“Don’t you know I own the road?” The link between narcissism and aggressive driving

Aggressive drivers can make driving dangerous. Over 50% of traffic fatalities are caused by aggressive driving. This research tests whether narcissists are more aggressive drivers than other individuals. Narcissists think they are special people who deserve special treatment. When they don’t get the special treatment they think they deserve, narcissists often lash out at others in an aggressive manner. Narcissists might think they “own the road” and can drive anyway they want, and that other drivers should get out of their way. In the article, we conduct three studies to test the link between narcissism and aggressive driving. In Studies 1 (N = 139) and 2 (N = 100), Luxembourgish motorists completed a measure of narcissism and a self-report measure of aggressive driving. In Study 3 (N = 60), American university students completed a measure of narcissism and then completed a driving simulation scenario that contained a number of frustrating elements. Several measures of aggressive driving and road rage were obtained. In all three studies, narcissism was positively related to aggressive driving. A meta-analysis found an average correlation of r = 0.35 across the three studies. This research replicates previous research linking narcissism to aggression, and extends it to a driving context.     

Deterrence of drug driving: The impact of the ACT drug driving legislation and detection techniques

Drug driving is a significant road safety concern rendering the implementation of roadside drug testing in all Australian jurisdictions. The current research sought to examine the impact of recently introduced roadside oral fluid screening in the Australian Capital Territory (ACT). Specifically, the study sought to examine drivers’ awareness, perceptions and perceived deterrent impact of these operations and the degree to which they influence likelihood of future drug driving. A total of 801 male and female motorists aged 17–88 years of age completed a phone interview assessing demographics (e.g., driving and drug taking history), awareness and perceived effectiveness of roadside drug testing, and constructs central to both Classical Deterrence Theory (i.e., certainty, severity, swiftness) and reconceptualised deterrence theory (direct and vicarious experiences of both punishment and punishment avoidance) frameworks. Overall, despite an apparent decline in drug driving behaviour since the introduction of roadside testing, a large proportion of driver’s possessed a poor awareness of these operations and did not perceive a high certainty of apprehension. Age, punishment avoidance and vicarious punishment avoidance were found to predict future likelihood of drug driving, whilst Classical Deterrence Theory variables did not. Contrary to expectations and previous studies, few significant differences were found with regards to gender. Findings are interpreted in light of the recency of roadside drug testing in the ACT and the need for future studies to examine the impact of such operations. Further recommendations for augmenting the deterrence of drug driving are discussed.     

The Effectiveness of Driving Game on Trunk Control and Gait Ability in Stroke

Abstract

Patients who require neurological rehabilitation often do not comply with conventional programs because they find the therapy uninteresting. As a result, specialized interactive video games have been designed to be more enjoyable than conventional therapy (CT) tasks. This study aimed to assess the trunk control and gait ability of patients with chronic stroke after participation in driving-based interactive video games (DBIVG). Participants included 24 chronic stroke patients allocated to an experimental group (n?=?13, CT?+?DBIVG) or a control group (n?=?11, CT?+?treadmill walking training). Both groups received CT five days/week; the experimental and control groups participated in DBIVG and treadmill walking training, respectively, three days/week for four weeks. The primary outcome of trunk control was measured by the trunk impairment scale (TISall) and TIS subscales, including static sitting balance (TISssb), dynamic sitting balance (TISdsb), and trunk co-ordination (TISco). Gait ability was measured by the dynamic gait index (DGI), timed walking test (TWT), and time up and go test (TUGT). Both groups demonstrated significant improvements in TISall, TISdsb, and TUGT results. The experimental group showed significantly greater improvement in TISssb, TISco, and DGI than the control group. Our findings indicate that DBIVG can improve trunk control and gait ability in patients with chronic stroke.     

An examination of the relationships between cannabis use,driving under the influence of cannabis and risk-taking on the road

IntroductionSome studies have suggested that regular cannabis users appear to exhibit a general reckless driving style that may contribute to an inflated estimate of collisions related to driving under the influence of cannabis (DUIC) among this group.ObjectiveThis study investigated whether patterns of cannabis use would predict levels of self-reported unsafe driving behaviours and levels of performance observed in a driving simulator.MethodThe study investigated 48 young cannabis users with respect to frequency of cannabis consumption, alcohol use, driving exposure, self-reported dangerous driving habits, impulsivity, sensation seeking and performance in a driving simulator.ResultsCannabis use was positively associated with DUIC, with sensation seeking and with self-reports of risky driving. An ANOVA confirmed a significant effect of levels of consumption of cannabis among participants on self-report risk-taking in driving. Moreover, the observed behaviours during the simulation tasks correlated with risky driving habits, and with the self-reported frequency of driving in the hour following smoking cannabis or immediately after drinking alcohol.ConclusionSince cannabis usage and DUIC appear to be related to an overall reckless style of driving, it is proposed that public safety policies should be more holistic, simultaneously targeting multiple on-road dangerous behaviours for intervention.     

