Aggression, emotional self-regulation, attentional bias, and cognitive inhibition predict risky driving behavior

Distinct impulsivity profiles in subtypes of violence among community-dwelling patients with severe mental disorders: a longitudinal study

BACKGROUND

Although only a few patients with severe mental disorders (SMD) can commit violent behaviour in the community, violent behaviour aggravates the stigma towards patients with SMD. Understanding the subtypes of violent behaviour may be beneficial for preventing violent behaviour among patients with SMD, but it has rarely been studied.

METHODS

This longitudinal study investigated 1914 patients with SMD in the community at baseline, and the follow-up period ranged from February 2021 to August 2021. The Barratt Impulsiveness Scale Version-11, the Buss-Perry Aggression Questionnaire, the Impulsive/Premeditated Aggression Scale, the Personality Diagnostic Questionnaire and the MacArthur Community Violence Instrument were used at baseline. The Modified Overt Aggression Scale was used to assess the occurrence of violent behaviour (outcome) during the follow-up period. Cox regression models were used to calculate hazard ratios (HRs) with 95% confidence intervals (CIs). Latent class analysis was used to characterise the subtypes of patients with SMD who engaged in violent behaviour at follow-up.

RESULTS

We found that 7.2% of patients with SMD presented violent behaviour within six months in the community. Younger age (OR = 0.98, 95% CI = 0.96-1.00, p = 0.016) and no economic source (OR = 1.60, 95% CI = 1.10-2.33, p = 0.014) were risk factors for violent behaviour. Patients with SMD who engaged in violent behaviour could be classified into three subtypes: one class characterised by a history of violence and impulsivity, another class characterised by high levels of aggression and motor impulsivity, and the last class characterised by median cognitive impulsivity.

CONCLUSIONS

Socio-demographic factors were risk factors for violent behaviour among patients with SMD, which could eliminate the discrimination toward this group. Impulsivity played a vital role in identifying the three subtypes of patients with SMD who engaged in violent behaviour. These findings may be helpful for the development of a personalised violence risk management plan for patients with SMD who commit violent behaviour in the community.

Association of risky driving behavior with psychiatric disorders among Iranian drivers: A case-control study

PURPOSE

This study aimed to investigate the possible association between psychological disorders and risky driving behavior (RDB) in Iran.

METHODS

This case-control study conducted in Shiraz, Iran in 2021. The case group included drivers with psychological disorders and the control group included those without any disorders. The inclusion criteria for selecting patients were: active driving at the time of the study, being 18 - 65 years old, having a driving license, having a psychological disorder including depression, bipolar disorder, anxiety spectrum disorder, or psychotic disorder spectrum confirmed by a psychiatrist, and completing an informed consent form. The exclusion criterion was the existence of conditions that interfered with answering and understanding the questions. The inclusion criteria for selecting the healthy cases were: active driving at the time of the study, being 18 - 65 years old, having a driving license, lack of any past or present history of psychiatric problems, and completing an informed consent form. The data were gathered using a researcher-made checklist and Manchester driving behavior questionnaire. First, partition around medoids method was used to extract clusters of RDB. Then, backward logistic regression was applied to investigate the association between the independent variables and the clusters of RDB.

RESULTS

The sample comprised of 344 (153 with psychological disorder and 191 without confirmed psychological disorder) drivers. Backward elimination logistic regression on total data revealed that share of medical expenditure ≤ 10% of total household expenditure (OR = 3.27, 95% CI: 1.48 - 7.24), psychological disorder (OR = 3.08, 95% CI: 1.67 - 5.70), and substance abuse class (OR = 6.38, 95% CI: 3.55 - 11.48) were associated with high level of RDB.

CONCLUSION

Substance abuse, psychological illnesses, and share of medical costs from total household expenditure were found to be main predictors of RDB. Further investigations are necessary to explain the impact of different psychological illnesses on driving behavior.

Sensation seeking predicts risky driving behavior: The mediating role of difficulties in emotion regulation

The purpose of this study was to explore the mediating effect of difficulties in emotion regulation on the relationship between sensation seeking and driving behavior based on the dual-process model of aberrant driving behavior. A sample of 299 drivers in China completed the Difficulties in Emotion Regulation Scale, the Driver Behavior Questionnaire, and the Sensation Seeking Scale V (SSS). The relationships among sensation seeking, difficulties in emotion regulation, and driving behavior were investigated using pathway analysis. The results showed that (1) disinhibition and boredom susceptibility are positively and significantly related to difficulties in emotion regulation and risky driving behaviors; (2) difficulties in emotion regulation are positively and significantly associated with risky driving behaviors; (3) difficulties in emotion regulation mediate the effect of sensation seeking on driving behaviors, supporting the dual-process model of driving behavior; and (4) professional drivers score higher in terms of difficulties in emotion regulation and risky driving behaviors than nonprofessional drivers. The findings of this study could provide valuable insights into the selection of suitable drivers and the development of certain programs that benefit road safety.

