Cognitive biases in aggressive drivers: Does illusion of control drive us off the road?

The Italian adaptation of the Driving Anger Scale (DAS): examining measurement invariance and the role of blaming others as a mediator of the relationship between trait driving anger and aberrant driving behavior

High levels of trait driving anger have been linked to aberrant driving behavior and higher proneness to be involved in a car crash. In the present study, we assessed the psychometric properties of the Italian adaptation of the Driving Anger Scale (DAS) in a large (>2000; 72% males) sample of Italian drivers examining measurement invariance across gender and age. Also, we examined whether the association between trait driving anger and aberrant driving behavior is mediated by a maladaptive form of cognitive emotion regulation, namely blaming others. The results showed that the six-factor structure of the DAS was overall confirmed with a few variations compared to the original scale. Weak measurement invariance was supported across gender and age, while strong and strict invariance were partially confirmed. Finally, the tendency to cope with negative events by blaming others mediated the association between driving anger and aberrant driving behavior in the male but not in the female sample. For both men and women, however, blaming others was positively associated with violations. Thus, attributions of blame to others could be targeted by clinical interventions for high-anger drivers and driver education courses in the attempt to reduce aberrant driving behavior and improve road safety.

A study of the factors affecting driving risk perception using the Bivariate Ordered Probit model

This paper aims to examine the key factors influencing driving risk perception in Iran. We conducted separate surveys for two groups of Iranian drivers, namely passenger car drivers and truck drivers. In order to assess driving risk perception, respondents were asked what they think about their Probability of Having a Road Accident (PHRA) and if they eventually have an accident as a driver, what they think about the Probability of it being Fatal or causing Severe Injury (PFSI). A Bivariate Ordered Probit model, which considers the possible correlation between PHRA and PFSI, was developed to explain the observed driving risk perception using type of vehicle, driving experience, socio-demographic information, and driving behaviour. According to the results, vehicle type, vehicle age, driving experience, sleep quality, at-fault accidents over the past three years, vehicles safety-related equipment, and education level have significant effects on driving risk perception (p-value < 0.05). In addition, this paper compares the driving risk perception of truck and passenger car drivers. The results show that truck drivers have a higher perception of PHRA and PFSI compared with passenger car drivers (p-value < 0.05). The results may convince policy-makers to consider the characteristics of the two categories of drivers when designing regulations.

Cognitive Biases, Risk Perception, and Risky Driving Behaviour

This study evaluated the relationship between drivers’ cognitive biases (i.e., optimism bias, illusion of control) and risky driving behaviour. It also investigated the mediational role of risk perception in the relationship between cognitive biases and self-reported risky driving. The sample included 366 drivers (Mage = 39.13, SD = 13.63 years) who completed scales measuring optimism bias, illusion of control, risk perception, and risky driving behaviour, as well as demographic information. The results showed that risky driving behaviour was negatively predicted by optimism bias and positively predicted by the illusion of control. Further, risk perception negatively correlated with risky behaviour and also mediated the relation between both optimism bias and illusion of control with risky driving. The practical implications of these results for traffic safety and future research are discussed.

Guilt and Shame of What Might Have Been in Optimistic Offender Drivers

Habitual offender drivers are required to recover points lost on their driving license by attending reeducation courses, an experience that may, upon reflection of the incident in question, induce feelings of guilt or shame for the infractions they committed. A simulated driving task studied optimistic offender drivers to analyze the extent to which the controllability of the situational context influenced their use of internal and external factors in counterfactual thoughts and emotions such as guilt and shame. The study involved 160 drivers, of whom 54 were categorized as repeat offender drivers while 106 drivers attended courses for advanced professional driving licenses. The participants drove along a route in a driving simulator, which had been previously adjusted for the difficulty to generate a perception of high or low control. Based on the outcome obtained by the participants in this stage, each driver had to report which resources they required to improve their outcomes. Different factor ANOVAs were used to analyze our findings. The results indicated that optimistic offenders, unlike other groups (i.e., optimistic non-offender and pessimistic non-offender), thought that their results could have been better if external factors had been present (i.e., upward counterfactuals), both under conditions of high and low control. They believed their results would have been worse had it not been for their internal resources (i.e., downward counterfactuals), especially under conditions of low control. Concerning emotions of guilt and shame, offender optimists had the lowest values in both conditions compared with the other groups. We may contend that optimistic offender drivers thought they could have obtained better outcomes if external factors had been involved. In the low control condition, they justified that if it were not for such internal skills, their results could have been worse. When they generated such thoughts, the emotions of guilt and shame were minimal.