A cross-cultural analysis of aggressive driving: Evidence from Serbia and Romania

Using data from more than 700 drivers from Serbia and Romania, this study verified the dimensionality of aggressive driving in two countries from Eastern Europe. Specifically, the psychometric properties and invariance of the Romanian Driving Anger Expression Inventory (DAX; Deffenbacher et al., 2002, Sârbescu, 2012) were verified. Secondary aspects, such as differences in aggressive driving between countries or gender differences within countries, were also investigated. Our findings support the appropriateness of the three-factor structure in both countries, through the configural invariance of the DAX. Also, males report slightly higher levels of aggressive driving than women (small effect sizes), while Serbian drivers report higher levels of aggressive driving than Romanian drivers (strong effect sizes). Being the first research that verified the invariance of the DAX across two cultures, this study opens new paths and questions for research concerning aggressive driving.     

Spatial Compatibility Effects With Unimanual and Bimanual Wheel-Rotation Responses: An Homage to Guiard (1983)

ABSTRACT. Y. Guiard (1983) reported a prescient study of compatibility effects in response times for clockwise/counterclockwise wheel rotations to stimuli in left/right locations. Left-right coding of responses predominated in his study, but some results suggested that unimanual versus bimanual operation was also a factor. The authors report 3 experiments directly examining whether there is a difference in spatial compatibility effects obtained with wheel-rotation responses executed bimanually or unimanually (with left or right hand). Adopting a right-to-clockwise or left-to-counterclockwise mapping was advantageous for top, side, and bottom hand placements. This benefit interacted neither with unimanual or bimanual responding nor with the response hand. The results confirm that the critical relation is between the wheel and stimulus position, and is not effector dependent. This finding is in agreement with results from studies using discrete keypress responses, emphasizing that spatial coding of stimuli, actions, and their goals is of central importance in response-selection decisions.     

High perceptual load causes inattentional blindness and deafness in drivers

ABSTRACT

Perceptual load theory of attention predicts that the level of perceptual load in a primary task affects the processing of additional stimuli. Given the lack of ecologically valid evidence for the model, the current study assessed the effect of perceptual load on driver awareness during simulated driving tasks. The results showed that perceptual load dramatically affected driver awareness for visual and auditory stimuli, even those that were driving relevant and safety critical (e.g. pedestrians or the sound of a car horn). The results support load theory and suggest that perceptual load may be an important factor in driver safety.     

Eye movements and hazard perception in active and passive driving

ABSTRACT

Differences in eye movement patterns are often found when comparing passive viewing paradigms to actively engaging in everyday tasks. Arguably, investigations into visuomotor control should therefore be most useful when conducted in settings that incorporate the intrinsic link between vision and action. We present a study that compares oculomotor behaviour and hazard reaction times across a simulated driving task and a comparable, but passive, video-based hazard perception task. We found that participants scanned the road less during the active driving task and fixated closer to the front of the vehicle. Participants were also slower to detect the hazards in the driving task. Our results suggest that the interactivity of simulated driving places increased demand upon the visual and attention systems than simply viewing driving movies. We offer insights into why these differences occur and explore the possible implications of such findings within the wider context of driver training and assessment.     

Psychiatric and behavioral problems in aggressive drivers

Motor vehicle accidents (MVAs) are a leading cause of accidental death and injury, and aggressive driving has been identified as a risk factor for MVAs. Assessing psychiatric and behavioral disturbances in aggressive drivers is germane to the development of prevention and intervention programs for this population. The present study compared the prevalence of psychiatric diagnoses and behavioral problems in young adult drivers with self-reported high driving aggression to that of drivers with low driving aggression. Aggressive drivers evidenced a significantly higher current and lifetime prevalence of Oppositional Defiant Disorder, Alcohol and Substance Use Disorders, and Cluster B Personality Disorders, and a significantly greater lifetime prevalence of Conduct Disorder, Attention-Deficit/Hyperactivity Disorder, and Intermittent Explosive Disorder. Aggressive drivers also had a significantly greater prevalence of self-reported problems with anger, as well as a greater family history of anger problems and conflict. The findings suggest that prevention and intervention programs designed to reduce aggressive driving may need to address the presence of psychiatric and behavioral problems that could potentially complicate treatment or impede responses to treatment.     

The assessment of fitness to drive after a stroke: the Nordic Stroke Driver Screening Assessment

The British Stroke Driver Screening Assessment (SDSA) is a set of four simple cognitive tests to evaluate driving fitness in stroke patients. To evaluate its usefulness in a Scandinavian context, we adapted the tests and assessed a group of 97 stroke patients from Sweden and Norway, using a driving test as the criterion. When results were calculated according to the original method, based on a discriminant function, less than 70% of the participants were correctly classified. To improve the predictive potential, a new discriminant analysis was performed, using the scores of a subsample of 49 patients, and validated on the remaining 48 participants. In total, 78% of the patients were correctly classified, but specificity was superior to sensitivity. We conclude that the Nordic version of the SDSA is a useful instrument, provided that test scores are interpreted in a balanced manner, taking into account the possibility of compensatory traffic behavior.