Poorer Inhibitory Control Uniquely Contributes to Greater Functional Disability in Post-9/11 Veterans

OBJECTIVE

Post-9/11 Veterans endorse greater self-reported functional disability than 80% of the adult population. Previous studies of trauma-exposed populations have shown that increased post-traumatic stress disorder (PTSD) and depressive symptoms are consistently associated with greater disability. Additionally, poorer cognitive performance in the domain of executive functions, particularly inhibitory control, has been associated with disability, though it is unclear if this effect is independent of and/or interacts with PTSD and depression.

METHOD

Three overlapping samples of n = 582, 297, and 183 combat-deployed post-9/11 Veterans completed comprehensive assessments of executive functions, PTSD and depressive symptoms, and self-reported World Health Organization Disability Assessment Schedule-II (WHODAS II).

RESULTS

Poorer performance on measures of inhibitory control (Delis-Kaplan Executive Functioning System Color-Word Interference-CWI Test and gradual-onset Continuous Performance Test-gradCPT), but not other executive functions, were significantly associated with greater disability on the WHODAS II (ρ's = -.13 and -.13, p = .002 and .026, respectively). CWI inhibitory control measures accounted for unique variance in disability after controlling for PTSD and depressive symptoms (R2 change = 0.02, p < .001). Further, CWI significantly moderated the effect of depressive symptoms on disability, such that better inhibitory control weakened the relationship between depression and disability.

CONCLUSIONS

Inhibitory control deficits are uniquely associated with increased disability in combat-deployed post-9/11 Veterans, and better inhibitory control abilities may serve as a protective factor for depressive symptoms leading to increased disability.

KEY POINTS

Analysis of speed reductions and crash risk of aggressive drivers during emergent pre-crash scenarios at unsignalized intersections

Aggressive driver behavior (ADB) is often linked with road crashes, especially during crash imminent situations. Previous studies demonstrated that ADB was positively correlated with collision risk; however, this relationship has not quantified evidently. This study aimed to analyze drivers' collision risk and speed reduction behavior during an emergent pre-crash scenario (such as a conflict encroaching into an unsignalized intersection at different critical time gaps) using a driving simulator. The effect of ADB on crash risk is investigated using the time to collision (TTC). Further, drivers' collision evasive behavior is analyzed using speed reduction time (SRT) survival probabilities. Fifty-eight Indian drivers are identified as aggressive, moderately aggressive, and, non-aggressive based on aggressive indicators such as vehicle kinematics (percentage of the time spent in speeding and rapid accelerations, maximum brake pressure, etc.). Two separate models are built to analyze ADB effects on TTC and SRT using a Generalized Linear Mixed Model (GLMM) and a Weibull Accelerated Failure Time (AFT) model, respectively. From the results, it can be observed that aggressive drivers' TTC and SRT are reduced by 82% and 38%, respectively. Compared to a 7 sec conflict approaching time gap, TTC is reduced by 18%, 39%, 51%, and 58% for 6 sec, 5 sec, 4 sec, and 3 sec conflict approaching time gaps, respectively. The estimated SRT survival probabilities for aggressive, moderately aggressive and non-aggressive drivers are 0%, 3% and 68% at 3 sec of conflict approaching time gap, respectively. SRT survival probability increased by 25% for matured drivers and decreased by 48% for drivers who tend to engage in frequent speeding. Important implications of the study findings are discussed.

Impulsivity and self-regulation: A dual-process model of risky driving in young drivers in Iran

The dual-process model of risky driving (Lazuras, Rowe, Poulter, Powell, & Ypsilanti, 2019) suggested that regulatory processes mediate the effect of impulsivity on risky driving. The current study aimed to examine the cross-cultural generalisability of this model to Iranian drivers, who are from a country with a markedly higher rate of traffic collisions. We sampled 458 Iranian drivers aged 18 to 25 using an online survey measuring impulsive processes including impulsivity, normlessness and sensation-seeking, and regulatory processes comprising emotion-regulation, trait self-regulation, driving self-regulation, executive functions, reflective functioning and attitudes toward driving. In addition, we used the Driver Behaviour Questionnaire to measure driving violations and errors. Executive functions and driving self-regulation mediated the effect of attention impulsivity on driving errors. Executive functions, reflective functioning, and driving self-regulation mediated the relationship between motor impulsivity and driving errors. Finally, attitudes toward driving safety significantly mediated the relationship of both normlessness and sensation-seeking with driving violations. These results support the mediatory role of cognitive and self-regulatory capacities in the connection between impulsive processes and driving errors and violations. Overall, the present study confirmed the validity of the dual-process model of risky driving in a sample of young drivers in Iran. Implications for educating drivers and implementing policies and interventions based on this model are discussed.

