The quiet passenger: Cognitions,avoidance, and onset among people with driving anxiety

BackgroundAnxiety over driving can have consequences for road safety and individual well-being. This area is under-researched in Australia, despite international research suggesting that most drivers experience some level of anxiety over driving.ObjectivesThis study aimed to contribute to the understanding of driving anxiety by 1) confirming the factor structure of two questionnaires designed to understand the concerns (Driving Cognitions Questionnaire: DCQ) and avoidance behaviours (Driving and Riding Avoidance Scale: DRAS); 2) providing evidence of anxiety manifestations in Australian drivers, and 3) understanding whether these differ according to the initial onset of this anxiety.MethodsA total of 1,600 people (77% females; age ranging from 18 to 89 [M = 27.92; ± 13.49], 75% licenced, 20% learning, 5% unlicenced) in Australia who identified as having “some” level of anxiety over driving, completed an online questionnaire regarding their anxiety.ResultsConfirmatory Factor Analyses showed the two-factor structure of the DRAS (general and traffic avoidance; and weather and riding avoidance) and the two-factor structure of the DCQ (crash-related concerns and social and panic related concerns) best fit the data. The most common anxiety onsets were crash involvement (14%), knowing someone who had been in a crash (9%) and due to criticism from others (9%). While no differences emerged between these groups on avoidance behaviour nor on crash concerns, social and panic concerns were higher for the criticism onset group.ConclusionsThe results demonstrate difference sources of anxiety and provide evidence of the importance of interactions with passengers in determining how a driver feels about the driving task.Practical implicationsAvenues for the reduction or avoidance of anxiety are proposed. These include better awareness and education for drivers regarding the importance of positive interactions and/or well as better journey management to avoid triggers of anxiety.     

The role of trait emotional intelligence in driving anger: The mediating effect of emotion regulation

Emotions during driving have an essential impact on driving safety. This study aims to explore the relationships among emotional intelligence, emotional regulation, driving anger and related behaviour. A total of 304 drivers (aged 18–57) completed online questionnaires, including the trait emotional intelligence (TEI) scale, difficulties in emotional regulation scale (DERS), driving anger scale (DAS) and driver anger expression inventory (DAX). The results showed that the influence of TEI on maladaptive driving anger expression was negative, and individuals with higher emotional intelligence showed less maladaptive expressions of driving anger. Difficulties in emotion regulation played a mediating role between emotional intelligence and driving anger. These results suggest that drivers with high emotional intelligence and emotion regulation may face driving situations calmly and with a high level of driving safety.     

Predicting intentions to text and call while driving using the theory of planned behaviour

There is extensive evidence that using a mobile phone while driving causes degradation in driving performance, and thereby results in reduced safety on the road. The present study examined intentions to use mobile phones while driving using the Theory of Planned Behaviour (TPB). A total of 212 Ukrainian drivers (mean age = 35 years SD = 10 years; males = 82%) completed a survey that included measures of the TPB components related to intentions to send or read text messages or to make or receive handheld phone calls across two different scenarios; one where they were running late, and the other when they were not in a hurry. Measures of the frequency of mobile phone use were also collected. The results showed that 63% of the sample reported using a mobile phone while driving at least daily, with the most frequent types of usage being making and answering a phone call with a handheld device. The most consistent predictor of intentions to interact with a mobile phone while driving was having a positive attitude towards doing so. Perceived behavioural control was also significantly and positively associated with mobile phone use while driving, but only a small number of associations were found with subjective norms. Our results suggest that intentions to interact with mobile phones while driving may be context specific.     

Allocation of attention in familiar and unfamiliar traffic scenarios

Increased travel worldwide has led to an escalation of road traffic accidents, particularly among tourists driving in unfamiliar, opposite traffic flow driving scenarios. Ability to allocate attention to driving-relevant information and regions is predicted to be the main cause of tourist accidents, with a lack of attention directed to areas of space that are inhibited in familiar traffic conventions but relevant in overseas driving. This study investigated the influence of habit and expectancy on driver behaviour and allocation of attention in familiar (left-hand traffic; LHT) and unfamiliar (right-hand traffic; RHT) contexts. Twenty-eight drivers from the UK were presented with video clips of driving taken in the UK and in Poland and asked to judge whether it was safe to enter a roundabout in each clip. Half were given information about differences in LHT and RHT situations prior to the task. Judgement performance was not influenced by this information, however accuracy was higher for LHT and the RHT task was rated more difficult, supporting the notion that driving in unfamiliar surroundings is more effortful. In LHT both groups made more fixations to the right side of each roundabout, however in RHT, whilst the control group allocated attention in the same way, the intervention group made significantly more fixations to the left. Pre-drive preparatory information can therefore increase attention to the most relevant areas of space in unfamiliar driving contexts. This has implications for drive tourism and it is suggested that such information is made more explicit to drivers.     

