Driving violations,aggression and perceived consensus

A questionnaire survey of 171 English drivers investigated the relationships between trait aggressiveness, self-reported driving violations, and perceptions of the commission of driving violations by others, using the extended violation scale of the Manchester Driver behaviour Questionnaire (DBQ). Drivers who were relatively high on trait aggressiveness reported committing more traffic violations than those who had lower scores. Both aggressive and non aggressive drivers believed that others committed the driving offences more often than they did themselves, although those with a higher score for trait aggressiveness had a greater tendency to do so. The commission of both aggressive and Highway Code violations was predicted by trait anger. Those high on anger and hostility were also more likely to have been involved in a road traffic accident. The implications for road safety interventions are discussed.     

Psychometric adaption of the impulsive driver behavior scale in a Chinese sample

Impulsivity plays an important role in aberrant driving behavior and crash involvement. The purpose of this study was to evaluate the reliability and validity of the Impulsive Driver Behavior Scale (IDBS, Bıçaksız & Özkan, 2016a) with a Chinese sample. Two hundred and ninety-nine drivers completed the Chinese version of the Impulsive Driver Behavior Scale, the Driver Behavior Questionnaire, the Big Five Inventory and some social-demographic and traffic violation items. A confirmatory factor analysis indicated that a four-factor solution with 20 items yielded a better fit to the data than other solutions. The reduced IDBS showed good reliability and a stable structure. Drivers’ functional impulsivity was positively correlated with positive driver behavior and some ordinary violations. Meanwhile, the other three dimensions of dysfunctional impulsivity showed negative correlations with positive driver behavior and positive associations with aberrant driving behavior and penalty points and fines. Impulsive driver behavior is also associated with agreeableness and conscientiousness. These results provide evidence supporting the IDBS as a reliable and valuable instrument for measuring driving impulsivity in the Chinese traffic environment.     

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.     

Predicting aggressive driving behavior: The role of macho personality,age, and power of car

A study is presented that explored the role of macho personality, age, and power of car as predictors of aggressive driving behavior. A total of 154 male motorists completed two subscales of the Hypermasculinity Inventory as a measure of macho personality and self‐reports of aggressive driving behavior based on the Driver Behaviour Questionnaire. They also provided information about their age, annual mileage, horsepower of their car, and features that had guided their choice of a car. A multiple regression analysis showed that each of the predictors was significantly related to aggressive driving: Younger motorists, those driving powerful cars, and those showing macho personality were significantly more likely to report driving aggression. Together, the three predictors accounted for 35.8% of the variance. In addition, macho men assigned greater importance to speed and sportiness of a car and less importance to safety aspects than nonmacho men. The findings are discussed with reference to individual and situational explanations of driving aggression. Aggr. Behav. 28:21–29, 2002. © 2002 Wiley‐Liss, Inc.     

The different effects of personality on prosocial and aggressive driving behaviour in a Chinese sample

Dangerous driving behaviours, as a direct cause of accidents and death, are the focus of considerable research attention. However, unlike unsafe driving behaviours, few studies have explored safe driving behaviours and their effects on road traffic. This study aims to verify the Chinese version of the Prosocial and Aggressive Driving Inventory (PADI) and then investigate the relationship between personality and aggressive/prosocial driving behaviours. A total of 303 licensed drivers were recruited, and they voluntarily and anonymously completed the PADI, the Driving Behaviours Questionnaire (DBQ), and personality scales (anger, sensation-seeking and altruism). The results of this research confirmed the reliability and validity of the Chinese PADI. Most importantly, it was found that different relationships between different personalities and aggressive/prosocial driving behaviours. Specifically, individuals with high altruism exhibited more prosocial driving behaviours, while individuals with high sensation seeking presented more aggressive driving behaviours. The importance of these findings lies in two main potential implications: developing an effective measurement of prosocial driving behaviours in China and providing favourable evidence to guide drivers toward more prosocial driving behaviours.     

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.     

