Do aggressive driving and negative emotional driving mediate the link between impulsiveness and risky driving among young Italian drivers?

ABSTRACT

The present study examined the contribution of impulsiveness and aggressive and negative emotional driving to the prediction of traffic violations and accidents taking into account potential mediation effects. Three hundred and four young drivers completed self-report measures assessing impulsiveness, aggressive and negative emotional driving, driving violations, and accidents. Structural equation modeling was used to assess the direct and indirect effects of impulsiveness on violations and accidents among young drivers through aggressive and negative emotional driving. Impulsiveness only indirectly influenced drivers’ violations on the road via both the behavioral and emotional states of the driver. On the contrary, impulsiveness was neither directly nor indirectly associated with traffic accidents. Therefore, impulsiveness modulates young drivers’ behavioral and emotional states while driving, which in turn influences risky driving.     

Frequency and impact of hands-free telephoning while driving – Results from naturalistic driving data

The frequency and impact of hands-free telephoning while driving was analyzed based on naturalistic driving data from 106 drivers. The results from naturalistic driving data were compared with the results from experimental approaches. The implication of the overall results and the differences across drivers are discussed. Continuous information on the usage of the hands-free phone equipment was available which made it possible to include the entire database (∼1 000 000 km) in a completely automatized analysis. Results show that drivers talked on a hands-free phone about 11% of driving time. There were large differences across drivers in the frequency and usage of a hands-free phone. While telephoning, an adaptation of driving behavior could be found. Drivers slowed down and increased their distance to the lead vehicle. Furthermore, during telephoning, an overall reduction of potentially critical driving situations was found. Overall, the results indicate that compensation for telephoning was carried out with a long-term change of driving behavior, rather than with a short term adaption to the situation.     

Young driving learners’ intention to use a handheld or hands-free mobile phone when driving

This paper presents a survey investigating young driving learners’ intention to use a handheld or hands-free mobile phone when driving. A sample of 164 young driving learners completed a questionnaire based on the theory of planned behavior (TPB), which measured people’s intentions to use mobile phone while driving in handheld condition or hands-free condition, along with their attitudes towards the behavior, subjective norms, perceived behavioral control. The regression analysis models revealed that the TPB was able to explain 43% and 48% variance in hands-free mobile phone use intention and handheld mobile phone use intention, respectively, with perceived behavioral control emerging as the strongest predictor. In addition, TPB components, usage frequency and perceived risk were more dependent on gender than age. These results have several theoretical and practical implications. In particular, interventions should emphasize on the risk of hands-free mobile phone use when driving for young drivers, especially for young male drivers.     

Can driving condition prompt systems improve passenger comfort of intelligent vehicles? A driving simulator study

The main trend in the development of intelligent vehicles has been on ensuring comfort, safety, efficiency, and environmental sustainability. However, current research focuses primarily on the safety and energy saving of intelligent vehicles, and a comfortable driving experience through a human–machine interaction system has not been sufficiently investigated. This study used a high-fidelity 6-degree-of-freedom driving simulator to evaluate the impact of an independently-designed vehicle driving condition prompt (DCP) systems on subjective passenger comfort and motion sickness. The experiment showed that when future driving information is obtained through the vehicle DCP systems, the passengers' subjective comfort is improved, motion sickness is alleviated, and the degree of passenger posture instability is reduced. These conclusions contribute toward improving the comfort of autonomous vehicles and providing a reference for the future design of human–machine interaction systems for intelligent vehicles.     

Effect of driving inactivity on driver’s lateral positioning control: A driving simulator study

Overall on-road driving skill is a cumulated acquisition of driving skills learned during training period and furthered tempered with post-licensing driving exposure on the roads. Training serves to develop a person’s basic driving skills to operate safely on the roads at first, while subsequent on-road driving hones the driving skills further. Inactivity from on-road driving can result in deterioration of driving skills. Particularly for the case of inactivity immediately following licensure, which is not uncommon in Singapore, the learned skills can degrade rapidly. This research aims to examine the effect of driving inactivity on the learned driving skill, i.e. lateral positioning control, specifically for young-inexperienced drivers. A series of experiments were conducted on a driving simulator for different subject groups involving active driver, novice driver (freshly-licensed driver), inactive driver (never ever drive upon licensure), and no licence subjects. The participants drove through a stretch of expressway under free-flow conditions, and lane positioning control was monitored. It is found that without on-road driving exposure, driving skills like maintenance of lane positioning control in terms of lane wandering and lane encroachment may deteriorate after some periods of inactivity, i.e. 3 months. The deterioration varies at different rate, with faster deterioration for more complex tasks. The skills level can regress close to un-trained level for complex driving tasks. The findings also suggest that on-road driving exposure is needed to not only retain but also to improve the lane positioning control skills.     

