A further exploration of sensation seeking propensity, reward sensitivity, depression, anxiety, and the risky behaviour of young novice drivers in a structural equation model

Understanding risky driving behaviors among young novice drivers in Nigeria: A latent class analysis coupled with association rule mining approach

Traffic crashes are significant public health concern in Nigeria, particularly among young drivers. The study aims to explore the underlying pattern of risky driving behaviors and the associations with demographic factors among young drivers in Nigeria. A combined approach of Latent Class Analysis (LCA) and Association Rule Mining is applied to the dataset comprising responses from 684 young drivers who complete the "Behavior of Young Novice Drivers Scale" (BYND) questionnaires. The LCA identifies four distinct classes of drivers based on the risky behavior profiles: Reckless-Speedsters, Cautious Drivers, Distracted Multitaskers, and Emotion-impacted Drivers. Association rule mining further connects these driver classes to demographic and driving history variables, uncovering intriguing insights. Reckless-Speedsters predominantly consist of young males who engage in riskier driving behaviors, including exceeding speed limits and disregarding traffic rules. Conversely, Cautious Drivers, also predominantly young males, exhibit a safer driving profile marked by rule adherence and a notably lower crash rate. Distracted Multitaskers, sharing a demographic profile with Cautious Drivers, diverge significantly due to their higher crash involvement, hinting at a propensity for distracted driving practices. Lastly, Emotion-Impacted Drivers, primarily comprising young employed males, display behaviors influenced by emotions, shorter driving distances, and prior unsupervised driving experience. Most of the behaviors are attributed to inadequate traffic control, absence of traffic signs in most of the roads, preferential treatment, and lack of strict law enforcement in the country. The findings hold substantial implications for road safety interventions in Nigeria, urging targeted approaches to address the unique challenges presented by each driver class. With acknowledging the study limitations and advocating for future research in objective measures and emotion-behavior interactions, the comprehensive approach provides a robust foundation for enhancing road safety in the Nigerian context.

Sex modulated the relationship between trait approach motivation and decision-making

It has been observed that one's Behavioral Approach System (BAS) can have an effect on decision-making under uncertainty, although the results have been mixed. To discern the underlying neural substrates, we hypothesize that sex may explain the conflicting results. To test this idea, a large sample of participants was studied using resting state fMRI, utilizing fractional Amplitude of Low Frequency Fluctuations (fALFF) and Resting-State Functional Connectivity (rsFC) techniques. The results of the Iowa Gambling Task (IGT) revealed an interaction between sex and BAS, particularly in the last 60 trials (decision-making under risk). Males with high BAS showed poorer performance than those with low BAS. fALFF analysis showed a significant interaction between BAS group and sex in the left superior occipital gyrus, as well as the functional connectivity between this region and the left ventrolateral prefrontal cortex. Additionally, this functional connectivity was further positively correlated with male performance in the IGT, particularly in the decision-making under risk stage. Furthermore, it was found that the functional connectivity between left ventrolateral prefrontal cortex and left superior occipital gyrus could mediate the relationship between BAS and decision-making in males, particularly in the decision-making under risk stage. These results suggest possible sex-based differences in decision-making, providing an explanation for the inconsistent results found in prior research. Since the research was carried out exclusively with Chinese university students, it is essential to conduct further studies to investigate whether the findings can be generalized.

Selfie-Related Incidents: Narrative Review and Media Content Analysis

BACKGROUND

Selfie-related injury has become a public health concern amid the near ubiquitous use of smartphones and social media apps. Of particular concern are selfie-related deaths at aquatic locations; areas often frequented because of their photogenic allure. Unfortunately, such places exhibit hazards inherent with their environment.

OBJECTIVE

This study aimed to ascertain current evidence regarding selfie-related injuries and recommended risk treatment measures in the academic literature as well as how selfie-related injuries and deaths were being reported by the media, allowing us to identify key challenges facing land managers and public health practitioners in mitigating selfie-related injuries and deaths.

METHODS

Between October and December 2022, we performed a narrative review of peer-reviewed literature published since January 2011. Literature was screened to identify causal factors implicated in selfie-related deaths and injuries, as well as risk treatments recommended. Furthermore, we used an environmental scan methodology to search for media reports of selfie-related injuries and deaths at aquatic locations in Australia and the United States. Individual cases of selfie-related aquatic injuries and deaths sourced from news reports were analyzed to assess epidemiological characteristics, and a thematic content analysis was conducted to identify key themes of news reporting on selfie-related deaths and injuries.

RESULTS

In total, 5 peer-reviewed studies were included. Four studies identified falls from height as the most common injury mechanism in selfie incidents. Drowning was the second most common cause of death. Recommended risk treatments were limited but included the adoption of "no selfie zones," physical barriers, signage, and provision of information on dangerous locations to social media users. In total, 12 cases were identified from media reports (4 injuries and 8 fatalities; 7 in Australia and 5 in the United States). The mean age of the reported victims was 22.1 (SD 6.93) years with victims more likely to be female tourists. Content analysis revealed 3 key themes from media reports: "blame," "warning," and "prevention and education." Few media reports (n=8) provided safety recommendations.

CONCLUSIONS

The selfie-related incident phenomenon should be viewed as a public health problem that requires a public health risk communication response. To date, little attention has been paid to averting selfie-related incidents through behavior change methodologies or direct messaging to users, including through social media apps. Although previous research has recommended "no selfie zones," barriers, and signage as ways to prevent selfie incidents, our results suggest this may not be enough, and it may be prudent to also engage in direct safety messaging to social media users. Media reporting of selfie incidents should focus on preventive messaging rather than blame or warning.