Evaluation of Two New Scales Assessing Driving Anger: The Driving Anger Expression Inventory and the Driver's Angry Thoughts Questionnaire

This study assessed the validity of the Driving Anger Expression Inventory (DAX) and Driver's Angry Thoughts Questionnaire (DATQ). Scales within the DAX and DATQ appeared to assess separate, correlated constructs. Aggressive forms of thinking and anger expression correlated positively with each other, trait driving anger, aggressive and risky behavior, some crash-related conditions, general trait anger, and general forms of anger expression. Positive, constructive forms of thinking and anger expression correlated positively with each other, but minimally or negatively with other variables. Specific aggressive forms of thinking and anger expression formed stronger links with each other than other forms of expression, supporting the discriminant validity of the DATQ and DAX. Hierarchical regressions with DATQ and DAX scales entered after other variables showed that they added explained variance above and beyond other measures, supporting the discriminant and incremental validity of these scales. It was concluded that the DAX and DATQ have utility for researchers and clinicians interested in angry drivers.     

The Driving Anger Expression Inventory: A Validity Study with Community College Student Drivers

This study explored the relationship of driving anger expression to driving anger, trait anger, general anger expression, and aggressive and risky behavior while driving. Verbal, physical, and vehicular forms of expressing anger while driving correlated positively with each other, driving and trait anger, anger-in, and anger-out and negatively with adaptive/constructive driving anger expression and general anger-control. Adaptive/constructive expression formed small negative correlations with these measures, except for a positive correlation with anger-control. Regression models controlling for demographic variables and driving anger, trait anger, or general anger expression demonstrated forms of driving anger expression added variance to predicting aggressive and risky behavior. Forms of driving anger expression partially mediated the effects for driving anger, trait anger, and general anger expression on aggressive and risky behavior. No moderation effects were found for age, gender, or miles driven. Findings provided evidence for convergent and incremental validity for the Driving Anger Expression Inventory.     

Implicit theories in driving: Scale development,validation, and predictive role on violations and driving self-efficacy

Implicit theories focus on how ability may be perceived by individuals. There are two main beliefs: entity beliefs (i.e., driving ability is a gift) and incremental beliefs (i.e., driving ability is improvable through effort). Implicit theories have been studied in various domains (e.g., education, sport), but never in driving, even though they could improve the knowledge of drivers’ psychological characteristics. The first objective of the present study was to develop and validate a questionnaire measuring implicit theories in driving. The second objective was to assess the predictive role of implicit theories on violations and driving self-efficacy, and the moderating role of gender. In study 1, confirmatory factor analysis, analyses of gender invariance, and concurrent validity were assessed to validate the questionnaire named Implicit Theories in Driving Questionnaire (ITDQ). In study 2, the predictive role of implicit theories on violations and driving self-efficacy was evaluated using multiple regression analyses. Moderation analyses evaluated the moderating role of gender on the relationships between implicit theories and violations, along with driving self-efficacy. The ITDQ showed acceptable psychometric properties. The results highlighted that entity beliefs positively predicted aggressive violations and negatively predicted driving self-efficacy. Conversely, incremental beliefs negatively predicted ordinary violations and positively predicted driving self-efficacy. The ITDQ is a valid scale now available for assessing implicit theories in driving, that have been shown to influence self-reported driving behavior. Future research on implicit theories in driving may help to better understand the psychological characteristics of at-risk drivers and improve driver’s training, to reduce the number of road accidents.     

Validation of the German version of the Driver Skill Inventory (DSI) and the Driver Social Desirability Scales (DSDS)

The psychometric properties of the new German versions of the Driver Skill Inventory (DSI) and the Driver Social Desirability Scales (DSDS) were examined. The DSI is a self-report measure assessing perceptual-motor skills and the safety motive as two important aspects of driving behavior. Self-report measures, however, are susceptible to socially desirable responding (SDR) which is why both general and specific driving-related SDR scales have been developed: Based on the Balanced Inventory of Desirable Responding (BIDR), the DSDS taps Driver Impression Management and Driver Self-Deception as two important aspects of SDR. In two validation studies with less experienced (N = 130) and experienced drivers (N = 1199), both inventories showed the expected two-factor structure and satisfactory internal consistency. In Study 1, self-ratings were compared with and confirmed by peer-ratings. In both studies, we accumulated evidence of convergent and discriminant validity for the German version of the DSI by correlating it with demographic, driving-specific, and personality measures, including the Big Five, Type A behavior, and sensation seeking. The DSI seemed to be only marginally contaminated by SDR.     

