The relation between the locus of control construct and involvement in traffic accidents

We investigated the relation between the Rotter (1966) locus of control concept and involvement in automobile accidents. Subjects were 184 college students who completed a survey measuring accident involvement, the Rotter scale, and scales featuring beliefs and behaviors in traffic situations that would be expected from internally oriented persons. No significant relation was found between the Rotter scale and traffic accidents. Accident involvement was best explained by internal beliefs about accident control, and the reported number of near-miss accidents per week. A path diagram relating survey variables is included.     

The Relation Between the Locus of Control Construct and Involvement in Traffic Accidents

We investigated the relation between the Rotter (1966) locus of control concept and involvement in automobile accidents. Subjects were 184 college students who completed a survey measuring accident involvement, the Rotter scale, and scales featuring beliefs and behaviors in traffic situations that would be expected from internally oriented persons. No significant relation was found between the Rotter scale and traffic accidents. Accident involvement was best explained by internal beliefs about accident control, and the reported number of near-miss accidents per week. A path diagram relating survey variables is included.     

A meta‐analytic review of the Big Five personality factors and accident involvement in occupational and non‐occupational settings

Although a number of studies have examined individual personality traits and their influence on accident involvement, consistent evidence of a predictive relationship is lacking due to contradictory findings. The current study reports a meta‐analysis of the relationship between accident involvement and the Big Five personality dimensions (extraversion, neuroticism, conscientiousness, agreeableness, and openness). Low conscientiousness and low agreeableness were found to be valid and generalizable predictors of accident involvement, with corrected mean validities of .27 and .26, respectively. The context of the accident acts as a moderator in the personality–accident relationship, with different personality dimensions associated with occupational and non‐occupational accidents. Extraversion was found to be a valid and generalizable predictor of traffic accidents, but not occupational accidents. Avenues for further research are highlighted and discussed.     

Brooding as moderator of depressive symptoms after a work accident: A longitudinal study

This study analyzes the relationship between having experienced a work accident and developing depressive symptoms six months later, considering the subjective severity of accidents, the use of both positive and negative religious coping strategies, and brooding as predictors variables. Fifty seven women and 187 men were evaluated during the month following their accident (T1) and six months later (T2). The results show that after controlling for initial depressive symptoms, all predictors showed a statistically significant relationship with depression at six months, including the interaction between brooding and subjective severity of accident. Forty nine percent of resilient participants exhibited low symptoms at T1 and T2, 22% of recovered individuals showed high symptoms at T1 and low symptoms afterwards, 20% of depressive individuals had high symptoms at T1 and T2, and 8% exhibited high symptoms only at T2. High severity, brooding and religious coping at T1 differentiated those who exhibited stable symptoms from those who were resilient. Resilience was specifically predicted with a negative coefficient by the interaction of brooding with subjective severity of accident. We conclude that brooding is a variable that moderates the relationship between subjective severity of accident and the development and maintenance of depressive symptoms. Subjective severity of accident, brooding and negative religious coping are risk factors, while positive religious coping is not a sufficient protection factor.     

An evaluation of speed management measures in Bangladesh based upon alternative accident recording,speed measurements,and DOCTOR traffic conflict observations