Psychological predictors of risky driving: the role of age, gender, personality traits (Zuckerman's and Gray's models), and decision-making styles

The present study was planned to study the relationships between age, personality (according to Zuckerman's and Gray's psychobiological models) and decision-making styles in relation to risky driving behaviors. The participants were habitual drivers, 538 (54.3%) men and 453 (45.7%) women, with a mean age around 45 years and mainly of middle socioeconomic status. The results indicate that the youngest men and women reported more Lapses, Ordinary violations, and Aggressive violations than the oldest men and women. Women reported more Lapses (d = -0.40), and men more Ordinary (d = 0.33) and Aggressive violations (d = 0.28) when driving. Linear and non-linear analysis clearly support the role of both personality traits and decision-making styles in risky driving behaviors. Aggressiveness, Sensitivity to Reward, Sensation Seeking played the main role from personality traits, and Spontaneous and Rational decision-making style also accounted for some variance regarding risky driving behaviors. This pattern was broadly replicated in both genders. The discussion section analyses congruencies with previous literature and makes recommendations on the grounds of observed results.

Who Contributes to the Sunk Costs of Motor Vehicle Carbon Emissions and Human Capital?

Most carbon emission reduction studies in transportation focus on the natural use of motor vehicles. However, little attention has been paid to fatal driving violations that lead to the sunk costs of human resources investment and motor vehicle carbon emissions in the manufacturing process of motor vehicles. This article aimed to determine if a driver would be seriously harmful to human capital investment and carbon emissions reduction. 1893 drivers in China were formally surveyed by questionnaire to find out the statistical characteristics. Results indicated that different drivers show significant differences in different driving violations dimensions. Specific drivers showing horrible driving violation (HDV) and dangerous driving violation (DDV) mainly endanger personal security and environmental damage. The identification of the focused drivers would contribute to formulate more refined management policies in carbon emission reduction, improve natural resource utilization, raise human capital benefit, and promote social sustainable development.

The effect of risk perception and other psychological factors on mobile phone use while crossing the street among pedestrians

Pedestrians may be the most vulnerable group among road users, and mobile phone use while crossing the street is ubiquitous worldwide in this information era. However, previous studies have found that such distracting behaviors may increase the risk of injury and death. The present study primarily aimed to explore the effect of reinforcement sensitivity theory components (i.e., Behavioral Inhibition System (BIS), Behavioral Approach System (BAS)), risk perception, attitudes towards red light running, and fear of missing out (FoMO) on mobile phone use while crossing the street among pedestrians. Risk perception was measured in three ways (i.e., assessing the probability of a negative outcome (RP-Pro), judging the severity of the consequence (RP-Se), and evaluating the general riskiness of the behavior (RP-Ri)). An online questionnaire survey was conducted, and only valid responses (N = 425) were used for subsequent data analyses. The results indicated significant differences in the responses across the risk perception questions with different focuses. Participants who reported engaging in more distracted street-crossing (i.e., high-risk takers) perceived a significantly lower risk, and this difference did not depend on the focus of risk perception. Three path analysis models with differential risk perception constructs (RP-Pro, RP-Se, and RP-Ri) were developed to examine the relationship between risk perception and distracted street-crossing. The results suggest that the relationship between these two variables does not depend on the focus of the risk perception questions. Moreover, FoMO was a predictor of mobile phone use while crossing the street, while attitudes had both direct and indirect effects on behavior. BIS and BAS had the lowest total effect on mobile phone use among pedestrians. In particular, a direct association between BAS and distracted street-crossing was found only in the model in which risk perception was measured by judging the severity of crashes caused by mobile phone use distraction. This study may be meaningful for understanding the associations between psychological factors and mobile phone use among pedestrians. The implications of the findings for the development of safety interventions are discussed in this study.

Work-family conflict and dangerous driving behaviours: The mediating role of affect

This study examined the under-studied relationship between work-family conflict and dangerous driving behaviours in a sample of employees, and job-related affect as a mediator of this relationship. The sample consisted of 476 Malaysian drivers (44.7% male; 55.3% female) aged 19-60 years. The participants completed scales measuring bidirectional work family conflict (work interference with family[ WIF]; family interference with work [FIW]), job-related negative affect, dangerous driving behaviours and socio-demographics. The data were analysed using structural equation modelling. Our findings indicate that dangerous driving was predicted by FIW, but not WIF. As predicted, job-related negative affect fully mediated the relationship between WIF and dangerous driving. Furthermore, the effect of FIW on dangerous driving behaviours was partially due to negative affect at work. Mediation path was conditional upon gender, suggesting the indirect effects of the relationship between FIW and dangerous driving behaviours via job affect occurs in males but not females. The findings of this study may be useful as a starting point for both applied and theoretical investigations of the role of the psychological effects of juggling work and family responsibilities and affect in traffic safety.

Analysis of safety climate and individual factors affecting bus drivers' crash involvement using a two-level logit model

Although traffic crashes involving buses are less frequent than those involving other vehicle types, the consequences of bus crashes are high due to the potential for multiple injuries and casualties. As driver error is a primary factor affecting bus crashes, driver safety education is one of the main countermeasures used to mitigate crash risk. In China, however, safety education is not as focused as it should be, largely due to the limited research identifying the specific driver behaviors, and potential influences on those behaviors, that are correlated with crashes. The aim of this study is, therefore, to explore the fleet- and driver-level risk factors underlying bus drivers' self-reported crash involvement, including analyzing the effect of psychological distress on the most influential driver-level factors. A survey was conducted of 725 drivers from a large Shanghai bus company, and a random-effects two-level logit model was developed to integrate fleet and individual variables. Results showed that: 1) the fleet-level safety climate explained about 8.5% of the model's variance, indicating it was a valid predictor of self-reported crash involvement; 2) the driver-level factors of drivers' age, seniority, marital status, positive behavior, and driving anger influenced drivers' self-reported crash involvement, but ordinary violations, lapses, aggressive violations, and insomnia were the most influential variables; 3) psychological distress appeared to associate with the high frequency of risky driving behavior and the high severity of driving anger. This study's findings will help bus companies to give more attention to their safety climate and implement more targeted improvements to their driver safety education programs.