Aroma of the essential oil of peppermint reduces aggressive driving behaviour in healthy adults

Aggressive driving is of increasing concern in modern society. This study investigated the potential for the presence of an ambient aroma to reduce aggressive responses in a simulated driving situation. Previous literature has demonstrated the beneficial effect of peppermint (Mentha piperita) aroma on driver alertness and we aimed to identify any impact on aggressive driver behaviour. Fifty volunteers were randomly assigned to one of two conditions (peppermint essential oil aroma and no aroma). Aggressive driving behaviours were measured in a virtual reality driving simulator. The analysis indicated that the peppermint aroma significantly reduced aggressive driving behaviours. The presence of the aroma also produced medium sized effects on some aspects of mood from pre-test levels. These results provide support for the use of ambient aromas for the modification of driving behaviours. It is proposed that applying peppermint into daily driving may be a beneficial for reducing driver aggression.

Correlation Between Aggressive Behavior and Impulsive and Aggressive Personality Traits in Stable Patients with Schizophrenia

Purpose

To explore the correlation between aggressive behavior and impulsive and aggressive personality traits in inpatients with schizophrenia.

Methods

In total, 367 inpatients with schizophrenia were divided into two groups: the aggressive group and the non-aggressive group. We assessed inpatients' psychotic symptoms as well as their aggressive and impulsive personality traits using the Positive and Negative Symptom Scale, the Barratt Impulsiveness Scale, and the Buss-Perry Aggression Questionnaire.

Results

Compared with the scores of inpatients in the non-aggressive group, the total Buss-Perry Aggression Questionnaire, subscale, and Barratt Impulsiveness Scale behavioral factor scores in those in the aggressive group were higher (p < 0.05). The results of logistic regression analysis suggested that a high Positive and Negative Symptom Scale positive factor score (odds ratio = 1.07) and a high Buss-Perry Aggression Questionnaire physical aggression score (odds ratio = 1.02) were risk factors for aggressive behavior.

Conclusion

Hospitalized patients with schizophrenia with more severe positive symptoms and aggressive traits may be more prone to aggressive behavior.

Negative mood mind wandering and unsafe driving in young male drivers

OBJECTIVE

Road traffic crash fatalities disproportionately affect young male drivers. Driver distraction is a leading contributor to crashes. Mind wandering (MW) is a prevalent form of driver distraction that is linked to certain unsafe driving behaviours that are associated with increased crash risk (e.g., faster driving). Negative mood can lead to MW, and thus may represent a causal pathway to MW-related unsafe driving. This preliminary pre-post (T1, T2), randomized, controlled, single-blinded experiment tested whether negative mood, compared to neutral mood, increases MW while driving as well as unsafe driving and emotional arousal during MW. It also tested the moderating contribution of trait rumination and inhibitory control to this proposed causal pathway.

METHODS

Forty healthy male drivers aged 20 to 24 were randomly allocated to a negative or neutral mood manipulation involving deception. Individual differences in trait rumination and inhibitory control were measured at T1. At T1 and T2, participants drove in a driving simulator measuring driving speed, headway distance, steering behaviour, and overtaking. Heart rate and thought probes during simulation measured emotional arousal and MW, respectively.

RESULTS

Negative mood exposure led to more MW while driving (Odds Ratio = 1.79, p = .022). Trait rumination positively moderated the relationship between negative mood and MW (Odds Ratio = 2.11, p = .002). Negative versus neutral mood exposure led to increases in headway variability (Cohen's d = 1.46, p = .026) and steering reversals (Rate Ratio = 1.33, p = .032) during MW relative to focused driving. Between-group differences in emotional arousal were not significant.

CONCLUSION

Results support a causal pathway from negative mood to unsafe driving via MW, including the moderating contribution of trait rumination. If replicated, these preliminary findings may inform the development of interventions targeting this potential crash-risk pathway in vulnerable young driver subgroups.

Trait anger causes risky driving behavior by influencing executive function and hazard cognition

Drivers with a high level of trait anger feel more intensity of anger on road, contributing to more risky driving behavior and further increasing the probability of collisions. It seems that trait anger directly correlates with risky driving behavior, but how it works in detail remains unknown and previous research indicated executive function and hazard cognition may play a mediation role in it. Our research aims to explore the relationship among these variables and test if there is a multiple mediation model. We sampled 302 valid participants and used online questionnaires, containing trait anger scale (TAS), executive function index (EFI), hazard cognition scale (HCS; representing attitudes towards risky driving behavior), driver behavior questionnaire (DBQ), and self-reported traffic violations (e.g., accidents, penalty points, fines). Hierarchical multiple linear regression of DBQ results show trait anger is a medium but statistically significant predictor of risky driving behavior and drivers' attitude towards risky situations can significantly predict risky driving behavior at medium effect. But risky driving behavior cannot be predicted by executive function. Interestingly, opposing to prior research, zero-inflated Poisson regression analysis of self-reported traffic violations suggests trait anger negatively predicts accidents and fines in the zero-inflation model, and hazard cognition negatively predicts penalty points. Notably, the executive function negatively predicts penalty points and fines in the count model, which confirms our hypothetical direction. They all represent a small effect size in this nonlinear regression model. Path analysis suggested that trait anger influences risky driving behavior through executive function, and hazard cognition both separately and jointly. This study provides a theoretical framework for the transaction model of aggressive driving behavior and offers some possible interventions toward the effect of trait anger on risky driving behavior.

