Personality as a predictor of driving performance: An exploratory study

Objective

To examine the role of psychological type in older driver performance.

Methods

A convenience sample of 50 older adults was prospectively enrolled in the study. Each completed a demographic profile, the Myers–Briggs Type Indicator® (MBTI®) Step III™ instrument, a self-reported Safe Driving Behaviors Measure (SDBM), clinical tests and a standardized on-road driving evaluation yielding a fail/pass determination and Sum of Maneuvers Score (SMS).

Results

Participants (M age = 72.96, SD = 4.78) who had Extraversion and Judging preferences were better drivers than those with Introversion or Perceiving preferences. Those with Sensing vs. Intuition preferences rated themselves better on the SDBM (S = 317.62, N = 305.33; t(48) = 2.19, p = .03). Those with Introvert preferences failed the on-road course with sensitivity = .714, specificity = .767, area under the curve = .76, p = .03.

Conclusion

Our findings provide the basis for further research investigating personality and driving. Specifically, if the main findings are consistent in a representative sample of older drivers, personality testing may be added to a driving assessment battery. Future research must build on these findings to more clearly identify the risk associated with psychological type and examine how personality profiles can be used to keep older drivers on the road longer and more safely.     

Suicide by crashing into a heavy vehicle: A one-year follow-up study of professional drivers

Train and heavy vehicle drivers can experience a traumatic event caused by people attempting suicide by crashing into their vehicles or jumping in front of them. While there are a number of studies on train drivers showing the negative consequences these events can have on their well-being, there are no studies on heavy vehicle drivers involved in these types of crashes. In the current study, we surveyed Finnish heavy vehicle drivers (N = 15) involved in a suicide crash in the year 2017 regarding their experiences and coping approximately one month (T1) and one year (T2) after the crash. Ten of these drivers reported one or various combinations of measurable consequences such as minor physical injuries, shorter or longer sickness absences, significant posttraumatic stress symptoms (measured using the Impact of Events Scale-Revised) and requiring psychological help. Posttraumatic stress symptoms decreased over time; however, three out of the four drivers who had a high IES-R score at T1 were still around the IES-R cut-off score at T2. This research raises questions whether and what kind of support heavy vehicle drivers who have been involved in a suicide crash should be given.     

Evaluating the effectiveness of a young driver-education intervention: Learn2Live

Road traffic collisions are the leading cause of death among young adults, and behaviour change interventions play a key role in battling this public health concern. Road safety interventions are often educational and have traditionally relied on fear appeals to alter risky driving behaviour - yet there is a paucity of data regarding their effectiveness. Peer-education has been championed as an additional route to promoting safe driving behaviour. To examine these issues, this study evaluated the effectiveness of a fear appeal intervention in improving young drivers’ attitudes towards risky driving behaviour. A total sample of 800 high school and college students (16–20 years old) completed a similar set of questionnaires pre- and post-intervention and at a 3-month follow-up. Two different types of follow-up interventions were also compared: a peer-led and an expert-led road safety educational event. Measures evaluating attitudes towards risky driving behaviour were completed at all 3 time frames, and questions regarding the participants' perception of the follow-up event were asked. Overall, our data showed an improvement in attitudes towards risky driving behaviours both immediately after the intervention and three months later. These changes were especially evident among females. With regard to the follow-ups, both were effective in improving the attitudes towards risky driving. However, the peer-led event was preferred by the participants compared to the expert-led follow-up.     