Effects of route familiarity on drivers’ psychological conditions: Based on driving behaviour and driving environment

Route familiarity affects a driver’s mental state and indirectly affects traffic safety; however, this important factor is easily overlooked. Previous research on route familiarity has only analysed psychological states in terms of unfamiliarity and familiarity, the influence of driving behaviour and driving environment on psychological states has been ignored. As a result, the mechanisms through which the route familiarity influence driver psychological states, and vice versa, are unclear. This study proposes a quantitative framework for studying driver psychological condition and route familiarity using experimental data from a real driving task and driving environment data. The experimental data included 1022 observations obtained by 23 participants over 7 consecutive trials on 6 unfamiliar experimental routes with large differences in scenarios; environmental data were automatically extracted after segmenting a driving video through the Dilated Residual NetWorks model. The results reveal that (1) the relationship between the driver’s psychological condition and route familiarity is not monotonic and is different for straight and turning sections; (2) the driver’s psychological condition is influenced by the visual scene elements and the type of road section, and the results of the multivariate regression analysis quantified the variability of the influence; and (3) unlike a majority of findings on distracted driving, our study suggest that the driver’s attention to the external environment in the urban distracted driving state will gradually approach a ‘distraction threshold’, and the time and size of the ‘distraction threshold’ are influenced by the driver. This study can further the development of urban traffic safety research and help urban designers plan and improve urban landscapes to ensure drivers maintain stable mental states when they drive.     

Investigation of drivers’ thresholds of a subjectively accepted driving performance with a focus on automated driving

Lately, the development and implementation of automated driving moved to the center of interest in the automotive industry. In this context, one of the central issues – the configuration of adequate trajectories – is mainly tackled using a technical approach. However, it appears that a technically ideal driving performance does not necessarily coincide with the drivers’ subjective preferences. This study strives to determine thresholds of a subjectively accepted driving performance regarding lateral vehicle control. A second objective is to analyze the influence of selected personal and situational factors on these thresholds. An empirical online survey with 161 participants rating video sequences of driving performances was conducted. The video sequences differed not only with regard to the lateral offset of the ego-vehicle but also concerning the weather (sun/rain) and traffic conditions (existence/driving behavior of oncoming traffic). Additionally, the participants’ driving experience and sensation seeking were considered in the data evaluation. To analyze the data, binary logistic regression analyses were calculated. They revealed that the subjective evaluation of driving performances varies primarily depending on the lateral offset of both the ego-vehicle and the oncoming traffic. The results indicate that regarding the lateral offset certain thresholds of subjectively accepted driving performances do exist. Regarding the development of automated driving systems, two issues need to be considered in order to ultimately guarantee user acceptance. First, the subjective thresholds need to be integrated into the systems’ trajectory planning. Second, the oncoming traffic’s driving behavior has to be considered.     

Identifying the main factors contributing to driving errors and traffic violations – Results from naturalistic driving data

Researchers have identified various factors that likely affect aberrant driving behaviors and therefore crash risk. However, it remains unclear which of these factors poses the greatest risk for either errors or violations under naturalistic driving conditions. This study investigated important variables contributing to driving errors and traffic violations based on naturalistic driving data from the second Strategic Highway Research Program (SHRP 2). In addition, this study identified factors determining the drivers’ willingness to perform common secondary tasks while driving, which have been associated with different degrees of crash risk. Results showed that anger, passenger presence, and persistent individual differences in driver behavior were the main factors associated with committed violations; surprise, high-risk visually distracting secondary tasks, and the driving task demand passing through an interchange were the main factors associated with errors. The willingness to engage in risky secondary tasks while driving appeared to be related to an overall tendency to engage in risky driving behaviors. However, drivers considered the driving context particularly when engaging in visually distracting secondary tasks. This study’s comprehensive approach should be a step towards generating a complete model of the variables that contribute to, or mitigate dangers in traffic.     