Traffic costs of air pollution: the effect of PM2.5 on traffic violation

Although emerging studies have investigated the effect of air pollution on traffic crashes, it is unclear to scholars whether air pollution affects another road safety problem-traffic violations. To address this gap, the current paper constructs a data set from 1,390,221 traffic violation records of 640,971 drivers from the Wuhan Traffic Management Bureau between January 2018 and December 2018. An ordered logistic regression was conducted to verify our hypotheses. The result shows that PM_2.5 has no overall impact on the severity of traffic violations, but each 1% increase in the daily concentration of PM_2.5 leads to a 1.02-fold increase in the odds of serious inexperience-related violations and a 0.99-fold decrease in the odds of serious overconfidence-related violations. This effect is the strongest in PM_2.5, followed by NO₂, and has not been observed in CO and O₃. In addition, robustness tests indicate that the relationship between air pollution and traffic violations is consistent among the different subsets (e.g., clear weather, no rain and snow, and good visibility). We also provide valuable practical advice for drivers and traffic authorities.

Road users' engagement in prosocial and altruistic behaviors: A systematic review

INTRODUCTION

Engagement in prosocial and altruistic on-road behaviors is a new area of research with potential safety benefits for road users. This paper systematically reviewed studies on road users' engagement in prosocial and altruistic behaviors to provide guidance regarding the next steps in this area of research, particularly to inform targeted interventions. The objective was to identify the types of on-road prosocial and altruistic behaviors that have been studied, and the factors associated with these behaviors. Road users were defined as drivers, passengers, or vulnerable road users (e.g., pedestrian, motorcyclists, and bicyclists).

METHOD

The database search was conducted following the Preferred Reporting Items for Systematic Reviews and Meta-Analysis (PRIMSA) guidelines and was conducted in June 2021. A total of 23,090 articles were identified in four databases including APA PsycINFO, Embase, Web of Science, and the Transportation Research Information Database. Eleven articles (13 studies) published between 2004 and 2021 met the inclusion criteria and were included in the review.

RESULTS

Six studies focused on intervening behaviors, specifically relating to passengers' willingness or intentions to speak up to a driver engaging in unsafe driving behaviors, four studies focused on drivers' yielding behaviors at crosswalks, and one study each focused on altruistic driving behaviors, prosocial driving behavior at long-wait stops, and prosocial behavior towards cyclists. Studies typically examined characteristics of the prosocial road user, including self-esteem, efficacy, and subjective norms, as well as contextual factors, such as other road users' behaviors and on-road messaging.

CONCLUSIONS

This review highlights specific factors that may predict road users' engagement in prosocial and altruistic on-road behaviors.

PRACTICAL APPLICATIONS

The outcomes from this review may be used to guide the development of future road safety public education messages designed to encourage greater participation in prosocial and altruistic on-road behaviors that act to benefit all road users.

A multimodal psychological, physiological and behavioural dataset for human emotions in driving tasks

Human emotions are integral to daily tasks, and driving is now a typical daily task. Creating a multi-modal human emotion dataset in driving tasks is an essential step in human emotion studies. we conducted three experiments to collect multimodal psychological, physiological and behavioural dataset for human emotions (PPB-Emo). In Experiment I, 27 participants were recruited, the in-depth interview method was employed to explore the driver's viewpoints on driving scenarios that induce different emotions. For Experiment II, 409 participants were recruited, a questionnaire survey was conducted to obtain driving scenarios information that induces human drivers to produce specific emotions, and the results were used as the basis for selecting video-audio stimulus materials. In Experiment III, 40 participants were recruited, and the psychological data and physiological data, as well as their behavioural data were collected of all participants in 280 times driving tasks. The PPB-Emo dataset will largely support the analysis of human emotion in driving tasks. Moreover, The PPB-Emo dataset will also benefit human emotion research in other daily tasks.

