Increasing following headway with prompts, goal setting, and feedback in a driving simulator

We evaluated the effects of prompting, goal setting, and feedback on following headway of young drivers in a simulated driving environment and assessed whether changes produced in following headway were associated with reductions in hard braking when drivers were and were not using cell phones. Participants were 4 university students. During baseline, drivers spent half of the time talking on cell phones while driving. At the start of the intervention, drivers were prompted to increase following headway while on the cell phones and were provided a specific target for following headway. Drivers were given feedback on increasing following headway when on cell phones at the end of each session. The intervention package was associated with an increase in following headway and a decrease in hard braking when participants were on and off the cell phones. Cell phone use did not affect any of the measures.     

Identifying and Remedying Failures of Selective Attention in Younger Drivers

ABSTRACT— Newly licensed drivers are disproportionally involved in fatal crashes, and there is evidence that failure to attend to potentially relevant information is a major contributor to this problem. Corroborating this, in controlled scenarios on a driving simulator, we have found that younger drivers attend to (i.e., fixate) target regions in the virtual world that contain information about potential risks much less frequently than do more experienced drivers. We have developed a PC-based training program that substantially improves younger drivers' attention to these regions in the driving simulator and have recently replicated these training results on the road in a real driving situation.     

Intermittent explosive disorder and other psychiatric comorbidity among court-referred and self-referred aggressive drivers

We assessed possible Axis I and Axis II disorders in two groups of aggressive drivers (n=20, court-referred; n=10, self-referred) and 30 non-aggressive driver controls, using the SCID and SCID-II. Aggressive drivers were more likely than controls to be positive for any Axis I and Axis II disorders. They were also more likely to meet the criteria for Intermittent Explosive Disorder (IED), current or past alcohol or substance abuse or dependence and Antisocial PD and Borderline PD. The self-referred aggressive drivers were more likely than court-referred aggressive drivers to meet the criteria for a current or past Anxiety Disorder. Re-analysis of aggressive driver data on the basis of presence or absence of IED revealed differences only in Axis II disorders: those with IED were more likely to meet the criteria for any Axis II disorder and Antisocial PD.     

Anger,aggression, risky behavior,and crash-related outcomes in three groups of drivers

High anger drivers who acknowledged problems with driving anger and were interested in treatment were compared to high and low anger drivers who did not acknowledge problems with driving anger or want treatment. Although high anger drivers who acknowledged problems reported greater anger on two measures than high anger drivers who did not acknowledge problems, both high anger groups tended not to differ from one another and were more frequently and intensely angered when driving, reported more aggressive and less adaptive/constructive forms of expressing anger while driving, engaged in more aggressive and risky behavior on the road, and experienced more of some accident-related outcomes than low anger drivers. High anger groups did not differ from each other, but reported more trait anxiety and anger and more outward negative and less controlled general anger expression than the low anger group. The two groups of high anger drivers, however, require different types of interventions given their state of readiness for driving anger reduction. Results were also interpreted as supportive of the state-trait model of anger and construct validity of the Driving Anger Scale.     

Racial microaffirmations as a response to racial microaggressions: Exploring risk and protective factors

The urgency of the Black Lives Matter movement, and societal inequities emerging amid the COVID-19 pandemic call researchers to better understand the implications of racism in the lives of People of Color. In this paper, we utilize Critical Race Theory (CRT) to extend theorizing on the concept of racial microaffirmations as a response to everyday systemic racism—racial microaggressions. We reframe the psychological concept of risk and protective factors to illustrate the relationship between racial microaggressions and microaffirmations. Our findings identify types of racial microaffirmations experienced by Students of Color at a public four-year institution in California. We explore how these microaffirmations are experienced and the effects they have on the students well-being.     

Slow down! Get off that phone! The impact of a high school road safety education program in influencing whether a young person speaks up to a risky driver

Risky driving behaviours such as mobile phone use and speeding remain common among young people, thereby contributing to their over-representation in road crashes. There is much evidence that similar-aged peer passengers can have a negative impact on a young driver’s behaviour; however, there is also research that supports the positive influence that peer passengers can have when they speak up about risky behaviours. Road safety education programs, such as the Royal Automobile Club of Queensland’s (RACQ) Docudrama program, aim to help young people understand the important role they play as peer passengers and, thus, the importance of being willing to speak up to a driver who may be engaging in risky behaviours. Extending on a previous evaluation of the RACQ Docudrama program, the current study uses an Extended Theory of Planned Behaviour framework to evaluate the program’s effectiveness in influencing peer passengers’ intentions and self-reported behaviour in speaking up against risky driving behaviours, including mobile phone use and speeding. A repeated-measures design compared participants’ responses over 3 time-points: Time 1 (one month before participating in the program), Time 2 (immediately after having participated in the program), and Time 3 (three months after program participation). The results indicate that levels of anticipated regret for having not spoken up were higher following participation in the program suggesting that it encouraged young people to consider how they would feel if something was to happen and they, as passengers, had not tried to prevent it by speaking up. Three months after participating in the program, the majority of participants reported that they were positively influenced by the program in terms of engaging in safer behaviours as passengers; although the significant effects regarding improvements were observed only immediately after participating in the program. The implications of such findings are discussed in terms of the need for some type of ‘booster’ post-program participation to capitalise on the positive immediate effects that the program evokes.     