Drivers’ driving style and their take-over-control judgment

Advanced driver assistance systems (ADASs), which help a driver drive a car safely and easily (e.g., warning alerts, steering control, and brake/acceleration pedal operation), have increased in popularity. However, such systems have not yet been perfected. Sometimes, humans must take over control from the systems; otherwise, they can cause an accident. In this study, we focused on one of the ADASs, adaptive cruise control (ACC), which automatically maintains a selected distance from the preceding car, and investigated individual differences in take-over-control judgment and related factors. The candidate factors included driver’s manual driving style, driving performance without the ACC, and the usability evaluation of ACC. Ten participants repeated the short, strictly controlled trials in a driving simulator (DS), with a varying value of only one parameter (deceleration of the preceding car) affecting the need for intervention. First, we confirmed that the participants made the judgment based on the dangerousness of the situation and that there were individual differences in the take-over-control judgments. Some participants intervened in the ACC control in less dangerous trials, whereas other participants did not, even if their own car got very close to the preceding car. We conducted a correlation analysis and confirmed the results with the estimation of the confidence interval using a bootstrap method. As a result, we found that driving style and driving performance without ACC had a stronger relationship to the number of interventions, rather than the usability evaluation. In particular, methodical drivers, who obeyed traffic rules and manners, began to intervene in less dangerous situations. The tendency to avoid utilizing brake operations was also related to take-over-control judgment. This might be because the participants intervened by pressing the brake pedal. Our study showed that drivers’ driving style could affect the usage of ACC independently from the performance of the ACC.     

Aggressive driving: Do driving overconfidence and aggressive thoughts behind the wheel,drive professionals off the road?

Aggressive driving has emerged as one of the most studied behaviors in the traffic psychology context due to its association with odds of motor vehicle crashes (MVCs) and especially fatal ones. Nevertheless, behavioral (aggression) and affective (anger) aspects of aggressive driving have been deeply studied; its cognitive part hasn’t gained much attention; However, its role in understanding the process of aggression and designing interventions couldn’t be neglected. This research investigated the contribution of overconfidence (as the driver’s cognitive bias), aggressive thoughts, driver’s aggression, and risk perception in driver’s performance and the number of self-reported active accidents. The unique contribution of this study is its sample of urban bus drivers that have less been studied to date. Structural equation modeling (SEM), and mediation analysis revealed that overconfidence contributes to aggressive driving through aggressive thoughts behind the wheel. Moreover, overconfidence decreased the risk perception and driving performance of individuals, which were associated with a higher number of driver’s accidents. Besides, aggressive thoughts behind the wheel predicted physically aggressive expression and using the vehicle to express anger, which were associated with a decreased level of driving performance and an increased number of accidents. This study brings further evidence, supporting the importance of cognition in understanding and preventing aggressive driving and its adverse outcomes.     

Influence of the median opening length on driving behaviors in the crossover work zone—A driving simulation study

Work zone safety has been a major concern for drivers and transportation agencies. Considering the severe consequences of crossover work zone crashes coupled with the limited literature on the median opening length, this paper aims to investigate the influence of the median opening length on driving behaviors from a behavioral perspective in crossover work zones. A driving simulation study with 32 participants was carried out to investigate the driving performance by metrics (speed, acceleration, maximum steering wheel speed, and lane-changing trajectory) with respect to five median opening lengths. The significant differences of each driving performance metric among various median opening lengths were found in the process of crossing through the median opening on the entrance by-pass and exit by-pass. The results indicated that drivers’ speeds were always higher than the speed limits for all median opening lengths. A narrower median opening may induce risky driving behaviors such as sharp deceleration and decelerating while lane-changing, which may increase speed variance. When crossing through the median opening with a larger length, high speed variance, sluggish lane-changing operations, and improper lane-using behaviors were observed because the excessive lane-changing space provided by the larger median opening length would decrease the situation awareness and increase the speed preference heterogeneity among drivers. Finally, some traffic management strategies were proposed, which can improve the safety and mobility of crossover work zones and further provide a basis for the formulation of related standards.     

Reckless driving behaviour of youth: Does locus of control influence perceptions of situational characteristics and driving behaviour?

The current study examines driving behaviour of youth as a function of desirability, controllability and verifiability of this behaviour, in relation to locus of control. We expected that the occurrence of undesirable behaviour would increase when this behaviour was not visible to others, or could be ascribed to external circumstances. These mechanisms were expected to operate for externally oriented subjects, but less so for internally oriented subjects.A questionnaire was administered to 120 Dutch university students regarding their driving behaviour. The questionnaire described two scenarios in which desirability, verifiability, and controllability of behaviour were systematically manipulated. The primary dependent variable involved judgements on the likelihood that one would engage in a particular behaviour. The data were analysed using ANCOVA. The results supported our expectation that verifiability of behaviour would be more important for externally than for internally oriented subjects. For controllability of behaviour, no such effects were found. Implications and limitations are discussed.     