The Moderating Effects of Emotions on the Relationship Between Self-Reported Individual Traits and Actual Risky Driving Behaviors

Purpose

Researches addressing driving behaviors have not fully revealed how emotions affect risky driving behaviors and tend to focus on the effects of some negative emotions rather than those of more specific emotions. This study aimed to test the potential moderating effects of eight common driving emotions on the relationship between self-reported individual traits (sensation seeking and driving style) and actual risky driving behaviors, sequentially providing some implications for the risky driving behavior prevention.

Participants and Methods

A total of 78 licensed drivers were recruited from undergraduate students, company employees and taxi drivers in China. The participants’ data on self-reported driving style (SDBS) and self-reported sensation seeking (SSSS) were obtained through questionnaires. The participants’ data on actual risky driving behaviors (ARD) in eight driving emotional activation states were obtained through a series of emotion induction experiments and driving experiments. The Structural Equation Modeling (SEM) and moderating effect tests were employed to investigate the relationships of driving emotions, SDBS, SSSS and ARD.

Results

Results showed that anger and pleasure affected risky driving behaviors positively by enhancing the relationship between SDBS and ARD, while surprise and fear were negatively related to risky driving behaviors by weakening this relationship. Anxiety positively affected risky driving behaviors by synchronously enhancing the relationship between SDBS and ARD and the relationship between SSSS and ARD, while helplessness and relief affected risky driving behaviors negatively by weakening the two relationships. Contempt affected risky driving behaviors positively by enhancing the relation between SSSS and ARD.

Conclusion

The results illustrated the effects of different emotions on risky driving behaviors, and also partly explained the reasons for these effects. This research provided a source of reference for reducing traffic accidents caused by risky driving behaviors.

The Impact of Two MMPI-2-Based Models of Personality in Predicting Driving Behavior. Can Demographic Variables Be Disregarded?

The driver’s personality is a key human factor for the assessment of the fitness to drive (FTD), affecting driving decisions and behavior, with consequences on driving safety. No previous study has investigated the effectiveness of Minnesota Multiphasic Personality Inventory (MMPI)-2 scales for predicting the FTD. The present study aimed to compare two MMPI-2-based models of normal and pathological personality traits (i.e., Inventory of Driving-related Personality Traits (IVPE)-MMPI vs. Personality Psychopathology Five (PSY-5) scale) in predicting the cognitive FTD. One hundred young and eighty-seven adult active drivers completed the MMPI-2 questionnaire as a measure of personality and a computerized driving task measuring for resilience of attention (Determination Test (DT)), reaction speed (Reaction Test (RS)), motor speed (MS), and perceptual speed (Adaptive Tachistoscopic Traffic Perception Test (ATAVT)). The effects of age, gender, and education were also controlled. Results showed that the models controlled for demographics overperformed those neglecting them for each driving outcome. A negative effect of age was found on each driving task; the effect of gender, favoring males, was found in both the RS and the MS, and the effect of education was found on the DT and the ATAVT. Concerning personality traits, significant effects were found of sensation seeking (IVPE-MMPI) on each outcome; of anxiety (as a measure of emotional instability; IVPE-MMPI) and introversion (PSY-5) on the measures of MS; and of psychopathic deviation (as a measure of self-control; IVPEMMPI) on the DT. The study confirmed the key role of demographic factors in influencing the FTD, further suggesting the usefulness of some MMPI2-based personality scales in the assessment of driving-related personality determinants.

Are psychological distress, substance misuse, and sexual sensation seeking associated with autoerotic asphyxiation-related distress?

Autoerotic asphyxiation (AEA) involves enhancing sexual arousal by deliberately self-inducing a reduction of oxygen to the brain. Most studies of AEA have focused on those who have expressed distress or who have died from the practice. The present study explores correlates of AEA-related distress in a community sample, focusing on self-reported measures of psychological distress, substance misuse, and sexual sensation seeking. Individuals who expressed an interest in AEA ( n = 165) participated in an online anonymous survey. Findings revealed a significant positive association between AEA-related distress and symptoms of depression, and a significant negative association between AEA-related distress and sexual sensation seeking. Both depression and sexual sensation seeking remained associated with AEA-related distress at the multivariate level. The findings are consistent with prior literature on AEA that suggests comorbidity with depression and highlights the importance of psychological screening when people present to clinicians due to AEA, particularly for depression. Contrary to our hypothesis, those with higher sexual sensation seeking reported lower levels of AEA-related distress. Future research on AEA-related distress may benefit from using a sexual sensation seeking measure that better assesses sexual dysregulation.

Does the Punishment Fit the Crime (and Immune System)? A Potential Role for the Immune System in Regulating Punishment Sensitivity

Although the criminal justice system is designed around the idea that individuals are invariant in their responses to punishment, research indicates that individuals exhibit a tremendous amount of variability in their punishment sensitivity. This raises the question of why; what are the individual- and situation-level variables that impact a person’s sensitivity to punishment? In the current research, we synthesize theory and research on inflammation, learning, and evolutionary biology to examine the relationship between inflammatory activity and sensitivity to punishment. These theories combine to predict that inflammatory activity – which is metabolically costly and reflects a context in which the net payoff associated with future oriented behaviors is diminished – will decrease sensitivity to punishment, but not rewards. Consistent with this hypothesis, Study 1 found that in U.S. states with a higher infectious disease burden (a proxy for average levels of inflammatory activity) exhibit harsher sentencing in their criminal justice systems. Studies 2 and 3 experimentally manipulated variables known to impact bodily inflammatory activity and measured subsequent punishment and reward sensitivity using a probabilistic selection task. Results revealed that (a) increasing inflammation (i.e., completing the study in a dirty vs. clean room) diminished punishment sensitivity (Study 2), whereby (b) administering a non-steroidal anti-inflammatory drug, suppressing inflammatory activity, enhanced it. No such changes were found for reward sensitivity. Together, these results provide evidence of a link between the activities of the immune system and punishment sensitivity, which may have implications for criminal justice outcomes.