The impact of emotional intelligence and personality traits on the occurrence of unsafe behaviors and needle stick injuries among the nurses

This study was aimed to investigate the effect of emotional intelligence and some personality traits on safe behavior and needle stick injuries among the nurses. This cross-sectional study was performed on 200 nursing staff of a hospital in Iran. To collect data, individuals were asked to complete several questionnaires, including demographic questionnaire, domain-specific risk-taking questionnaire, Rosenberg self-confidence questionnaire, Buss-Perry aggression questionnaire, Goleman emotional intelligence questionnaire, and safe behavior questionnaire. Also, the number of needlestick injuries in the participants was extracted from their medical records. Data were analyzed using the SPSS software (version 22), and path analysis was performed using AMOS software. The prevalence of needle stick injuries in the subjects was estimated by 45.5 percent. The results showed that increasing risk-taking, increasing aggression, decreasing self-confidence, and decreasing emotional intelligence reduced safe behavior and increased the number of needle injuries (P < 0.001). In the present study, some personal traits affecting the occurrence of needlestick injuries were identified. It is recommended that people without these negative traits are applied in dangerous occupations with a high probability of needle stick injuries.

It's not a hard and fast rule: A qualitative investigation into factors influencing speeding among young drivers

INTRODUCTION

Research demonstrates that young drivers exceed the posted speed limit more frequently than older drivers, and this demographic is also subsequently overrepresented in road crash statistics. This behavior remains a worldwide problem despite legal enforcement efforts that have proven to have limited efficiency and/or produce counterintuitive results.

METHOD

Consequently, this study undertook a qualitative analysis in order to understand the factors that are perceived to both prevent and promote speeding behavior among young drivers, guided by self-determination theory (SDT). Focus groups were conducted with a total of 60 young drivers aged 17-25 years. An inductive thematic analysis approach was taken to analyze the data.

RESULTS

Findings revealed the following factors influence the prevention of speeding: (1) legal consequences were perceived to deter low-level speeding, (2) fear of injury was believed to prevent high-level speeding, and (3) speed awareness monitors were considered to be an effective countermeasure. Meanwhile, factors perceived to contribute to violating speed restrictions included: (1) perceiving it is safe to do so, (2) a perceived norm to speed, (3) emotions, and (4) unintentional speeding. According to SDT, the factors that were perceived to prevent speeding promote externalized self-regulatory processes and are therefore limited by short-term behavior change.

PRACTICAL APPLICATIONS

The findings have important implications for designing countermeasures aimed at young drivers, not least illuminating the need to have education and media campaigns that target and build drivers' perceived competence, autonomy, and relatedness in relation to speeding in order to promote longer term compliance.

Factors Associated with Emotion Regulation in Men with Internet Access Living in Brazil during the COVID-19 Pandemic

Objective: to evaluate the factors associated with emotion regulation in men with internet access living in Brazil during the COVID-19 pandemic. Method: an epidemiological survey, conducted with 1015 men. An electronic form was applied containing sociodemographic and occupational characteristics, support and coping strategies, as well as emotional and behavioral aspects. Emotion regulation was assessed using the Emotion Regulation Questionnaire. Results: The prevalence values observed were 44.6% for Low Cognitive Reappraisal and of 47.1% for High Emotional Suppression. The following factors were identified as associated: (a) with Low Cognitive Reappraisal: being aged 30 years old or more, practicing physical activity, worrying about social distancing and having positive emotions and feelings; and (b) with High Emotional Suppression: being heterosexual, non-white race/skin color, having security support or public administration, not sanitizing food, worrying about lack of physical activity and not having negative emotions. Conclusion: the adoption of emotion regulation strategies was associated with individual, contextual and emotional/behavioral characteristics. Masculinity ideals seem to exert an influence on these relationships.

French drivers' behavior: Do psychological resources and vulnerabilities matter?

INTRODUCTION

Driving is a risky activity, and road users' behavior is one of the many factors that participate in increasing the risk of road-traffic crashes. Drivers must constantly adapt their behavior to the environment and control their vehicles, and must also anticipate the behavior of others, which may pose a threat to their own safety. Interactions between road users can therefore be stressful and elicit strong negative emotions. Psychological resources and vulnerabilities may be important in understanding how drivers perceive and respond to these driving interactions. The aim of this study was to investigate the role of empathy, self-compassion, personal distress, and alexithymia in both dangerous and prosocial driving behaviors.

METHOD

Our sample (N = 550) of French drivers was recruited via snowball sampling. The drivers filled in paper-and-pencil questionnaires including the Driver Behavior Questionnaire (DBQ), the French adaptation of the Toronto Empathy Questionnaire (Short-FTEQ), the Interpersonal Reactivity Index (IRI), the Self-Compassion Scale - Short Form (SCS-SF), and the Toronto Alexithymia Scale (TAS-20).

RESULTS

After controlling for gender and age, regression analyses revealed that road traffic violations were positively predicted by alexithymia and negatively predicted by cognitive empathy; errors were positively predicted by alexithymia and personal distress, and prosocial driving was positively predicted by emotional and cognitive empathy. A two-step cluster analysis identified three groups of drivers: unsafe and psychologically vulnerable (n = 176), self-focused and less prosocial (n = 151), and safe and resourceful (n = 223).