What attracts attention during police pursuit driving?

Efficient deployment of attention is important to the safe execution of tasks with a high content of visual information, such as driving. Chasing a lead vehicle is an extremely demanding and dangerous task, though little is known of the visual skills required. A study is reported that recorded the eye movements of police drivers and two control groups (novices and age‐ and experienced‐ matched controls) while watching a series of video clips of driving. The clips included pursuits, emergency response drives, and control drives (at normal speeds) around Nottinghamshire, UK. Analysis of gaze durations within certain categories of stimuli revealed that daytime pursuit drives correspond with an increase in gaze durations on a lead car (controlled for exposure), though police drivers direct their attention to other sources of potential hazards, such as pedestrians, more so than other drivers. Copyright © 2005 John Wiley & Sons, Ltd.     

Supporting cooperative driving behaviour by technology – HMI solution,acceptance by drivers and effects on workload and driving behaviour

The paper compares and evaluates three different HMIs (Human Machine Interface) for an ADAS (Advanced Driver Assistance System) supporting cooperative interactions between drivers while merging and turning left. In road traffic, cooperation means that drivers (cooperation partners) coordinate their driving behaviour in a way that they facilitate each other’s intended driving manoeuvres. An experimental study was conducted with 30 participants in a static high-end simulator. The test scenarios included merging onto a motorway and turning left at a rural intersection. As independent variables, the HMI (Baseline vs. Sensor vs. C2X (Car-to-everything)) was varied in addition to the cooperation situation (merging vs. turning left). All HMI variants were based on a HUD (Head-Up Display). In the Baseline condition, the HMI only showed information about speed and navigation. The Sensor HMI visualised additionally the driving situation as it can be detected by the vehicle's own sensors. The C2X HMI was based on C2X communication and also represented the different phases of manoeuvre coordination with the cooperation partner. The traffic flow and the behaviour of the surrounding traffic did not differ between the different HMI variants, in order to ensure that the traffic situation did not influence the participants’ evaluation of the HMI variants. The dependent variables included subjective (e.g. acceptance, usability) and objective measures (e.g. driving and gaze behaviour). The results showed that a system supporting cooperative interactions is generally accepted by drivers. The most preferred system was the C2X HMI. The advantages of a C2X based HMI were an improved user experience leading to a greater intent to use the ADAS for cooperative driving interactions, increased system trust, and an easier handling of the system. The workload of the C2X HMI did not exceed the level reported for the Baseline or the Sensor HMI – although the C2X HMI presented more information. The results are used to derive indications for the design of assistance systems supporting cooperative driving behaviour.     

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.     

Does driving experience in video games count? Hazard anticipation and visual exploration of male gamers as function of driving experience

Risk perception and distribution of visual attention while driving are crucial elements for accident prevention and new-driver improvement. This study investigates how racing videogames could shape the visual exploration of virtual and real road in male pre-drivers. The visual performance of players of racing video games with and without driver’s license was tested in virtual vs. real scenarios. Attention to specific elements of different types of road interactions was monitored using an eye-tracking system. Results showed that habitual use of racing video games was not found to foster a positive effect on users’ distribution of visual attention, supporting visual patterns typical of novice drivers. Gamers without driving experience replicated the same patterns in a real road scenario, ignoring road signs and potential areas of interactions with other drivers, while experienced drivers gamers explored video games roads like real roads. The fact that the gamers’ driving performance was not comparable to drivers in the virtual scenario suggests that there are other variables in the gameplay that create a less complex traffic scene, still the visual complexity of different real road interactions is kept in video game interactions, opening new perspectives towards gamers’ visual exploration of the road.     

Virtually driving: are the driving environments "real enough" for exposure therapy with accident victims? An explorative study.