Associations between performance-based and self-reported prospective memory, impulsivity and encoding support

Prospective memory (PM) is the ability to execute future intended actions and may be negatively affected by impulsivity. The current study aimed to address questions on (1) relationships of PM with facets of impulsivity; (2) psychometric properties of a PM task, in particular convergent validity with self-reported PM; and (3) whether external support of the encoding process would improve PM or affect relationships with impulsivity. 245 participants performed the experiment online. Participants completed either a baseline version of the task, which combined blocks of an ongoing working memory task with PM trials involving a varying stimulus requiring an alternative response; or a version that provided external support of encoding by requesting that participants visualize and execute the intended prospective action before each block. The Prospective-Retrospective Memory Questionnaire (PRMQ) and Short Version of the UPPS-P Impulsive Behavior Scale (SUPPS) were used to assess self-reported prospective memory and facets of impulsivity. Reliability of PM performance was good and remained acceptable even with the exclusion of participants with low scores. PM performance was associated with self-reported PM, explaining variance in addition to that explained by working memory performance. PM performance was also negatively associated with impulsivity, in particular sensation seeking and positive urgency, but only in the baseline task. Support did not cause overall improvements in performance. In conclusion, results provided further evidence for a relationship between facets of impulsivity and PM. PM as assessed via the current task has good psychometric properties.

Driver distraction by digital billboards? Structural equation modeling based on naturalistic driving study data: A case study of Iran

INTRODUCTION

Digital billboards (DBs) are a competing factor for attracting drivers' attention; evidence shows that DBs may cause crashes and vehicle conflicts because they catch drivers' attention. Because of the complexity of a system that includes road conditions, driver features, and environmental factors, it is simply not possible to identify relationships between these factors. Thus, the present study was conducted to provide a well-organized procedure to analyze the effects of DBs on drivers' behavior and measure factors responsible for drivers' distraction in Babol, Iran, as a case study.

METHOD

Corresponding data were collected through a Naturalistic Driving Study (NDS) of 78 participants when facing DBs (1,326 samples). These data were analyzed by applying structural equation modeling (SEM) to concurrently recognize relationships between endogenous and exogenous variables. Human, environmental, and road factors were determined as exogenous latent variables in a model to evaluate their influences on drivers' distraction as an endogenous variable.

RESULTS

The results showed that road, environmental, and human factors reciprocally interact with drivers' distraction, although the estimated coefficient of human factors was more of a factor than that of the other groups. Furthermore, younger drivers, beginner drivers, and male drivers (as human factors); night and unclear weather like a rainy day (as environmental factors); and installing DBs at complicated traffic positions like near-intersections (as road factors) were determined to be the main factors that increase the possibility of drivers' distraction. Finally, model assessment was suggested using the goodness-of-fit indices.

Perceptual Styles and Cannabis Consumption Prediction in Young People

Given that risk perception has been found to be both a vulnerability and a protective factor with respect to consumption, the objectives of this study were to find out whether there exist specific patterns of risk perception associated with cannabis use and, if so, how they relate to cannabis consumption and to the sources of information on drugs accessed by young people. An ex post facto study was carried out with 1851 young Andalusians aged 18 to 29, using an adaptation of the Andalusian Government “Andalusian Population versus Drugs” survey. For the first objective, a cluster analysis was carried out in which three perceptual style groups were formed: “Strict”, “Permissive-Awareness” and “Lax”. Cannabis use in the “lax” group was found to be 14.31 times more frequent than in the “strict” group and 2.75 times more frequent than in the “permissive-awareness” group. A logistic regression analysis was also performed, which correctly predicted 80.4% of users and non-consumers. Correlation was found between perceptual styles and the sources of information used about drugs. This study identified three different risk perception styles that heavily correlated to cannabis consumption and to the type of sources young Andalusians use to obtain information about drugs, suggesting the need for a change in preventive policy.

Fast and furious: A neglected issue in health promotion among young drivers

ISSUES ADDRESSED

This paper investigates the influence of mood while driving, advocates for identifying high-risk groups and detects associations between mood while driving and risky driving behaviours. While commensurate studies regarding aggressive driving have confirmed significant detriments in driving performance, little scholarly research has studied the gaps and opportunities at the intersection of mood and risky driving in young drivers.

METHODS

A cross-sectional design was implemented using 660 young drivers (17-25 years) from Australia (34.7%) and Colombia (65.3%), who completed the Behaviour of Young Novice Drivers Scale (BYNDS). Cluster analysis differentiated young drivers across two groups: high-risk and low-risk driving while influenced by mood. Hierarchical segmentation analysis explored the relationship between driver mood and self-reported risky driving behaviour.

RESULTS

Young drivers reported frequent driving while influenced by mood. The typical risky driving behaviours of young drivers who are emotion-affected are transient violations (eg, speeding) and risky exposure (eg, driving tired).