Driver social desirability scale: A Turkish adaptation and examination in the driving context

Self-report data collection methods are widely used techniques to gather information in studies related to road safety. One of the most considerable limitations of self-reports is social desirability bias. One way to overcome the possible detrimental effects of socially desirable responding is to control it by using social desirability scales. With respect to that, the present study aims to adapt the Driver Social Desirability Scale into Turkish, examine its construct validity, and investigate the relationship between social desirability and driving-related measures. A total of 351 drivers between the ages of 19 and 59 completed a questionnaire including a demographic information form, the Driver Behavior Questionnaire (DBQ), the Driver Skill Inventory (DSI), the Two-Dimensional Social Desirability Scale (SDS), and the Driver Social Desirability Scale (DSDS). Factor analysis supported the two-factor structure of the DSDS in the Turkish sample. Social desirability correlated positively with age and driving experience. Female drivers reported higher levels of driver impression management, while male drivers scored higher on self-deception. Driver impression management was associated negatively with violations and perceptual-motor skills and positively with safety skills. Lastly, driver self-deception was positively related to violations, positive driver behaviors, perceptual-motor skills, and safety skills. The study shows that the Turkish version of the DSDS is a reliable and structurally valid instrument with incremental validity compared to the general social desirability measure in predicting driving-related outcomes.     

Individual differences in stress and fatigue in two field studies of driving

This paper reports the findings of two field studies of Australian drivers in which individual differences in stress and fatigue were investigated. In the first study, 58 professional drivers completed measures of mood, fatigue and other subjective stress state measures, before and after performing a prolonged driving trip. The results indicated that the scales were sensitive to increased fatigue following the driving trip, and correlated appropriately with Fatigue Proneness, a driver stress trait. In the second study, 104 non-professional drivers completed identical subjective stress state measures as the professional drivers, before and after performing a driving trip. Drivers completed a measure of driving-related stress traits, the Driver Stress Inventory (DSI), and a measure of coping, the Driving Coping Questionnaire (DCQ). Both measures were predictive of state response to driving, and the association between Fatigue Proneness and post-drive fatigue found in the first study was replicated. Findings from these studies suggest that fatigue and stress reactions to driving are psychometrically distinct, but may have some common antecedents, such as use of emotion-focused coping. The studies confirm the importance of fatigue and stress as potential safety problems, but also highlight the role of individual differences in response to the demands of driving.     

An application of the driver behaviour questionnaire in an Australian organisational fleet setting

This study reports on the utilisation of the Manchester Driver Behaviour Questionnaire (DBQ) to examine the self-reported driving behaviours of a sample of Australian fleet drivers (N = 443). Surveys were posted to participants who agreed to participate in the study. PCA factor analysis with oblique rotation identified a three factor solution which supports previous research that has demonstrated distinctions between different driving practices (e.g., errors, highway code violations and aggressive driving violations). However, a larger number of items traditionally related with highway code violations were found to be associated with aggressive driving acts among the current sample. Additional analysis revealed that the DBQ factors were negatively related with self-reported traffic offences, although at a multivariate level only the number of kilometres driven each year (i.e., exposure) proved to be predictive of incurring fines/demerit points. This paper further outlines the major findings of the study and highlights implications regarding the utilisation of the DBQ within fleet settings to examine on-road behaviour among professional drivers.     

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.     

Social exclusion affects aggressive driving behaviour: The mediating effect of prosocial tendencies and driving anger