CONCLUSIONS

Empathy seems to promote safe driving behaviors. Moreover, cognitive empathy appears to safeguard drivers against deliberate violations, whereas psychological vulnerabilities seem to increase the probability of engaging in dangerous behaviors. Practical Applications: These results could open new research avenues for the prevention of dangerous driving behaviors and the promotion of road safety.

Self-regulation differences across learner and probationary drivers: The impact on risky driving behaviours

Risky driving behaviours are a known contributor to young drivers' overrepresentation in road trauma, with self-regulation suggested as an important associated construct, but yet to be extensively explored. The aims of this study were to examine the utility of self-determination theory in explaining risky driving behaviours and to explore differences between young Learner and Provisional (P1)- licensed drivers in regard to their self-regulated safety orientation and engagement in risky driving behaviours. Learners (n = 1038) and P1(n = 589) drivers, aged 16-19 years, responded to a 91-item online survey, including self-regulated safety orientation items adapted from self-determination theory and inattentive and intentional risky driving behaviour items. Results showed that self-determination theory had good predictive power for the two types of risky driving behaviours for both licence groups. Learner and P1 drivers' engagement in risky behaviours was similar, however, the relative importance of self-regulated safety orientation elements to reduced engagement in these behaviours differed. Learners' engagement in intentional risky behaviours reflected greater perceived effort/importance and pressure/tension compared to P1 drivers. Greater effort/importance is an overarching indicator of internalised regulation concerning safe driving behaviours, which might be primed when first exposed to driving. However, greater perceived pressure/tension suggests that internalisation of self-regulatory processes is being suppressed during the Learner phase. This might stem from the required presence of driver trainers and supervisory drivers, as well as interactions with other road users. Whilst only tentative explanations in this first exploration, the findings suggest there is potential for greater efforts in Learner driver training and supervision to encompass the types of skills and learning that encourage the development of self-regulation to reduce risky driving behaviours during both the Learner and P1 stage. These findings contribute to the limited research regarding self-regulation by young novice drivers and informs a better understanding of the psychological influences of engagement in risky driving behaviours, including the first such examination among early independent licensed drivers.

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.

Repeat Traffic Offenders Improve Their Performance in Risky Driving Situations and Have Fewer Accidents Following a Mindfulness-Based Intervention

Risky decision-making is highly influenced by emotions and can lead to fatal consequences. Attempts to reduce risk-taking include the use of mindfulness-based interventions (MBI), which have shown promising results for both emotion regulation (ER) and risk-taking. However, it is still unclear whether improved emotion regulation is the mechanism responsible for reduced risk-taking. In the present study, we explore the effect of a 5-week MBI on risky driving in a group of repeat traffic offenders by comparing them with non-repeat offenders and repeat offenders without training. We evaluated the driving behavior of the participants through a driving simulation, and self-reported emotion regulation, both before and after the intervention. At baseline, poor emotion regulation was related to a more unstable driving behavior, and speeding. The group that received mindfulness training showed improved performance during risky driving situations and had fewer accidents, although their overall driving behavior remained largely unchanged. The observed trend toward improved emotion regulation was not significant. We discuss whether other effects of MBI – such as self-regulation of attention – could underlie the observed reduction in risky driving in the initial stages. Nonetheless, our findings still confirm the close relationship between emotion regulation skills and risky driving.

Relating Reactive and Proactive Aggression to Trait Driving Anger in Young and Adult Males: A Pilot Study Using Explicit and Implicit Measures

Driving anger and aggressive driving are main contributors to crashes, especially among young males. Trait driving anger is context-specific and unique from other forms of anger. It is necessary to understand the mechanisms of trait driving anger to develop targeted interventions. Although literature conceptually distinguished reactive and proactive aggression, this distinction is uncommon in driving research. Similar, cognitive biases related to driving anger, measured by a combination of explicit and implicit measures, received little attention. This pilot study related explicit and implicit measures associated with reactive and proactive aggression to trait driving anger, while considering age. The sample consisted of 42 male drivers. The implicit measures included a self-aggression association (i.e., Single-Target Implicit Association Test) and an attentional aggression bias (i.e., Emotional Stroop Task). Reactive aggression related positively with trait driving anger. Moreover, a self-aggression association negatively related to trait driving anger. Finally, an interaction effect for age suggested that only in young male drivers, higher proactive aggression related to lower trait driving anger. These preliminary results motivate further attention to the combination of explicit and implicit measures related to reactive and proactive aggression in trait driving anger research.