Relationships among driving styles, desire for control, illusion of control, and self-reported driving behaviors

OBJECTIVE

A correlational study examined relationships among driving styles, 4 subfactors of desire for control, illusion of control, accident concern, self-rated likelihood of being involved in an accident, self-rated driving skill, and self-reported accidents, violations, and close calls.

METHODS

An online sample of participants (N = 601) completed (1) the Multidimensional Driving Style Inventory (MDSI); (2) the Desirability of Control Scale (DCS); (3) an Illusion of Control Scale; (4) an accident concern self-rating, (5) a 3-item speed questionnaire; (6) a 4-item accidents, violations, and close calls questionnaire; (7) a driving skill self-rating; and (8) a demographic questionnaire. Scales were analyzed using exploratory factor analysis where appropriate. Exploratory correlational analyses examined relationships among factor scores for subscales and other variables of interest.

RESULTS

The MDSI factored into 6 distinct driving styles, and the DCS factored in 4 subfactors of desire for control. Relationships among driving styles and other variables were used to create profiles of each of 6 driving styles-angry, anxious, cautious, dissociative, risky, and stress reduction-based on relationships among variables examined.

CONCLUSIONS

Our results may help to identify traits that are related to driving behaviors. In general, our results showed that several maladaptive driving styles (dissociative, risky, and angry) were negatively correlated with 2 subscales of desire for control (desire to proactively seek control and desire to control making decisions) and positively correlated with illusion of control. Cautious driving style, which is adaptive, showed the opposite pattern. We also produced evidence to support the construct validity of the MDSI and added to the growing literature suggesting that the MDSI factors into 6 distinct driving styles.

Identification of Contributing Factors for Driver’s Perceptual Bias of Aggressive Driving in China

Aggressive driving is common across the world. While most aggressive driving is conscious, some aggressive driving behavior may be unconscious on part of motor vehicle drivers. Perceptual bias of aggressive driving behavior is one of the main causes of traffic accidents. This paper focuses on identifying impact factors related to aggressive driving perceptual bias. Questionnaire data from 690 drivers, collected from a drivers’ retraining course administered by the Traffic Management Bureau in Nanjing, China, were used to collect drivers’ socioeconomic characteristics, personality traits, and external environment data. Actual penalty points were considered as an objective indicator and Gaussian mixture model (GMM) was used to cluster an objective indicator into different levels. The driving anger expression (DAX) was used to measure drivers’ self-assessment of aggressive driving behavior and then to identify perceptual biases. Then a binary logistic model was estimated to explore the influence of different factors on drivers’ perceptual bias of aggressive driving behavior. Results showed that bus drivers were less likely to have perceptual bias of aggressive driving behavior. Truck drivers, drivers with an extraversion characteristic, and drivers who have dissatisfaction with road infrastructure and actual work were likely to have a perceptual bias. The findings are potentially beneficial for proposing targeted countermeasures to identify dangerous drivers and improve drivers’ safety awareness.

A cross-cultural comparison of visual search strategies and response times in road hazard perception testing

Road hazard perception is considered the most prominent higher-order cognitive skill related to traffic-accident involvement. Regional cultures and social rules that govern acceptable behavior may influence drivers' interpretation of a traffic situation and, consequently, the correct identification of potentially hazardous situations. Here, we aimed to compare hazard perception skills among four European countries that differ in their traffic culture, policies to reduce traffic risks, and fatal crashes: Ukraine, Italy, Spain, and Sweden. We developed a static hazard perception test in which driving scenes with different levels of braking affordance were presented while drivers' gaze was recorded. The test required drivers to indicate the action they would undertake: to brake vs. to keep driving. We assessed 218 young adult drivers. Multilevel models revealed that the scenes' levels of braking affordance (i.e., road hazard) modulated drivers' behavior. As the levels of braking affordance increased, drivers' responses became faster and their gaze entropy decreased (i.e., visual search strategy became less erratic). The country of origin influenced these effects. Ukrainian drivers were the fastest and Swedish drivers were the slowest to respond. For all countries, the decrement in response times was less marked in the case of experienced drivers. Also, Spanish drivers showed the most structured (least erratic) visual search strategy, whereas the Italians had the most rigid (most constant) one. These results suggest that road hazard perception can be defined cross-culturally, with cultural factors (e.g., traffic climate, legislation) modulating response times and visual search strategies. Our results also support the idea that a multimodal assessment methodology is possible for mass testing of road hazard perception and its outcomes would be relevant to understand how different traffic cultures shape driving behavior.