Methodological considerations for longitudinal investigations of young drivers

IntroductionMotor vehicle crashes (MVCs) are the leading cause of mortality among teenagers. Teen driving research has a longstanding history; however, much of this work is cross-sectional. The Eunice Kennedy Shriver National Institute for Child Health and Human Development funded a study, REACT (Roadway Experiences and Attentional Change in Teens) which combined factorial and longitudinal designs to investigate the independent and joint effects of age and driving experience on driving attention over time among young drivers.MethodLongitudinal methods offer important contributions to teen driving research by enabling characterization of driving trajectories. This paper describes methodological considerations for longitudinal studies of teen drivers. Such considerations are organized into overarching themes, including population, recruitment, enrollment, and retention, throughout this paper. These considerations were compiled as a combination of our own experiences in REACT and previous literature. We elaborate on these considerations below to illustrate the value of each consideration.ResultsIssues encountered are discussed and strategies for dealing with various issues are described. Transportation barriers, scheduling difficulties, and skipped study milestones were among the most frequent challenges; we outline these and other issues encountered in REACT and corresponding considerations for such issues in Table 2. Sharing these experiences should aid future longitudinal investigations of young drivers, which are critically needed to reduce teen MVCs.ConclusionsStudies similar to REACT are considerable undertakings due to the comprehensive nature of longitudinal design. Such investigations must maintain a delicate balance between appropriate amounts of rigor and flexibility in the development of thoroughly defined research questions and theoretically driven frameworks. Key considerations that have contributed to the success of REACT are outlined, challenges encountered throughout data collection are documented, and recommendations based on choices made and lessons learned to inform future longitudinal investigations on young drivers are provided.     

Cognitive-behavioral treatment of high anger drivers

Relaxation and cognitive-relaxation interventions were compared to a no treatment control in the treatment of high anger drivers. The cognitive portion of the cognitive-relaxation condition adapted the style of Beck's cognitive therapy, particularly use of Socratic questions and behavioral experiments and tryouts, to driving anger reduction. Both interventions lowered indices of driving anger and hostile and aggressive forms of expressing driving anger and increased adaptive/constructive ways of expressing driving anger. The cognitive-relaxation intervention also lowered the frequency of risky behavior. Both interventions lowered trait anger as well. Limitations and implications for treatment and research were discussed.     

An international comparative study of self-reported driver behavior

Using a large data base of 20,725 questionnaires from 19 European countries, this article uses a combination of factor analysis and tree based regression to determine driver groups with homogeneous self-reported behavior and determine whether regional differences in driving behaviors exist. Self-reported behavior, including speeding, reckless driving, seat belt use, and drinking and driving are examined. The results suggest that speeding and general reckless (dangerous) behavior are related, perhaps capturing a driver's “risk taking” or “pre-trip violations” behavior. Similarly, seat belt use and driving under the influence of alcohol are also related and may represent a driver's “law abiding” tendency or “during-trip violations” behavior. Further, important regional differences and similarities between European drivers are uncovered. Northern European drivers report a significantly higher compliance with drinking and driving laws and seat belt use regulations than do Southern and Eastern European drivers.     

Driving next to automated vehicle platoons: How do short time headways influence non-platoon drivers’ longitudinal control?

Advanced driver assistance systems (ADAS) are taking over an increasing part of the driving task and are supporting the introduction of semi- and fully automated vehicles. As a consequence, a mixed traffic situation is developing where vehicles equipped with automated systems taking over the lateral and longitudinal control of the vehicle will interact with unequipped vehicles (UV) that are not fitted with such automated systems. Different forms of automation are emerging and it appears that regardless of which form is going to become popular on our roads, there is a consensus developing that it will be accompanied by a reduction in time headway (THW). The present simulator study examined whether a ‘contagion’ effect from the short THW held in platoons on the UV drivers would occur. Thirty participants were asked to follow a lead vehicle (LV) on a simulated motorway in three different traffic conditions: surrounding traffic including (1) platoons with short following distance (THW = 0.3 s), (2) large following distance (THW = 1.4 s) or (3) no platoons at all. Participants adapted their driving behaviour by displaying a significant shorter average and minimum THW while driving next to a platoon holding short THWs as when THW was large. They also spent more time keeping a THW below a safety threshold of 1 s. There was no carryover effect from one platoon condition to the other, which can be interpreted as an effect that is not lasting in time. The results of this study point out the importance of examining possibly negative behavioural effects of mixed traffic on UV drivers.     