CONCLUSIONS

Risky driving behaviours that have been found to increase the risk of road injury (speeding, fatigued driving) and to decrease the survivability of road crashes (speeding) are inextricably intertwined with the influence of driver mood upon driving behaviour at an international level. Driver mood is a neglected issue in health promotion programs for young drivers. SO WHAT?: Current health promotion interventions for young drivers safety such as Graduated Driver Licensing may not prevent driving while influenced by mood. Additional strategies are required to minimise the exposure to driving while affected by negative mood.

"Seatbelts don't save lives": Discovering and targeting the attitudes and behaviors of young Arab male drivers

The paper presents a two-part study that discovered then targeted beliefs and attitudes towards seatbelt use in young Arab men. The purpose of part one was to discover their safe driving beliefs, attitudes and behaviors as well as their responses to safe driving campaigns to ascertain message elements that could incite reactance. Part two targeted selected beliefs and attitudes in a message that was designed based on the results from part one to both address relevant beliefs and attitudes as well as avoid reactance. One belief, that seatbelts are not necessary in the back seat, and two attitudes, avoidance of wearing the seatbelt to prevent clothing from being wrinkled and to avoid friends' derision, were targeted. Because the participants reported reactance to common safe driving campaigns, the options for the message were quite limited. Using fear appeals, shocking content or depicting the consequences of accidents was deemed likely to be ineffective, rather a novel approach was called for. Utilizing the collectivist and masculine nature of the culture, the resulting message featured a group of young Arab men who are convinced by a personified Seatbelt to wear their seatbelts after an adventure. The message succeeded in eliciting statistically reliable belief and attitudinal change on all three dependent variables after one exposure, suggesting that tailored messages that avoid triggering reactance and are culturally contextualized while aimed at specific beliefs and attitudes can be persuasive. Although risk taking behavior can result from group pressure, our message used culturally specific group pressure but depicted it as being against the risky behavior and positively reinforced the less risky behavior, demonstrating that such approaches can be effective. The film was not a typical safe driving message, utilized social norms from the target audience and was carefully matched to their attitudes and beliefs while not being an overtly persuasive. We argue that message campaigners can utilize both the method and results for subsequent campaigns aimed at young Arab men.

Among substance-abusing traffic offenders, poor sleep and poor general health predict lower driving skills but not slower reaction times

Background

Traffic accidents are a significant health issue in Iran. Explanations for such accidents have included single consideration of the role of poor sleep and negative psychological trait and state variables. In this study, we examined whether and to what extent sleep, general health, and aggression can concomitantly predict driving behavior.

Methods

A total of 360 male traffic offenders (driving under substance use; mean age: 31 years) participated in this study. They completed the questionnaires covering sociodemographic, sleep-related, and behavior-related variables. In addition, their visual and acoustic reaction times were objectively tested.

Results

Poor sleep, poor general health, and higher aggression scores were associated with self-rated poor driving behavior. Poor sleep was directly associated with poor driving behavior and indirectly via poor general health and aggression. In contrast, visual and acoustic reaction times were unrelated to sleep, general health, aggression, or self-rated driving behavior.

Conclusion

To our knowledge, this is the first study in Iran to assess concomitantly poor sleep, poor general health, and higher aggression scores as independent predictors of poor driving behavior among a larger sample of substance-abusing traffic offenders. Furthermore, visual and acoustic reaction times were unrelated to sleep, general health, aggression, and driving behavior. Finally, importantly, poor sleep predicted both directly and indirectly poor driving behavior.

Selecting anti-speeding messages for roadside application

PURPOSE

Analyze qualitative and quantitative data to determine the relative effectiveness of theoretically-developed anti-speeding messages, as judged by relatively inexperienced and experienced drivers, both for themselves as a driver, and for drivers in general.

METHOD

Eight focus groups and three individual interviews were conducted. Participants initially completed a questionnaire, ranking sets of three anti-speeding messages representing each of the six components of protection motivation theory (PMT). Participants were encouraged to write down the reasons for their rankings. During group and individual facilitation sessions, the rankings and reasons for them were discussed to identify salient reasons for participants' judgments. The ranking data were analyzed quantitatively, with individual and group-based comments being analyzed thematically.

RESULTS

Quantitative analyses of message pairs revealed five third-person effects (TPEs). Three messages were perceived as more relevant to drivers in general than to the participant-as-driver while two were associated with reverse TPEs, which participants perceived as more relevant to themselves-as-driver than for drivers in general. For four PMT components (rewards, self-efficacy, response efficacy, response costs), one or more messages received significantly higher rankings than one or more other messages representing the same component. Substantial variation was found within the individual and group discussion comments in respect of nearly all the messages, reflecting different driver perspectives and demographics.

DISCUSSION

A general preference for shorter messages was evident, leading to a revision of most of the messages comprising the stimuli for this study. On the basis of the focus group and interview responses, consideration was given as to which messages would be recommended for a pilot field study.

Structural equations modelling of drivers' speed selection using environmental, driver, and risk factors

Drivers' speed has significant implications on road users' safety in general, and particularly so if a crash occurs. This paper explores the influence of environmental and road characteristics, situational factors, and individual characteristics on drivers' observed speed selection in a simulator experiment. The paper presents a theoretical framework for drivers' speed selection, and applies structural equation modeling for the various factors examined. The simulator experiments collected data of 111 drivers driving in 4 different scenarios composed of 22 segments for each scenario. The dataset was analyzed in several resolutions: Driver level, Trip level, and Segment level. The three models revealed that gender, age, and driving frequency are all significant in determining drivers' perceptions and attitudes, which in turn influence speed selection. Situational factors such as traffic speed, enforcement, and time-saving-benefits are also related to speed selection, as well as infrastructure characteristics. These findings demonstrate that structural equations provide a flexible modeling tool able to concurrently analyze the variety of factors that relate to speed selection. As a result, Structural Equations Modeling provides more accurate and refined explanations for the combined effects of various factors on drivers' speed selection than previous research so far. These tools can be useful in developing speed management strategies to improve road safety.