A Frontal Neuropsychological Profile in Fitness to Drive

Traffic accidents are a global concern due to the elevated mortality rates of both drivers and pedestrians. The World Health Organization declared 2011-2020 as the Decade of Action for Road Safety, endorsing initiatives to reduce traffic-related deaths. Yet, despite these incentives, fatal accidents still occur. Different studies have linked deficits in executive functions to risky driving attitudes and crashes. The present study focuses on demographic, cognitive and personality factors, related to the prefrontal cortex, that are characteristic of drivers prone to risky behavior behind the wheel. The penalty Points System was used to classify drivers as "safe", with no point loss over a two-year period, or "risky", with full point loss during the same interval. A neuropsychological assessment of prefrontal cognitive functions was carried out on each group to identify variables associated with safe and risky behavior. Neuropsychological indexes were obtained from a continuous performance task without cue (Simple Attention), a continuous performance task with cue (Conditioned Attention), the Tower of Hanoi test and the Neurologically-related Changes in Personality Inventory (NECHAPI). A Discriminant Analysis (DA) found that education level, reaction times in Simple and Conditioned Attention, learning errors in the Tower of Hanoi and vulnerability in the personality test, best predicted whether drivers were likely to be in the safe or risky group. Finally, a cross-validation analysis performed on the same sample correctly classified 87.5% of the drivers. These data suggest that prefrontal dysfunction contributes to risky behavior behind the wheel. The inclusion of cognitive programs to identify and train drivers with this propensity could reduce risky driving, and consequently, save lives on the road.

Driving Behaviors in Iran: Comparison of Impulsivity, Attentional Bias, and Decision-Making Styles in Safe and High-Risk Drivers

Objective: Road traffic injuries are leading cause of death and economic losses, particularly in developing countries such as Iran. Thus, increased understanding of the causes of traffic accidents can help solve this problem.

The primary goal of this study was to examine attentional bias, decision-making styles, and impulsiveness in drivers with safe or risky driving behaviors. The secondary purpose was to determine the variance of each variable among 2 groups of drivers.

Method: This was a cross sectional design study, in which 120 male drivers aged 20-30 years (60 males with risky driving behaviors and 60 with safe driving behaviors) were recruited from Tehran using sampling technique. Barratt Impulsiveness Scale (BIS), Decision-Making Style Scale (DMSQ), Manchester Driver Behavior Questionnaire (MDBQ), Self-Assessment Manikin Scale (SAM), and Dot Probe Task were used. The analyses were performed using IBM SPSS version 22.

Results: The mean age of participants was 26 years. Significant differences were found between impulsiveness (attentional, motor, and non planning impulsiveness) and decision-making styles (spontaneous and avoidant) between the 2 groups. Also, based on the results of discriminant function analysis (DFS), the subscales of impulsiveness and 2 decision-making styles explained 25% of the variance in the 2 groups of risky and safe drivers.

Conclusion: Findings of this study indicated that impulsiveness and 2 decision-making styles were predominant factors. Therefore, not only is there a need for research to reduce traffic accidents, but studies can also be helpful in issuing driving licenses to individuals.

Children's Road-Crossing Behavior: Emotional Decision Making and Emotion-Based Temperamental Fear and Anger

OBJECTIVE

Child pedestrian injuries represent a global public health burden. To date, most research on psychosocial factors affecting children's risk of pedestrian injury focused on cognitive aspects of children's functioning in traffic. Recent evidence suggests, however, that emotional aspects such as temperament-based fear and anger/frustration, as well as executive function-based emotional decision making, may also affect children's safety in traffic. This study examined the role of emotions on children's pedestrian behavior. Three hypotheses were considered: (a) emotion-based temperament factors of fear and anger/frustration will predict children's risky decisions and behaviors; (b) emotional decision making will predict risky pedestrian decisions and behaviors; and (c) children's pedestrian decision making will mediate relations between emotion and risky pedestrian behavior. The role of gender was also considered.

METHODS

In total, 140 6- to 7-year-old children (M = 6.7 years, SD = 0.39; 51% girls) participated. Parent-report subscales of Child Behavior Questionnaire measured temperamental fear and anger/frustration. The Hungry Donkey Task, a modified version of Iowa Gambling Task for children, measured children's emotional decision making, and a mobile virtual reality pedestrian environment measured child pedestrian behavior.

RESULTS

Greater anger/frustration, lesser fear, and more emotional decision making all predicted poorer pedestrian decision making. The mediational model demonstrated that pedestrian decision making, as assessed by delays entering safe traffic gaps, mediated the relation between emotion and risky pedestrian behavior. Analyses stratified by gender showed stronger mediation results for girls than for boys.

CONCLUSIONS

These results support the influence of emotions on child pedestrian behavior and reinforce the need to incorporate emotion regulation training into child pedestrian education programs.

