anger and traffic violations: Gender differences

In this work, we examined the contribution of anger-related variables to explaining traffic rule violations with control for the effect of variables such as age, gender and annual mileage. Also, we explored gender differences in driving-elicited anger and its forms of expression with provision for exposure in terms of mileage. In addition, we studied male and female driving habits in relation to individual histories of fines and accidents with a view to identifying the role of drivers’ anger in driving violation behaviours. To this end, we conducted a survey on a sample of 541 drivers (53.9% females, 46.1% males) aged 20–73 years. The results obtained with provision for mileage revealed substantial differences in driving behaviour between genders. Thus, males reported greater number of fines and accidents, and were more prone to violating traffic regulations. There were also gender differences in the specific driving situations causing anger. Thus, males were angrier at police presence and females at traffic obstructions. There were additional differences in anger expression forms, with women exhibiting a more adaptive attitude. The specific contribution of anger-related variables to driving violation behaviours was explored, and its theoretical and treatment implications are discussed.     

Emotional intelligence and risky driving behaviour in adults

BackgroundRisky driving is considered a key predictive factor in road traffic accidents resulting in morbidity and mortality. Intra-individual emotional and personality factors have been shown to influence risk-taking behaviours among drivers. Despite this, there is limited research investigating the individual dimensions of these constructs and their relationship to risky driving behaviour (RDB). The current study therefore aimed to assess whether the individual dimensions of Emotional Intelligence (EI) were implicated in RDB.MethodsThe sample comprised 179 adults (55% male) aged between 18 and 64 years (M = 29.85, SD = 11.46) and who currently held a valid driver’s licence completed an online survey. Emotional Intelligence was assessed via self-report using the Swinburne University Emotional Intelligence Test (SUEIT), and RDB was measured using both the Brief Distracted Driving Scale (BDDS) and the Dula Dangerous Driving Index (DDDI).ResultsRegression analyses revealed that ‘Risky Driving’ was related to greater levels of Emotional Recognition and Expression and lesser Age [F_{(6, 172)} = 2.27, p < 0.05: R² = 7.3%], and the Negative Emotions sub-scale of DDDI, was significantly predicted by Emotional Control and Age [F_{(6, 172)} = 6.41, p < 0.05: R² = 18.3%]. A mediation model incorporating Age, Emotional Control scores and the Negative Emotions driving behaviour score indicated that a significant indirect effect of Age through Emotional Control (K² = 0.08, 95% CI [−0.02, −0.03]). (H [3] = 10.98, p = 0.012).ConclusionsLower scores on specific indices of EI are associated with increased rates of RDB, suggesting that poor emotional control may impede an individuals’ ability to make safe behavioural decisions when driving. The effect sizes for these models were small, however, and further research is needed to explore the contributory components in this association. Greater awareness of the role of emotional regulation and driving behaviours may be useful in preventing RDB in adults.     

Drunk driving offenders’ knowledge and behaviour in relation to alcohol-involved driving in Yinchuan and a comparison with Guangzhou,China

ObjectiveThis study was conducted after a legislative amendment criminalising drunk driving (BAC > 80 mg/100 ml) had been in force for a year and investigated whether drunk driving offenders in Yinchuan, China were aware of the law, and whether their knowledge of and exposure to enforcement and the existence of alcohol use disorders were related to their alcohol-involved driving behaviour. The results were compared with results from an earlier study in Guangzhou, China.MethodA survey was conducted from July to October 2012 in Yinchuan to collect information on drunk driving offenders’ knowledge and practice in relation to alcohol-involved driving. The Alcohol Use Disorders Identification Test (AUDIT) was used to assess hazardous drinking levels. In total, 106 drunk driving offenders were recruited while in detention. The findings were compared with those of the Guangzhou study, where the same procedure was used to recruit 101 drunk driving offenders.ResultsThe mean age of the sample was 31.7 years (SD = 8.1; range 17–59 years). Males constituted 96% of the sample. The mean age at which offenders reported starting to drink alcohol was 18.7 years (SD = 3.2; range 10–26 years). Driver’s licenses had been held for an average of 8.5 years. The status of knowledge in relation to alcohol-involved driving in Yinchuan was slightly lower in proportion than in Guangzhou. The rate of alcohol-involved driving reported in the previous 12 months in Yinchuan (43%) was slightly higher than in Guangzhou (39%). The proportion of recidivists in Guangzhou (21.8%) was higher than Yinchuan’s (10.4%). On average, offenders had experienced 1.6 police alcohol breath tests in the previous year (SD = 1.3; range 1–10). AUDIT scores indicated that a substantial proportion of the offenders had high levels of alcohol use disorders.DiscussionLimited awareness of legal alcohol limits might contribute to drunk driving offences. The high level of alcohol consumption by many offenders suggests that hazardous drinking levels may be a contributor. Recidivist drivers also had higher AUDIT scores, which suggest there may be benefit in using the AUDIT to identify potential drink drivers and recidivists, subject to further research.     

A gender role socialization model of explicit and implicit biases in driving self-enhancement

We present a gender role socialization model of explicit and implicit biases in driving self-enhancement. The model proposes that men’s higher levels of driving self-enhancement (relative to women) results from socialization experiences, such as those that idealize driving skill and risk taking as core aspects of male identity. This socialization process produces reasoned explicit (declarative or propositional) associations, but also implicit (automatic, non-conscious) associations between masculinity and driving self-enhancement, and these two processes are theorized to operate relatively independently. Structural Equation Modeling of a large sample of young male (n = 200) and female (n = 200) drivers supported the model, and indicated that (a) gender role identification fully mediated the effect of gender on driving self-enhancement and (b) that this effect occurred simultaneously but relatively independently in both explicit or reasoned belief structures and also in implicit non-conscious associations assessed using the Implicit Association Test. The origins of gender differences in traffic safety behaviour and the implications of our model for shifting conceptions of what it means to be a “real man” with regard to driver behaviour are discussed.     

Motivational sources of driving and their associations with reckless driving cognitions and behavior

Two studies were conducted to explore the motivational sources of driving and their associations with reckless driving among young drivers. In Study 1 (n = 290), self-report measures were developed to assess the perceived costs and benefits of driving, driver self-image, and self-efficacy as a driver. Factor analyses revealed four benefit factors (impression management, pleasure, thrill, and sense of control), four costs (distress, damage to self-esteem, annoyance, life endangerment), and four self-image factors (cautious, courteous, confident, and impulsive driver). Furthermore, significant associations were found between the various motivational sources on the one hand, and reported reckless driving, commission of traffic violations, and involvement in car accidents on the other. In Study 2 (n = 267), further associations were found between the motivational sources of driving and measures of the reckless driving scheme, namely, the perception of reckless driving as acceptable and desirable or as negative and threatening. The discussion focuses on the validity and utility of a multidimensional conceptualization of driving and reckless driving as separate entities, and on the practical implications of understanding the motivational aspects of driving.