Adolescent and Young Adult Male Mental Health: Transforming System Failures Into Proactive Models of Engagement

Adolescent and young adult men do poorly on indicators of mental health evidenced by elevated rates of suicide, conduct disorder, substance use, and interpersonal violence relative to their female peers. Data on global health burden clearly demonstrate that young men have a markedly distinct health risk profile from young women, underscoring different prevention and intervention needs. Evidence indicates that boys disconnect from health-care services during adolescence, marking the beginning of a progression of health-care disengagement and associated barriers to care, including presenting to services differently, experiencing an inadequate or poorly attuned clinical response, and needing to overcome pervasive societal attitudes and self-stigma to access available services. This review synthesizes key themes related to mental ill health in adolescent boys and in young adult men. Key social determinants are discussed, including mental health literacy, self-stigma and shame, masculinity, nosology and diagnosis, and service acceptability. A call is made for focused development of policy, theory, and evaluation of targeted interventions for this population, including gender-synchronized service model reform and training of staff, including the e-health domain. Such progress is expected to yield significant social and economic benefits, including reduction to mental ill health and interpersonal violence displayed by adolescent boys and young adult men.

Factors associated with self-reported inattentive driving at highway-rail grade crossings

This research identified factors associated with inattentive driving at Highway-Rail Grade Crossings (HRGCs) by investigating drivers' self-reported inattentive driving experiences and factors pertaining to their socioeconomic, personality, attitudinal, and other characteristics. A random selection of 2500 households in Nebraska received a survey questionnaire designed for licensed motor vehicle drivers; respondents returned 980 questionnaires. Factor analysis identified latent variables evaluating drivers' patience and inclination to wait for trains, attitudes toward new technology, law enforcement or education regarding HRGC safety, and the propensity to commit serious traffic violations at HRGCs. The investigation utilized a structural equation model for analysis. This model indicated that drivers with a higher risk of inattentive driving at HRGCs were: female, younger in age, from households with higher incomes, with shorter tenure (in years) in their current city of residence, more frequently used HRGCs, received less information on safety at HRGCs, had less patience to wait for trains to pass and had less interest in safety improvement technology, law enforcement or safety education at HRGCs. These research findings provide useful information for future research and to policy makers for improving public safety. Additionally, the results are useful for safety educational program providers for targeted program delivery to drivers that are more vulnerable to distracted driving at HRGCs.

Poor mental health status and aggression are associated with poor driving behavior among male traffic offenders

BACKGROUND

In Iran, traffic accidents and deaths from traffic accidents are among the highest in the world, and generally driver behavior rather than either technical failures or environmental conditions are responsible for traffic accidents. In the present study, we explored the extent to which aggressive traits, health status, and sociodemographic variables explain driving behavior among Iranian male traffic offenders.

METHOD

A total of 443 male driving offenders (mean age: M =31.40 years, standard deviation =9.56) from Kermanshah (Iran) took part in the study. Participants completed a questionnaire booklet covering sociodemographic variables, traits of aggression, health status, and driving behavior.

RESULTS

Poor health status, such as symptoms of depression, anxiety, insomnia, and social dysfunction, and also higher levels of trait aggression explained poor driving behavior. Multiple regressions indicated that poor health status, but not aggression, independently predicted poor driving behavior.

CONCLUSION

Results suggest that health status concerns are associated with poor driving behavior. Prevention and intervention might therefore focus on drivers reporting poor mental health status.

Barratt Impulsivity and Neural Regulation of Physiological Arousal

Background

Theories of personality have posited an increased arousal response to external stimulation in impulsive individuals. However, there is a dearth of studies addressing the neural basis of this association.

Methods

We recorded skin conductance in 26 individuals who were assessed with Barratt Impulsivity Scale (BIS-11) and performed a stop signal task during functional magnetic resonance imaging. Imaging data were processed and modeled with Statistical Parametric Mapping. We used linear regressions to examine correlations between impulsivity and skin conductance response (SCR) to salient events, identify the neural substrates of arousal regulation, and examine the relationship between the regulatory mechanism and impulsivity.

Results

Across subjects, higher impulsivity is associated with greater SCR to stop trials. Activity of the ventromedial prefrontal cortex (vmPFC) negatively correlated to and Granger caused skin conductance time course. Furthermore, higher impulsivity is associated with a lesser strength of Granger causality of vmPFC activity on skin conductance, consistent with diminished control of physiological arousal to external stimulation. When men (n = 14) and women (n = 12) were examined separately, however, there was evidence suggesting association between impulsivity and vmPFC regulation of arousal only in women.

Conclusions

Together, these findings confirmed the link between Barratt impulsivity and heightened arousal to salient stimuli in both genders and suggested the neural bases of altered regulation of arousal in impulsive women. More research is needed to explore the neural processes of arousal regulation in impulsive individuals and in clinical conditions that implicate poor impulse control.

Prediction of vehicle crashes by drivers' characteristics and past traffic violations in Korea using a zero-inflated negative binomial model

AIMS

Traffic safety is a significant public health challenge, and vehicle crashes account for the majority of injuries. This study aims to identify whether drivers' characteristics and past traffic violations may predict vehicle crashes in Korea.

METHODS

A total of 500,000 drivers were randomly selected from the 11.6 million driver records of the Ministry of Land, Transport and Maritime Affairs in Korea. Records of traffic crashes were obtained from the archives of the Korea Insurance Development Institute. After matching the past violation history for the period 2004-2005 with the number of crashes in year 2006, a total of 488,139 observations were used for the analysis. Zero-inflated negative binomial model was used to determine the incident risk ratio (IRR) of vehicle crashes by past violations of individual drivers. The included covariates were driver's age, gender, district of residence, vehicle choice, and driving experience.