With 21,000 people annually killed in road traffic (estimated figure by World Health Organization), Bangladesh has one of the highest fatality rates in the world. Vulnerable road users (VRUs) account for over 50% of road traffic casualties, and 70% of casualties occur in rural areas. As in many Low and Middle Income Countries (LMICs), the official road accident statistics are incomplete and biased.Safe Crossings (Netherlands) and the Centre for Injury Prevention and Research Bangladesh (CIPRB) (Bangladesh) received permission from the Bangladesh government in 2014 to design and implement an integrated speed management program (consisting of a combination of small-scale infrastructural measures, active community involvement and road user education) at three locations where a national highway intersects small communities. The infrastructural countermeasures to improve road safety consisted of speed humps, rumble strips, signs and road markings and were designed following the Dutch road design guidelines. In a Before–After study design, we used a combination of three research methods to monitor and evaluate the road safety interventions. We created our own traffic accident recording system with trained local record keepers, we conducted laser-gun speed measurements of motorized traffic (both at intervention and control locations), and we applied the Dutch Objective Conflict Technique for Operation and Research (DOCTOR) for observing serious traffic conflicts at the intervention locations. The latter was based upon DOCTOR scores from video recordings of the behaviour at the three experimental locations Before and After the interventions.Prior to installing the intervention program, the three locations combined had, on average, about 100 serious accidents, 10 deaths, and 200 injured people on a yearly basis. In April 2015, all infrastructural measures were completed. In the after period (till the end of January 2016), the alternative accident recording system showed a 66% reduction in the number of serious accidents, a 73% reduction in the number of injured people, and a 67% reduction in the number of people killed.The unobtrusive laser-gun speed measurements resulted in a net reduction of 13.3 km/h (or 20% in relative terms) on average at the intervention locations by taking the general speed development at the control locations into account. According to Nilsson’s power law this would result in a 59% reduction of the number of people killed, well in line with the actual accident figures.The total number of serious conflicts (only DOCTOR scores 3, 4, and 5) was significantly reduced from 64 serious conflicts per location in a 4.5 h period Before to 29 serious conflicts in the After period, on average (Poisson distributed variable, p < 0.01), or a 55% reduction in relative terms. By including the traffic volumes, the reduction in conflict risk overall is 54%. Moreover, the severity of conflicts was reduced in the After period with only one most severe conflict (DOCTOR score 5) left. Buses represent the largest portion of road users involved in serious conflicts at all three locations, followed by cars and CNGs (Compressed Natural Gas vehicle). By far, the most frequently occurring conflict is of the type head-on conflict between an overtaking bus or car that is encountering a road user in opposite direction (for the greater part a CNG).All three evaluation measures point to a similar impact of the intervention program and unveil an improvement in road safety between 54% and 60%. The speed-reducing measures indeed considerably reduce the speed of motorized traffic, both the mean speed and 85th percentile values, both the number and severity of serious conflicts are reduced, and the actual number of accidents has decreased. It appears that Nilsson’s power law for the relation between a difference in mean speed and the change in the number of accidents also applies to LMICs.Speed management measures as common in high-income countries appear to be also effective in LMICs. For evaluation purposes of road safety impacts, a Traffic Conflicts Technique approach (also developed in high-income countries) seems valid and effective as well for application in LMICs.As there are thousands of traffic black spots with similar characteristics as the three intervention locations in Bangladesh, this integrated approach may well offer similar road safety improvements elsewhere.     

Cognitive predictors of posttraumatic stress disorder in children: results of a prospective longitudinal study

The present study explored whether cognitive factors specified in the Ehlers and Clark model (Behav. Res. Ther. 38 (2000) 319) of posttraumatic stress disorder (PTSD) predict chronic PTSD in children who had experienced a road traffic accident. Children were assessed at 2 weeks, 3 months, and 6 months after the accident. Data-driven processing during the accident, negative interpretation of intrusive memories, alienation from other people, anger, rumination, thought suppression and persistent dissociation at initial assessment predicted PTSD symptom severity at 3 and 6 months. On the basis of sex and stressor severity variables, 14% of the variance of PTSD symptoms at 6 months could be explained. The accuracy of the prediction increased to 49% or 53% when the cognitive variables measured at initial assessment or 3 months, respectively, were taken into account.     

Predictors of post-traumatic stress symptoms following occupational accidents: A longitudinal study

Objective: Occupational accidents are highly stressful events that frequently occur and impact both the physical and mental health of workers. The aim of this study was to longitudinally assess a predictive model of posttraumatic stress symptoms (PTSS) in workers who have suffered a recent accident. Method: Two hundred and forty-four workers (77.8% men), aged 18 to 73 years, who had experienced an accident during the last month that resulted in hospitalization and/or ten or more days of sick leave, were surveyed. A second survey was carried out six months later. Regression analyses included psychological predictors (i.e. subjective severity of event, brooding and positive and negative religious coping), along with objective predictors (i.e. hospitalization, sick leave days and unemployment). Results: It was found that the main predictors of PTSS were brooding, negative religious coping, days of sick leave and unemployment, with a large effect size (R²?=?.45). Conclusions: The discussion is based on the usefulness of including selected psychological and objective predictors for detecting people more susceptible to developing psychopathology due to the stress following an accident. Identifying at-risk people for developing PTSS after an accident may help to introduce selective preventive strategies or early interventions in this population.     