There is a small but growing body of research supporting the effectiveness of computer-generated environments in exposure therapy for driving phobia. However, research also suggests that difficulties can readily arise whereby patients do not immerse in simulated driving scenes. The simulated driving environments are not "real enough" to undertake exposure therapy. This sets a limitation to the use of virtual reality (VR) exposure therapy as a treatment modality for driving phobia. The aim of this study was to investigate if a clinically acceptable immersion/presence rate of >80% could be achieved for driving phobia subjects in computer generated environments by modifying external factors in the driving environment. Eleven patients referred from the Accident and Emergency Department of a general hospital or from their General Practitioner following a motor vehicle accident, who met DSM-IV criteria for Specific Phobia-driving were exposed to a computer-generated driving environment using computer driving games (London Racer/Midtown Madness). In an attempt to make the driving environments "real enough," external factors were modified by (a) projection of images onto a large screen, (b) viewing the scene through a windscreen, (c) using car seats for both driver and passenger, and (d) increasing vibration sense through use of more powerful subwoofers. Patients undertook a trial session involving driving through computer environments with graded risk of an accident. "Immersion/presence" was operationally defined as a subjective rating by the subject that the environment "feels real," together with an increase in subjective units of distress (SUD) ratings of >3 and/or an increase of heart rate of >15 beats per minute (BPM). Ten of 11 (91%) of the driving phobic subjects met the criteria for immersion/presence in the driving environment enabling progression to VR exposure therapy. These provisional findings suggest that the paradigm adopted in this study might be an effective and relatively inexpensive means of developing driving environments "real enough," to make VR exposure therapy a viable treatment modality for driving phobia following a motor vehicle accident (MVA).     

Identifying effects of driving and secondary task demands,passenger presence,and driver characteristics on driving errors and traffic violations – Using naturalistic driving data segments preceding both safety critical events and matched baselines

Researchers have identified various factors that likely affect aberrant driving behaviors and therefore crash risk. However, it remains unclear which of these factors poses the greatest risk for committing either errors or violations under naturalistic driving conditions. This study investigated important variables contributing to driving errors and traffic violations based on naturalistic driving data from the second Strategic Highway Research Program (SHRP 2). The analyzed driving segments preceded both safety critical events and matched baselines. Results showed that intersection influence, high-risk visually distracting secondary tasks, and the severities of the safety critical events were the main factors associated with driving errors. The primary factors linked to violations were intersection influence, persistent individual differences in driver behavior, and the severities of the safety critical events. Furthermore, the number of aberrant driving behaviors in trip segments preceding crashes was higher than in the matched segments unrelated to safety critical events. However, the most common aberrant driving behavior types in the respective segment groups appeared to resemble each other. This suggests that crashes became more likely due to drivers committing more violations and errors overall as opposed to drivers making one certain type of error or violation.     

It’s all in the mind: The relationship between mindfulness and nomophobia on technology engagement while driving and aberrant driving behaviours

This study investigated the relationship between mindfulness and nomophobia on technology engagement while driving and aberrant driving behaviours. Nine hundred and ninety participants completed an online survey (Female: 68.6%; Age: M = 51.2 years, SD = 15.7, Range = 18.0–84.0 years) that assessed mindfulness, nomophobia, technology engagement while driving, aberrant driving behaviour, and self-reported crashes and infringements during the past two years. Structural equation modelling (SEM) was used to examine the relationships between mindfulness and nomophobia, on one hand, with self-reported engagement with technology while driving and general aberrant driving behaviours (combination of errors, lapses and violations) on the other. The results of the SEM showed that, as expected, mindfulness shared negative relationships with nomophobia, engagement with technology and aberrant driving behaviours, while all other relationships were positive. In terms of engagement with technology, there were direct and indirect paths between nomophobia and mindfulness and engagement with technology. The results of this study demonstrate the positive influence mindfulness can have on nomophobia, engagement with technology while driving, and dangerous driving behaviours that have been associated with crash risk. Mindfulness practices may reduce the effect of nomophobia on engagement with technology while driving and increased dangerous behaviours as a result. This will be increasingly important as modern work and social practices encourage people to increasingly use the phone while driving, and the technology within smart devices, and connectivity of these to the vehicle, increase. More research is needed to understand whether mindfulness-based interventions can reduce nomophobia, and thereby improve driving behaviours and reduce crash rates.     

Professional and non-professional drivers’ stress reactions and risky driving

The aim of the present study was to investigate stress reactions, speeding, number of penalties and accident involvement among different driver groups (taxi drivers, minibus drivers, heavy vehicle drivers, and non-professional drivers). A total number of 234 male drivers participated in the study. The participants were asked to complete the Driver Stress Inventory (DSI) together with a demographic information form. Five dimensions of the DSI were measured; aggression, dislike of driving, hazard monitoring, fatigue proneness, and thrill-seeking. After controlling the effects of age and annual mileage, the results of the ANCOVAs revealed differences between different driver groups in terms of both risky driving behaviours and stress reactions in traffic. Regression analyses indicated that aggression, dislike of driving, and hazard monitoring dimensions of the DSI were related to accident involvement after controlling for the effects of age, annual mileage and driver group. Dislike of driving and thrill-seeking dimensions of the DSI were related to speeding on in-city roads.