RESULTS

Drivers violating (1) a hit-and-run or drunk driving regulation at least once and (2) a signal, central line, or speed regulation more than once had a higher risk of a vehicle crash with respective IRRs of 1.06 and 1.15. Furthermore, female gender, a younger age, fewer years of driving experience, and middle-sized vehicles were all significantly associated with a higher likelihood of vehicle crashes.

CONCLUSIONS

Drivers' demographic characteristics and past traffic violations could predict vehicle crashes in Korea. Greater resources should be assigned to the provision of traffic safety education programs for the high-risk driver groups.

Motor vehicle driving in high incidence psychiatric disability: comparison of drivers with ADHD, depression, and no known psychopathology

Although not often discussed in clinical settings, motor vehicle driving is a complex multitasking endeavor during which a momentary attention lapse can have devastating consequences. Previous research suggests that drivers with high incidence psychiatric disabilities such as ADHD contribute disproportionately to collision rates, which in turn portend myriad adverse social, financial, health, mortality, and legal outcomes. However, self-referral bias and the lack of psychiatric comparison groups constrain the generalizability of these findings. The current study addressed these limitations and examined the unique associations among ADHD, Depression, and adverse driving outcomes, independent of self-selection, driving exposure, and referral bias. The Strategic Highway Research Program (SHRP-2) Naturalistic Driving Study comprises U.S. drivers from six sites selected via probability-based sampling. Groups were defined by Barkley ADHD and psychiatric diagnosis questionnaires, and included ADHD (n = 275), Depression (n = 251), and Healthy Control (n = 1828). Primary outcomes included self-reported traffic collisions, moving violations, collision-related injuries, and collision fault (last 3 years). Accounting for demographic differences, ADHD but not Depression portended increased risk for multiple violations (OR = 2.3) and multiple collisions (OR = 2.2). ADHD but not Depression portended increased risk for collision fault (OR = 2.1). Depression but not ADHD predicted increased risk for self-reported injury following collisions (OR = 2.4). ADHD appears uniquely associated with multiple collisions, multiple violations, and collision fault, whereas Depression is uniquely associated with self-reported injury following a collision. Identification of the specific mechanisms underlying this risk will be critical to designing effective interventions to improve long-term functioning for drivers with high incidence psychiatric disability.

Validation of the Behaviour of Young Novice Drivers Scale (BYNDS) in a New Zealand young driver population

The Behaviour of Young Novice Drivers Scale, the BYNDS (Scott-Parker et al., 2010), is a reliable and valid self-report 44-item instrument which explores the frequency of a breadth of risky driving behaviours which appear to place young and novice drivers at an increased risk of road crash injury. As part of a larger collaborative research project, the Australian-developed BYNDS was piloted in a sample of 20 young New Zealand drivers n=14 aged 16-18 years, 9 males; n=6 aged 19-24 years, 2 males. The wording of 21 BYNDS items was modified to reflect the cultural context of the participating New Zealand drivers. The refined BYNDS was applied in a sample of 325 young drivers n=116 aged 16-18 years, 65 males; n=209 aged 19-24 years, 98 males, and the factor structure examined, including exploratory factor analysis for each gender. The 5-factor structure of the BYNDS was supported, with young drivers reporting considerable engagement in risky driving exposure, moderate engagement in transient violations and mood-related driving, and less fixed violations and driving misjudgements. Risky driving exposure was predictive of self-reported crash involvement for both males and females, suggesting targeted intervention regarding when, and the circumstances under which, the young driver is on the road.

Mental health status, aggression, and poor driving distinguish traffic offenders from non-offenders but health status predicts driving behavior in both groups

BACKGROUND

In Iran, traffic accidents and deaths from traffic accidents are among the highest in the world, and generally, driver behavior rather than technical failures or environmental conditions are responsible for traffic accidents. In a previous study, we showed that among young Iranian male traffic offenders, poor mental health status, along with aggression, predicted poor driving behavior. The aims of the present study were twofold, to determine whether this pattern could be replicated among non-traffic offenders, and to compare the mental health status, aggression, and driving behavior of male traffic offenders and non-offenders.

METHODS

A total of 850 male drivers (mean age =34.25 years, standard deviation =10.44) from Kermanshah (Iran) took part in the study. Of these, 443 were offenders (52.1%) and 407 (47.9%) were non-offenders with lowest driving penalty scores applying for attaining an international driving license. Participants completed a questionnaire booklet covering socio-demographic variables, traits of aggression, health status, and driving behavior.

RESULTS

Compared to non-offenders, offenders reported higher aggression, poorer mental health status, and worse driving behavior. Among non-offenders, multiple regression indicated that poor health status, but not aggression, independently predicted poor driving behavior.

CONCLUSION

Compared to non-offenders, offenders reported higher aggression, poorer health status and driving behavior. Further, the predictive power of poorer mental health status, but not aggression, for driving behavior was replicated for male non-offenders.

The driver, the road, the rules … and the rest? A systems-based approach to young driver road safety

The persistent overrepresentation of young drivers in road crashes is universally recognised. A multitude of factors influencing their behaviour and safety have been identified through methods including crash analyses, simulated and naturalistic driving studies, and self-report measures. Across the globe numerous, diverse, countermeasures have been implemented; the design of the vast majority of these has been informed by a driver-centric approach. An alternative approach gaining popularity in transport safety is the systems approach which considers not only the characteristics of the individual, but also the decisions and actions of other actors within the road transport system, along with the interactions amongst them. This paper argues that for substantial improvements to be made in young driver road safety, what has been learnt from driver-centric research needs to be integrated into a systems approach, thus providing a holistic appraisal of the young driver road safety problem. Only then will more effective opportunities and avenues for intervention be realised.