Why are there sex differences in risky driving? the relationship between sex and gender‐role on aggressive driving,traffic offences,and accident involvement among young turkish drivers

The aim of this study was to investigate how sex (male and female) and gender‐role (masculinity and femininity) and their interaction were associated with risky driving behaviors, traffic offences, and accident involvement among young Turkish drivers. Three‐hundred and fifty‐four young drivers (221 males and 133 females) filled in a form including the short form of Bem Sex‐Role Inventory (BSRI), the Driver Behaviour Questionnaire (DBQ), questions about a driver's accident history, and background information. The effects were tested on outcome variables by using hierarchical regression analysis. It was found that sex (being male) predicted only the ordinary violations. While masculinity score predicted positively the number of offences, and aggressive and ordinary (highway code) violations, femininity score predicted negatively the number of accidents and offences, aggressive and ordinary violations, and errors. The effect of interaction between masculinity and femininity was only found on the number of accidents and aggressive violations among young drivers. There was no significant interaction effect between sex and gender roles on criterion variables. Aggr. Behav. 00:1–12, 2005. © 2005 Wiley‐Liss, Inc.     

Personality versus traffic accidents; meta-analysis of real and method effects

ProblemThe association between personality and traffic accident involvement has been extensively researched, but the literature is difficult to summarise, because different personality instruments and statistics have been used, and effect sizes differ strongly between studies.MethodA meta-analysis of studies which had used measures of personality which could be converted into Big Five dimensions, and traffic accidents as the dependent variable, was undertaken.AnalysisOutlier values were identified and removed. Also, analyses on effects of common method variance, type of instrument, dissemination bias and restriction of variance were undertaken.ResultsOutlier problems exist in these data, which prohibit any certainty in the conclusions. Each of the 5 personality dimensions were predictors of accident involvement, but the effects were small (r < .1), which is much weaker than in a previous meta-analysis. Effect sizes were dependent upon variance in the accident variable, and the true (population) effects could therefore be larger than the present estimates, something which could be ascertained by new studies using high-risk samples over longer time periods. Newer studies and those using Big Five instruments tended to have smaller effects. No effects of common method variance could be found.ConclusionsTests of personality are weak predictors of traffic accident involvement, compared to other variables, such as previous accidents. Research into whether larger effects of personality can be found with methods other than self-reports is needed.     

Use of rest breaks and accidents by professional drivers

This study examined the effect of rest breaks on traffic accidents by 720 randomly selected professional drivers who completed a postal questionnaire. Drivers involved in an accident preferred to enjoy their breaks at rest places meant for professional drivers, whereas accident-free drivers chose more freely the timing of their breaks during driving.     

Spatio-temporal accident analysis for accident prevention in relation to behavioral factors in driving: The case of South Anatolian Motorway

Analyzing the pattern of traffic accidents on road segments can highlight the hazardous locations where the accidents occur frequently and help to determine problematic parts of the roads. The objective of this paper is to utilize accident hotspots to analyze the effect of different measures on the behavioral factors in driving. Every change in the road and its environment affects the choices of the driver and therefore the safety of the road itself. A spatio-temporal analysis of hotspots therefore can highlight the road segments where measures had positive or negative effects on the behavioral factors in driving. In this paper 2175 accidents resulted in injury or death on the South Anatolian Motorway in Turkey for the years between 2006 and 2009 are considered. The network-based kernel density estimation is used as the hotspot detection method and the K-function and the nearest neighbor distance methods are taken into account to check the significance of the hotspots. A chi-square test is performed to find out whether temporal changes on hotspots are significant or not. A comparison of characteristics related driver attributes like age, experience, etc. for accidents in hotspots vs. accidents outside of hotspots is performed to see if the temporal change of hotspots is caused by structural changes on the road. For a better understanding of the effects on the driver characteristics, the accidents are analyzed in five groups based on three different grouping schemes. In the first grouping approach, all accident data are considered. Then the accident data is grouped according to direction of the traffic flow. Lastly, the accident data is classified in terms of the vehicle type. The resultant spatial and temporal changes in the accident patterns are evaluated and changes on the road structure related to behavioral factors in driving are suggested.     