The psychosocial purpose of driving and its relationship with the risky driving behaviour of young novice drivers

BackgroundThe overrepresentation of young drivers in road crashes, injuries and fatalities around the world has resulted in a breadth of injury prevention efforts including education, enforcement, engineering, and exposure control. Despite multifaceted intervention, the young driver problem remains a challenge for injury prevention researchers, practitioners and policy-makers. The intractable nature of young driver crash risks suggests that a deeper understanding of their car use – that is, the purpose of their driving – is required to inform the design of more effective young driver countermeasures.AimsThis research examined the driving purpose reported by young drivers, including the relationship with self-reported risky driving behaviours including offences.MethodsYoung drivers with a Learner or Provisional licence participated in three online surveys (N1 = 656, 17–20 years; N2 = 1051, 17–20 years; N3 = 351, 17–21 years) as part of a larger state-wide project in Queensland, Australia.ResultsA driving purpose scale was developed (the PsychoSocial Purpose Driving Scale, PSPDS), revealing that young drivers drove for psychosocial reasons such as for a sense of freedom and to feel independent. Drivers who reported the greatest psychosocial purpose for driving were more likely to be male and to report more risky driving behaviours such as speeding. Drivers who deliberately avoided on-road police presence and reported a prior driving-related offence had significantly greater PSPDS scores, and higher reporting of psychosocial driving purposes was found over time as drivers transitioned from the supervised Learner licence phase to the independent Provisional (intermediate) licence phase.Discussion and conclusionsThe psychosocial needs met by driving suggest that effective intervention to prevent young driver injury requires further consideration of their driving purpose. Enforcement, education, and engineering efforts which consider the psychosocial purpose of the driving are likely to be more efficacious than those which presently do not. Road safety countermeasures could reduce the young driver’s exposure to risk through such mechanisms as encouraging the use of public transport.     

Ultraorthodox young drivers in Israel – Driving through cultural lenses

Research has paid little attention to driving and road safety in the ultraorthodox communities in Israel, in which perceptions on such issues display unique cultural characteristics, and may have long-term effects on traffic safety. This study attempts to gain insight into the attitudes and behaviors of the ultraorthodox young men road users in Israel with regard to driving and road safety, using a qualitative research method based on 42 face-to-face in-depth interviews with men from different ultraorthodox circles in different stages of life. The analysis reveals that the stringent cultural norms strongly influence road behavior, far beyond what is known about young novice drivers and their peers in general. For example, owning a license by young, single ultraorthodox students is seen as an offense against the ultraorthodox establishment compared to driving without a license, which is considered a one-time lapse. The findings indicate that unique cultural phenomena such as concealing the process of licensing, unlicensed driving and road interactions create a dangerous effect extending beyond the ultraorthodox neighborhoods. They also imply that road safety can be interpreted differently in diverse cultures, a fact which should be considered while planning safety intervention strategies.     

Method of transportation and drinking among club patrons

ObjectiveThe current study examines the variation in alcohol use among nightclub patrons under three transportation conditions: those who departed from a club using modes of transportation other than cars or motorcycles (e.g., pedestrians, bicyclists, subway riders); those who were passengers of drivers (auto/taxi passenger patrons); and those who drove from the club (driving patrons). We seek to determine whether patrons’ choice for how to leave the club contributes to their risk, as assessed by blood alcohol concentrations (BAC), after controlling for other factors that may contribute to their BAC including demographic characteristics and social drinking group influences.MethodsData were collected from social drinking groups as they entered and exited clubs for 71 different evenings at ten clubs from 2010 through 2012. Using portal methodology, a research site was established proximal to club entrances. Each individual participant provided data on themselves and others in their group. The present analyses are based upon 1833 individuals who completed both entrance and exit data. Our outcome variable is blood alcohol content (BAC) based upon breath tests attained from patrons at entrance and exit from the club. Independent variables include method of transportation, social group characteristics, drug use, and personal characteristics. We use step-wise multiple regressions to predict entrance BAC, change in BAC from entrance to exit, and exit BAC: first entering individual demographic characteristics, then entering group characteristics, then drug use, and finally entering method of transportation (two dummy coded variables such that drivers are the referent category).ResultsIn sum, in all three of our analyses, only three variables are consistently predictive of BAC: presence of a group member who is frequently drunk and non-driving modes of transportation, either being the passenger or taking alternate methods of transportation. In particular, taking an alternate form of transportation was consistently and strongly predictive of higher BAC.ConclusionsAdditional public health messages are needed to address patrons who are no longer drinking and driving but who are nonetheless engaged in high levels of drinking that may lead to various risky outcomes, for example: being targeted for physical and/or sexual assault, pedestrian accidents, and other adverse consequences. These risks are not addressed by the focus on drinking and driving. Key messages appropriate for patrons who use alternate transportation might include devising a safety plan before entering the club and a focus on sobering up before leaving.