Young novice drivers and the risky behaviours of parents and friends during the provisional (intermediate) licence phase: a brief report

PURPOSE

While there is research indicating that many factors influence the young novice driver's increased risk of road crash injury during the earliest stages of their independent driving, there is a need to further understand the relationship between the perceived risky driving behaviour of parents and friends and the risky behaviour of drivers with a Provisional (intermediate) licence.

METHOD

As part of a larger research project, 378 drivers aged 17-25 years (M=18.22, SD=1.59, 113 males) with a Provisional licence completed an online survey exploring the perceived riskiness of their parents' and friends' driving, and the extent to which they pattern (i.e. base) their driving behaviour on the driving of their parents and friends.

RESULTS

Young drivers who reported patterning their driving on their friends, and who reported they perceived their friends to be risky drivers, reported more risky driving. The risky driving behaviour of young male drivers was associated with the perceived riskiness of their fathers' driving, whilst for female drivers the perceived riskiness of their mothers' driving approached significance.

CONCLUSIONS

The development and application of countermeasures targeting the risky behaviour of same-sex parents appears warranted by the robust research findings. In addition, countermeasures need to encourage young people in general to be non-risky drivers; targeting the negative influence of risky peer groups specifically. Social norms interventions may minimise the influence of potentially-overestimated riskiness.

Movilidad, accidentalidad por tránsito y sus factores asociados en estudiantes universitarios de Guatemala

El objetivo fue identificar y cuantificar la asociación entre la intensidad de exposición (km/año recorridos), la accidentalidad y sus factores asociados en universitarios de Guatemala. Se realizó un estudio trasversal durante el curso 2010-2011, sobre una muestra de 1.016 conductores, quienes cumplimentaron un cuestionario autoadministrado que valoraba: patrones de movilidad, uso de dispositivos de seguridad, estilos de conducción y accidentalidad. Se obtuvieron asociaciones positivas entre la intensidad de exposición y la mayor implicación en circunstancias de riesgo al volante (coeficiente de regresión ajustado de 3,25, IC95%: 2,23-4,27, para las mayores exposiciones). Tanto una mayor implicación en tales circunstancias, como una mayor edad, fueron las variables más fuertemente asociadas con la mayor accidentalidad. Pese a que la intensidad de exposición se asocia positivamente con una mayor accidentalidad, se constató que la mayor parte de dicha asociación está mediada por una mayor implicación en circunstancias de riesgo al volante.

Sensation seeking in major depressive patients: relationship to sub-threshold bipolarity and cyclothymic temperament

BACKGROUND

High levels of sensation seeking (SS) have been traditionally reported for lifetime bipolar disorder (BD) and/or substance use disorder (SUD) rather than major depressive disorder (MDD). Nonetheless, a renewed clinical attention toward the burden of sub-threshold bipolarity in MDD, solicits for a better assessment of "unipolar" major depressive episodes (MDEs) via characterization of putative differential psychopathological patterns, including SS and predominant affective temperament.

METHODS

Two hundred and eighty currently depressed cases of MDD and 87 healthy controls were screened using the Zuckerman's sensation seeking scale-Form-V, the Hypomania Check List-32-item (HCL-32), the Temperament Evaluation of Memphis, Pisa, Paris and San Diego Auto-questionnaire-110-item, the Barratt Impulsivity Scale-11-item, the State-Trait Anxiety Inventory modules and the Structured Clinical Interview for DSM-IV axis-I disorders. Cases were divided into HCL-32(+)(sub-threshold bipolar)/HCL-32(-)("true" unipolar depressed) depending on the HCL-32 total score.

RESULTS

Upon correlation and multivariate regression analyses, the HCL-32(+) patients showed the highest levels of SS, higher prevalence of cyclothymic temperament, and higher rates of multiple lifetime axis-I co-morbidities, including SUD.

LIMITS

Recall bias on some diagnoses, including BD, grossly matched healthy control group, lack of ad-hoc validated measures for ADHD, SUD, or axis-II disorders.

CONCLUSIONS

In our sample, the occurrence of higher levels of SS in "sub-threshold" bipolar cases outlined a differential psychopathological profile compared to DSM-defined "true unipolar" cases of MDE. If confirmed by replication studies, these findings may aid clinicians in delivering a more accurate diagnosis and a safer use of antidepressants in some MDD cases.

How reinforcement sensitivity and perceived risk influence young drivers' reported engagement in risky driving behaviors

Gray's reinforcement sensitivity theory (RST), implementing Carver and White's behavior inhibition system (BIS) and behavior approach system (BAS) scales, was used to predict reported engagement in 10 risky driving behaviors: speeding (2 levels), driving under the influence of alcohol, racing other vehicles, cell phone use (hand-held and hands free), tailgating, unsafe overtaking, driving while fatigued, and not wearing a seatbelt. Participants were 165 young male and female (n=101) drivers aged 17-25 years who held a valid Australian driver's license. Effects of the explanatory variables and specific risk perceptions upon engagement in the reported risky driving behaviors were examined using SEM analyses. Also of interest was whether perceived risk mediated the relationship between the personality variables and reported engagement in risky driving behaviors. RST variables, negative reactivity, reward responsiveness and fun seeking, accounted for unique variance in young drivers' perceived risk. Reward responsiveness and perceived risk accounted for unique variance in young drivers' reported engagement in risky driving behaviors. Negative reactivity was completely mediated by perceived risk in its negative relationship with reported engagement. To better understand driving related risk decision making, future research could usefully incorporate drivers' motivation systems. This has the potential to lead to more tailored approaches to identifying risk-prone drivers and provide information for the development and implementation of media campaigns and educational programs.