Validation of the F-DBQ: A short (and accurate) risky driving behavior questionnaire for long-haul professional drivers

Although the Driving Behavior Questionnaire (DBQ) remains the most known tool for assessing risky road behaviors among motor vehicle drivers, recent studies have raised several concerns on the specificity of both driving task conditions and behavioral repertory of certain segments of the driving population. Among them, long-haul (cargo) professional drivers constitute one of the “intensive driving” groups for which the existing adapted behavioral research tools are still very scarce.PurposeThe aim of the present study was to test and validate the F-DBQ (or “Freight Driving Behavior Questionnaire”), a short version of the DBQ adapted to the occupational driving conditions and typical road risk behaviors of freight drivers.MethodFor this cross-sectional study, a sample of n = 982 Spanish long-haul drivers with a mean age of 48.5 years was used, responding to a questionnaire composed of measures on road risk behaviors (DBQ), fatigue (Checklist Individual Strength – CIS and Need for Recovery Scale – NFR) and job stress (Effort–Reward Imbalance questionnaire – ERI).ResultsThrough competitive Confirmatory Factor Analyses (CFA) with structural equation models, it was found that the F-DBQ has a clear dimensional structure, a fair goodness-of-fit, high factorial weights, internal consistency, convergent and discriminant validity and an improved fit to long haul drivers’ working conditions. Also, both (general and work-related) fatigue and job stress have shown to have a significant role in explaining risky road behaviors of long-haul drivers.ConclusionThe findings of this study support that an abbreviated version of the Driving Behavior Questionnaire (the F-DBQ) can be used to assess traffic violations and errors among long-haul drivers, in consideration of their specific task-related conditions (that qualitatively differ from other groups of drivers), with potential implications on the enforcement of occupational and road safety research.     

The role of feedback in shaping responses to risky road scenarios: Evidence from electrodermal activity

When faced with hazardous driving situations, rapid and effective risk perception and decision-making processes are of crucial importance for avoiding crashes. In these cases, the processes are accompanied and influenced by underlying psychophysiological mechanisms such as electrodermal activity (EDA) modulations. The present work aims to assess the psychophysiological mechanisms underlying participants’ risk perception and decision-making when facing risky road scenarios, as correlated to the feedback role in modulating participants’ behavior. Study 1 (n = 32) explores the behavioral effects of administering a contingent feedback in a decision (decision-making) and an evaluation (risk perception) task in response to a set of risky and not risky images. The behavioral data reveal an effect on the participants’ probability of response, independently from the type of image presented, when the feedback was administered. In the decision task, the effect is accompanied by a change in the amplitude and percentage of the skin conductance responses (SCRs), which are moderated by block of trials. Study 2 (n = 44) better assesses the role of task and block on participants’ physiological activation, as measured by EDA signal. The results show an increase in psychophysiological activation when the feedback is delivered, in the first part of the tasks, both in terms of SCRs amplitude and percentage to the presented road scenarios, followed by a decrease in the second part of the tasks. Moreover, this effect is more evident in the decision task than the evaluation task. These findings suggest that the role exerted by feedback when facing risky traffic images may be described as based on an associative process that, once the correct response has been learned, tends to be reduced as it becomes automatic. Overall, the results of the two studies represent an important step toward the development of training programs aimed at promoting safer behaviors in risky driving contexts.     

Development of the Questionnaire on the Acceptance of Automated Driving (QAAD): Data-driven models for Level 3 and Level 5 automated driving

Automated driving comes with many promises like zero traffic casualties that are, however, only realizable given their technological development and public acceptance for wide-spread deployment. To investigate the potential acceptance, we developed a new data-driven questionnaire focusing on drivers and barriers of the anticipated possible (non-)adoption of automated driving (AD). Therefore, we conducted a cross-sectional questionnaire study with 725 respondents (351 female, 374 male) ranging from 18 to 96 years. We applied exploratory and confirmatory factor analyses and structural equation modeling, to pursue the overarching goal to develop the QAAD questionnaire (short and long version for SAE Level 3 (L3) and 5 (L5) AD). Hence, we identified the three latent factors PRO (positive aspects), CON (negative aspects), and NDRTs (non-driving related tasks) of L3 (short: 9 items; long: 16) and L5 (short: 11, long: 17), respectively. Additionally, we queried general questions on AD (8 items) and extracted the two factors Early Adoption/Pro AD and Sustainability. Our findings and the goodness-of-fit indices suggest data-driven models for L3 and L5 automated driving and on general aspects focusing on early adoption and sustainability in the context of AD. They can be applied in future research settings, in particular, in (quasi-)experimental L3 and L5 AD studies and in population surveys on AD. The evidence of the presented study should be validated and compared to other questionnaires on AD in different countries around the globe.     

What is the role of narcissism in the relationship between impulsivity and driving anger expression?

The contributing factors of aggressive driving have been studying in the last decades. Both impulsivity and narcissism are associated with aggressive driver behaviors. Although the role of these two factors were examined in the same studies, the combined role of these two factors hasn’t been studied yet. To understand the combined effect of them, in the present study, the moderated mediation model for examining the relationships of narcissism, impulsivity, and aggressive driver behavior was developed and tested. Three hundred and four participants completed an online survey battery comprised of Demographic Information Form, Five-Factor Narcissism Inventory-Short Form, Barrat Impulsiveness Scale- Short Form, and Driving Anger Expression Inventory. The moderated mediation analyses were conducted using PROCESS macro developed by Hayes and Preacher (2013). The results revealed that only the relationship between vulnerable narcissism and the use of vehicle to express anger is mediated by attentional impulsiveness. Also, this relationship is moderated by grandiose narcissism. In detail, grandiose narcissism moderates the direct effect of vulnerable narcissism on attentional impulsivity and also the direct effect of attentional impulsivity on the use of vehicle to express anger. Theoretical and practical implications of these findings and recommendations for future studies are discussed.