Cohort effects in older drivers' accident type distribution: are older drivers as old as they used to be?

Accident type distributions were compared in successive cohorts of older drivers, with focus on intersection accidents. It was thought that if the increasing share of intersection accidents is a truly age-related phenomenon, as opposed to cohort-related or time-related, it would remain fairly constant over time in different cohorts. The data consisted of Finnish traffic insurance data on private car accidents of drivers aged 60 yr or more who were legally responsible for causing the accident, and covered the years 1987–1995 (N=56,481). Some changes in accident type distributions were found across cohorts. Among male drivers aged 60–79 yr, the portion of intersection accidents decreased in successive cohorts, so that the younger cohorts showed the age-typical accident picture at a somewhat later age than the older cohorts. In contrast, for male drivers aged 80 yr or more, there was an increase in the share of intersection accidents in more recent cohorts. Among female drivers, a decrease in intersection accidents only reached statistical significance for drivers aged 60–69 yr, and for the oldest age group (75+ yr) no change was observed. For both male and female drivers, the tendency to incur accidents at intersections increased with age in all cohorts. The occurrence of intersection accidents thus is both an age-related and a cohort-related phenomenon: age-related in the sense that it will emerge eventually, but with cohort-related variance in timing.     

Driver injury severity study for truck involved accidents at highway-rail grade crossings in the United States

Although trucks only account for approximately 4% of all the vehicles based on the Federal Railway Administration (FRA) database, about 25% involved truck accidents happen at highway-rail grade crossings. This study applied an ordered probit model to explore the determinants of injury severity of truck drivers at highway-rail grade crossing in the United States. Given the importance of trucking to the economics of a country and the safety concerns posed by the trucks (as a result of their large size and weight making them difficult to control, maneuver, and stop), a comprehensive research on truck accidents is critical. Based on data analysis results, the strong effects of driver-, environmental-, weather- characteristics on the injury severities in truck accidents happened at highway-rail grade crossings are found. The findings reveal that better speed control for trucks will significantly reduce driver injury severity in accidents occurring at highway-rail grade crossings. In addition, several truck driver behavior characteristics (such as driving under influence of fatigue during peak hour) were found to be statistically significant predictors of high-level injury severity. Thus, education and enforcement targeted to truck drivers could facilitate safety improvements. Moreover, environmental factor (such as area type and roadway pavement) is found to be statistically significant. Truck drivers are more likely to have severe injury in open space area with low traffic volume compared with other areas. The bad weather and visibility condition is found to increase the probability of truck drivers’ high level injury severity.     

Driver behaviour and traffic accident involvement among professional urban bus drivers in China

The present research aimed to investigate specific behaviors of professional urban bus drivers in China with the revised Driver Behavior Questionnaire (DBQ), and to define the relationships among various driving behaviors (errors, positives, inattention errors, violations), background information (age, years of driving experience, mobility, etc.), self-assessment, and traffic accident. To achieve such goals, the present research designed a four-dimensional DBQ with 20 items for professional urban bus drivers in China. The KMO coefficient of the whole scale was 0.835, and Bartlett’s test was statistically significant (p < 0.000), which demonstrated strong validity of the scale and should be suitable for factor analysis. The four loading factors accounted for 58.991%. In addition, the reliability and effectiveness of the present 20-item scales were measured. The coefficient of internal consistency-Cronbach’s alpha coefficient was 0.881 and the Cronbach’s Alpha Based on Standardized Items was 0.911. This showed that driving behavior scale of professional bus drivers in China was of high reliability and validity. The analysis showed that among the four factors, positive driving behaviors were significantly associated with errors, inattention errors and violations, respectively. Errors, inattention errors and violations correlated positively with each other. This verified that the correlation coefficient of each factor was medium and high, which indicated that the scale had good difference validity. The test content of the total scale was also highly consistent with the test content of each factor, which indicated that the revised scale had good standard related validity. According to the accident prediction model, the variables that significantly affected the occurrence of traffic accidents were daily driving time, positive driving behavior, SE2 (Driving safety), SE3 (Aberrant driver behaviors). The results showed that professional bus drivers often working overtime were most likely to have accidents. The probability of traffic accidents decreased by 53% for every unit of positive driving behavior frequency of professional bus drivers. The more they felt that they had the tendency of aberrant driving behavior, the more likely they were to have traffic accidents. To summary, the present research contributed to validating and improving the DBQ for professional urban drivers in China.     