Impulsivity as a multifactorial construct and its relationship to PTSD severity and threat sensitivity

Changes to the DSM-5's conceptualization of posttraumatic stress disorder (PTSD) highlight the importance of impulsivity within the context of PTSD-related arousal dysregulation. While the relationship between PTSD and threat sensitivity is well defined, how they relate to impulsivity remains understudied. We examined the relationship between PTSD symptom severity, threat sensitivity, and impulsivity. 124 participants completed the PTSD Checklist (PCL-C) and the Barratt Impulsiveness Scale 11th ed (BIS-11). BIS-11 items were separated to define cognitive and behavioral impulsivity subdomains. A trauma-exposed subsample of 39 participants were also exposed to no, ambiguous, and high threat conditions in a threat-enhanced acoustic startle paradigm with psychophysiological response as the outcome variable. PTSD severity was significantly associated with greater overall impulsivity and behavioral impulsivity. Greater overall impulsivity and both cognitive and behavioral impulsivity subdomains were significantly associated with psychophysiological magnitudes across threat conditions in the traumatized subsample. Our results suggest PTSD severity may linked to behavioral impulsivity and both cognitive and behavioral impulsivity are associated with threat sensitivity and hyperarousal. Assessing impulsivity within the context of PTSD, particularly in terms of its cognitive and behavioral subdomains, may provide important, clinically relevant information.

Association between higher-order driving instruction and risky driving behaviours: Exploring the mediating effects of a self-regulated safety orientation

Adolescents' risky driving behaviours contribute to their over-representation in road trauma. Higher-order driving instruction is suggested to reduce such behaviours. To sustain positive behaviours in the long-term, self-determination theory identifies self-regulation as fundamental. The current research explored associations between higher-order driving instruction, risky driving behaviours, and a self-regulated safety orientation. Learner drivers (n = 544), aged 16-19 years, responded to a 91-item survey. Self-regulated safety orientation was found to fully mediate the relationship between higher-order driving instruction and inattentive risky driving behaviours, and between anticipatory higher-order driving instruction and intentional risky driving behaviours. A partial mediation was found between self-regulatory higher-order instruction and intentional risky driving behaviours. These results support that higher-order driving instruction, delivered to develop a self-regulated safety orientation, has potential to reduce young novice drivers' risky driving behaviours. Further research is recommended to triangulate these results through direct observation and longitudinal evaluation.

Efficacy of a Neurofeedback Training on Attention and Driving Performance: Physiological and Behavioral Measures

Increased attention and lower stress levels are associated with more functional and safe driving behavior, since they contribute to reduce distractibility and risk-taking at the wheel. Previous neuroscience research highlighted that NeuroFeedback (NF) training mediated by wearable devices could be effective in terms of neurocognitive strengthening and attention regulation with a direct effect on driving attentional performance. Thus, this research aims to test the effectiveness of a NF protocol on a sample of drivers, to observe its impact on attentional skills and psychophysiological levels of stress involved in driving behavior. 50 participants were randomly assigned to the experimental and active control group. The experimental condition consisted of a 21-day mindfulness NF training with incremental duration sessions. A pre- (t0) and post-treatment (t1) assessment included behavioral, psychometric, neuropsychological, and psychophysiological autonomic measures. Specifically, the Driver Behavior Questionnaire (DBQ) and the Active Box (AB) device were used to evaluate the everyday driving behavior. Results underlined an improvement in driving behavior performance and a decrease of violations at the wheel of the experimental group (EXPg) at t1 measured, respectively by AB and DBQ. About the autonomic and neuropsychological measure, an increase in heart rate (HR) and an increased accuracy at the Stroop Task were detected: a specific increase of Stroop-related HR was found for the EXPg at t1. Also, reduced reaction times were found in the Multiple Features Target Cancellation for the EXPg at t1. Overall, the EXPg displayed a physiological, behavioral and neuropsychological increased efficiency related to attention as well as a driving-related behavioral improvement after NF training.

Impulsive and Self-Regulatory Processes in Risky Driving Among Young People: A Dual Process Model

The present study empirically examined a novel dual process model of self-reported aberrant driving behavior in young and novice drivers that incorporates both impulsive and self-regulatory processes. Four hundred and nine participants aged 18-25 years (M age = 21.18 years, SD = 2.12; 65.5% females) completed online questionnaires on impulsivity, normlessness, sensation seeking, emotion and self-regulation, and attitudes toward driving safety. Path analysis showed that motor impulsivity was associated with self-reported driving violations, errors, and lapses, whereas sensation seeking was uniquely directly associated with self-reported errors. Non-planning impulsivity, normlessness and sensation seeking had significant indirect effects on self-reported errors, via self-regulation. Finally, motor impulsivity and normlessness had a significant indirect effect on self-reported violations, errors and lapses, via attitudes to driving safety. Based on our findings we suggest that a dual-process approach is relevant to the study of aberrant driving behavior in young and novice drivers, and the results of the present study have important implications for initiatives to promote driving safety in this population.