Social exclusion—being rejected or ignored by individuals or groups—is a common and adverse experience in social life. As a social activity, driving behaviour can be influenced by many factors. Whether social exclusion is one of these factors is an open question. Therefore, the aim of this study is to explore the impact of the social exclusion experience on individuals and their driving behaviours and the mediating effect of prosocial tendencies and driving anger. A total of 240 (104 males and 136 females) participants from China completed a questionnaire including the Ostracism Experiences Scale (OES), the prosocial tendencies measure (PTM), the Driving Anger Scale (DAS) and the Driver Behaviour Questionnaire (DBQ). The hierarchical multiple regression analysis and pathway analysis results showed that social exclusion experience and driving anger positively predicted aberrant driving behaviours (including aggressive violations, ordinary violations, lapses and errors), while prosocial tendencies had a negative impact on aberrant driving behaviour. Moreover, prosocial tendencies and driving anger mediated the relationship between social exclusion and driver behaviour, accounting for 11.18% and 46.71% of the total effect, respectively. The chain-mediated effect of prosocial tendencies and driving anger was also significant, accounting for 5.26% of the total effect of social exclusion on driver behaviour. This study examines the mechanisms underlying social exclusion experiences that positively predict individuals' unsafe driving behaviours, thereby filling a gap in social exclusion research and suggesting new avenues of exploration into the personal and social influences that affect driving behaviours.     

Dimensions of driver anger, aggressive and highway code violations and their mediation by safety orientation in UK drivers

Aggressive behaviour on the roads is reported to be on the increase. This study administered Driving Anger Scale (Deffenbacher et al. (1994). Development of a driving anger scale. Psychological Reports, 74, 83–91.), the Driver Behaviour Questionnaire, and the Driving Skill Inventory to a sample of 270 British drivers. Factor analysis of the Driving Anger Scale items yielded three factors measuring anger generated by the reckless driving, direct hostility and impeded progress by others—contrary to the six subscales found with the original US sample. Younger drivers and low mileage drivers were more likely to exhibit all three types of driving anger, but no differences between male and female drivers were found. In addition, a driver’s safety orientation predicted (negatively) anger evoked by impeded progress and direct hostility whereas self-assessed perceptual-motor skills were positively related to anger generated by impeded progress. Both Highway Code and aggressive violations were significantly related to the anger factors, and, using the procedure by Baron and Kenny (Baron & Kenny (1986). The moderator–mediator variable distinction in social psychological research: conceptual, strategic, and statistical considerations. Journal of Personality and Social Psychology, 51, 1173–1182.), the prediction of violating behaviour (Driver Behaviour Questionnaire) by reported anger was shown to be mediated by the self-assessed safety skill scale but not the perceptual-motor skill scale (Driver Skill Inventory), and moderated by neither. Implications for driver education countermeasures are noted.     

Exploring associations between self-reported executive functions,impulsive personality traits,driving self-efficacy,and functional abilities in driver behaviour after brain injury

ObjectiveThe assessment of self-awareness and self-efficacy as they relate to driving after stroke and TBI is lacking in the literature where the focus has tended to be on neuropsychological testing of underlying component of cognition in predicting driving outcome. Therefore, this study aims to investigate the associations between self-rating of higher-level functions and post-injury driving behaviour.MethodsThe present one-year follow-up study included twenty-four adults with stroke and ten adults with traumatic brain injury (TBI) deemed suitable for driving after a comprehensive driving evaluation according to Norwegian regulations. In addition, but not part of the decision making, baseline measurements included self-rating of executive functions (Behaviour Rating of Executive Function (BRIEF-A)), impulsive personality traits (UPPS Impulsive Behaviour Scale), driving self-efficacy (Adelaide Driving Self-Efficacy Scale (ADSES)), and functional abilities (Awareness Questionnaire (AQ)). Follow-up measurements twelve months after baseline were collected, the ADSES, AQ, and Swedish Driver Behaviour Questionnaire (Swedish DBQ).ResultsPerceived driving self-efficacy and functional abilities did not change from baseline to follow-up. Baseline perceived executive functions and impulsive personality traits were significantly associated with driving self-efficacy at follow-up. Lower self-efficacy and functional abilities were associated with lower driving mileage and increased use of compensatory driving strategies, whereas lower self-efficacy beliefs were associated with driver mistakes and inattention. Driver violations and inattention were associated with minor accidents.ConclusionThe present study demonstrates that higher-level functions such as executive functions, impulsive personality traits, driving self-efficacy and functional abilities, influence post-injury accident involvement mediated through proximal driving factors such as driver inattention. Further evidence is warranted to explore self-rating measures compared to performance-based methods as predictors of risky driver behaviour, crashes, and near misses.