Readiness to accept Western standard of beauty and body satisfaction among Muslim girls with and without hijab

The purpose of this paper was to determine whether there is a difference in the readiness to accept Western standards of beauty in which thinness is an ideal of beauty and attractiveness, as well in body and appearance satisfaction between Muslim adolescent girls attending madrassa and dressing in accordance with tradition, that is to say wearing hijab, and Muslim adolescent girls who do not wear hijab and who follow contemporary Western‐influenced fashion trends. Both of these groups were also compared to a non‐Muslim group of adolescent girls. The sample consisted of 75 Muslim adolescent girls with hijab, 75 Muslim adolescent girls without hijab and 75 Orthodox adolescent girls. The following instruments were used: the Eating Attitudes Test (EAT‐26), the Sociocultural Attitudes towards Appearance Questionnaire (SATAQ‐3) and the Contour Drawing Rating Scale (CDRS). The highest level of body satisfaction (despite this group having the highest body weight in the sample) was evident among Muslim adolescent girls attending madrassa and wearing hijab. They also showed significantly less pressure to attain the Western thin‐ideal standards of beauty than adolescent girls who accept Western way of dressing. Research results indicate a significant role of socio‐cultural factors in one's attitude towards the body image, but also opens the question of the role of religion as a protective factor when it comes to the body and appearance attitude among Muslim women who wear hijab.     

Socio-economic and driving experience factors affecting drivers’ perceptions of traffic crash risk

Drivers are estimated to contribute an overwhelming proportion to the burden of traffic crashes, as factors that increase crash risk are frequently due to unsafe driving behaviours. The relationship between risk perceptions and people’s risky driving behaviours is still not well understood. This paper aims to further analyse the potential effect of risky driving behaviours on drivers’ perceptions of crash risk and differences in perceptions among drivers.Crash risk perceptions in an inter-city, two-way road context of 492 drivers were measured by using a Stated Preference (SP) ranking survey. Rank-ordered logit models were used to evaluate the impact on risk perception of five unsafe driving behaviours and to identify differences in drivers’ risk perceptions. The five unsafe driving behaviours considered in the analysis were respectively related to whether or not the driver follows the speed limits, the rules of passing another car and the safe distance, whether or not the driver is distracted, and whether or not she/he is driving under optimal personal conditions.All risky driving behaviours showed a significant potential effect (p < 0.001) on crash risk perceptions, and model’s results allowed to differentiate more important from less important unsafe driving behaviours based on their weight on perceived crash risk. Additionally, this paper further analyses the potential differences in risk perception of these traffic violations between drivers of different characteristics, such as driving experience, household size, income and gender.The SP technique could be applied to further analyse differences in perceptions of risky driving behaviours among drivers. Future research should consider the potential effect of driving skill on perceptions of risky driving behaviours.     

Developing the Impulsive Driver Behavior Scale

The aim of the present study is to develop a driving context specific impulsivity scale. First, a qualitative study was conducted by interviewing 20 individual drivers to develop the scale items based on the definitions of the basic impulsivity dimensions in the literature. Then, a quantitative study with a total of 506 individual drivers to examine the psychometric qualities of the newly developed Impulsive Driver Behavior Scale. In addition, the variance in driver behaviors, namely violations, errors, lapses and positive driver behaviors measured by the Driver Behavior Questionnaire (DBQ; Reason, Manstead, Stradling, Baxter, & Campbell, 1990) explained by the general impulsivity scales in the literature and the newly developed scale were compared. In all the comparisons, Impulsive Driver Behavior Scale explained higher amount of variance than the general impulsivity scales. Finally, it was found that the newly developed driving context specific impulsivity scale had incremental validity over the general impulsivity scales in predicting driver behaviors.     

Obstacle avoidance under automated steering: Impact on driving and gaze behaviours

Within the context of more and more autonomous vehicles, an automatic lateral control device (AS: Automatic Steering) was used to steer the vehicle along the road without drivers’ intervention. The device was not able to detect and avoid obstacles. The experiment aimed to analyse unexpected obstacle avoidance manoeuvres when lateral control was delegated to automation. It was hypothesized that drivers skirting behaviours and eye movement patterns would be modified with automated steering compared with a control situation without automation. Eighteen participants took part in a driving simulator study. Steering behaviours and eye movements were analysed during obstacle avoidance episodes. Compared with driving without automation, skirting around obstacles was found to be less effective when drivers had to return from automatic steering to manual control. Eye movements were modified in the presence of automatic steering, revealing further ahead visual scanning of the driving environment. Resuming manual control is not only a problem of action performance but is also related to the reorganisation of drivers’ visual strategies linked to drivers’ disengagement from the steering task. Assistance designers should pay particular attention to potential changes in drivers’ activity when carrying out development work on highly automated vehicles.     

Effects of a front-seat passenger on driver attention: An electrophysiological approach

The human attention system is limited in capacity, and when performing two concurrent tasks there is competition for cognitive resources. This is particularly important in dangerous scenarios, such as driving on sharp curves where deficits in performance can be caused by various sources of distraction, including the presence of a passenger in the vehicle. In the present study, a dual-task paradigm was employed to examine the nature of attentional limits while operating a driving simulator in the presence of a passenger. The primary driving task had two levels of difficulty and event-related potentials (ERP) were collected from a secondary auditory task. In addition to several driving performance measures, our main ERP of interest was the P300. In dual-task studies, increases in primary task difficulty have been shown to reduce the amplitude of the P300 elicited by a secondary task. This presumably occurs because attentional resources initially dedicated to the secondary task are consumed by the primary task. The present results showed that compared to driving solo, the presence of a passenger was associated with a decrease in P300 amplitude in the more difficult driving conditions. These results suggest that in-car passengers may consume valuable resources in difficult driving situations that require more attentional focus in the first place.