Working hours, job stress, work satisfaction, and accident rates among medical practitioners and allied personnel

Predictors of accident behavior among German medical staff revealed that work-related injuries/accidents experienced during a recent 12-month period were significantly related to working hours per week, distance from home to practice, number of dependent children, gender, and job-related stress. The average yearly number of car accidents was predicted by age and number of working hours. Furthermore, driving accidents going to or coming from work during the last year was determined by working climate, hours of work, length of lunchtime break, distance traveled to and from work, number of dependent children, and gender. Physicians working in excess of 48 hours per week displayed significantly more driving accidents but not work-related accidents, and they reported significantly higher levels of job-related stress than those colleagues working fewer than 48 hours per week. The implications of these results are discussed in the framework on risk management in the health services.     

Hierarchical Position, Gender, Accident Severity, and Causal Attribution

The two studies reported here confirmed the role of the attributor's hierarchical level in causal attributions about accidents in different types of organizations. In both studies, supervisors vs. subordinates had to analyze a minor work accident vs. a serious one. The first study used male vs. female subjects, whereas the second compared the target's position in the same (in-group) vs. different (out-group) hierarchical level as the attributor. In all cases, more internal attributions than external ones were given to explain the accident. These results demonstrate a tendency toward defensive attribution, whereby people tend to protect themselves or their group from blame or prejudice (Shaver, 1970a). This self-protective attribution bias was found to increase with accident severity, particularly in Study 2. The conclusion offers some suggestions for accident analysis and prevention.     

The influence of attention allocation and age on intersection accidents

Many severe accidents occur in urban areas. As part of the research project UR:BAN, this study investigated the causes of driver errors (e.g., inadequate attention allocation) in urban areas when turning left at intersections. As intersection accidents are especially difficult for older drivers, differences between older and younger drivers were examined as well. In a first step, accident protocols of left turn crashes with pedestrians and bicyclists were analysed in detail, since they are the most dangerous ones. Characteristics of the oncoming traffic and the location of crossing bicyclists and pedestrians were identified as possible causes. Accordingly, critical scenarios were implemented in a static driving simulator, varying the characteristics of the oncoming traffic, the direction and location of crossing vulnerable road users. These factors were examined in a within-subject design, with two different aged groups of participants (12 aged 20–35 y, 12 aged 65+ y; between-subjects factor).The results revealed that the presence of the oncoming traffic, which was assumed to capture the drivers’ attention, did not lead to more accidents with vulnerable road users. However, this may be because many drivers waited until the oncoming traffic had passed. Unexpectedly, older drivers had fewer accidents. This may be explained by the more cautious behaviour of older drivers, who drove significantly slower and waited significantly longer at the stop line before turning. Further analyses showed that a more cautious behaviour, independently of the age, predicted accident avoidance better than attention allocation. From these results, warning systems for younger and older drivers, especially for those not driving cautious, need to be developed. This idea will be tested in future studies introducing different warning concepts.     

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.     

Vehicle Drivers and Fatal Accidents

ABSTRACT: This study attempts an exploratory study of the question, What happens to drivers of vehicles involved in accidents in which there is a fatality, whether or not the driver was at fault? The purpose of the investigation was to attempt to determine what, if any, crisis intervention is needed for such drivers. A total of 33 drivers participated who were involved in such an accident from 6 months to 11 years prior to the interviews. Major findings are (1) the range of time for drivers to resolve their crises seemed to be from a few hours to years after the accident, (2) the crises created many psychosocial and physical problems for these drivers, (3) the support of family, friends, and significant others was the most important variable for the drivers in crisis resolution, (4) condemnation hindered them most.