What factors predict drivers' self-reported lane change violation behavior at urban intersections? A study in China

Lane change violations are a major cause of traffic conflicts and accidents at urban intersections and one of many road-safety issues in China. This study aims to explore the socio-psychological factors underlying drivers' motivation for lane change violation behavior at urban intersections and examines how these factors predict this violation behavior. A self-reported questionnaire is designed by applying the construct of the theory of planned behavior (TPB) to collect data. Five hundred-six valid responses are received from the questionnaire survey conducted on the Internet in China. The data are then analyzed using structural equation modeling (SEM). The results of the analysis show that behavioral intention is the strongest predictor of self-reported lane change violation behavior at urban intersections. Perceived behavioral control has both direct and indirect effects on self-reported lane change violation behavior. Furthermore, attitude, subjective norms and perceived behavioral control are found to have significant correlations with drivers' intention of lane change violations at urban intersections. The results of this study could provide a reference for designing more effective interventions to modify drivers' lane change violation behavior at urban intersections.

Cyclists' Anger As Determinant of Near Misses Involving Different Road Users

Road anger constitutes one of the determinant factors related to safety outcomes (e.g., accidents, near misses). Although cyclists are considered vulnerable road users due to their relatively high rate of fatalities in traffic, previous research has solely focused on car drivers, and no study has yet investigated the effect of anger on cyclists’ safety outcomes. The present research aims to investigate, for the first time, the effects of cycling anger toward different types of road users on near misses involving such road users and near misses in general. Using a daily diary web-based questionnaire, we collected data about daily trips, bicycle use, near misses experienced, cyclist’s anger and demographic information from 254 Spanish cyclists. Poisson regression was used to assess the association of cycling anger with near misses, which is a count variable. No relationship was found between general cycling anger and near misses occurrence. Anger toward specific road users had different effects on the probability of near misses with different road users. Anger toward the interaction with car drivers increased the probability of near misses involving cyclists and pedestrians. Anger toward interaction with pedestrians was associated with higher probability of near misses with pedestrians. Anger toward cyclists exerted no effect on the probability of near misses with any road user (i.e., car drivers, cyclists or pedestrians), whereas anger toward the interactions with the police had a diminishing effect on the occurrence of near misses’ involving all types of road users. The present study demonstrated that the effect of road anger on safety outcomes among cyclists is different from that of motorists. Moreover, the target of anger played an important role on safety both for the cyclist and the specific road users. Possible explanations for these differences are based on the difference in status and power with motorists, as well as on the potential displaced aggression produced by the fear of retaliation by motorized vehicle users.

Improving Accident Statistics and Expanding the Role of Traffic Psychologists in Brazil

Abstract Due to the mandatory assessment of psychological fitness to drive of prospective drivers, Brazil has a relatively large amount of traffic psychologists. Since, in general, assessment only happens upon first licensing, the task of these psychologists is fairly limited (as is the scope of the assessment itself). Intention and method: this study aims to perform a critical analysis of possibilities to expand the role of psychologists working in the traffic system in Brazil. A systematic review study of databases and international documents was conducted and a scope of activity of psychologists in this area was built. First result statistical data is scattered over many agencies. First conclusion in order to better identify specific tendencies and risk groups in Brazil, statistical data related to accident involvement needs to be better, perhaps centrally, coordinated and consolidated. Second result international research related to three subgroups of drivers that constitute a significantly increased safety risk can inform future directions for traffic psychology in Brazil. Psychological processes that may underlie these risk increases are discussed. Second conclusion two subgroups (young drivers and aggressive drivers) could benefit from more than assessment, they could benefit from specific psychological interventions. The third subgroup (elderly drivers) is expected to increase significantly in the future, which asks for clearer policies, with a significant input form psychologists and psychological research.

The association between driving anger and driving outcomes: A meta-analysis of evidence from the past twenty years

Through the use of meta-analysis, this study investigated the relationships between driving anger and five types of driving outcomes (aggressive driving, risky driving, driving errors, near misses and accidents). The moderating effects of three variables (age, study publication year, and participants' country of origin) on these relationships were also examined. A total of 51 studies published over the past two decades met the inclusion criteria for the meta-analysis. The results showed that driving anger significantly predicted all three types of aberrant driving, with zero-order correlations of 0.312, 0.243, and 0.179 with aggressive driving, risky driving and driving errors, respectively. The correlations between driving anger and accident-related conditions, though at relatively weaker levels, were still statistically significant. Tests for effects of the moderating variables suggested that driving anger was a stronger predictor of risky driving among young drivers than among old drivers. Also, the anger-aggression association was found to decrease over time and vary across countries. The implications of the results and the directions for future research are discussed.

Trait Predictors of Aggression and Crash-Related Behaviors Across Drivers from the United Kingdom and the Irish Republic

Aggressive driving is acknowledged as a contributor to motor vehicle crashes. This study explored a theoretical model of aggressive expression and crash-related outcomes using self-report data collected, using an online questionnaire, from drivers in the United Kingdom and the Republic of Ireland. The proposed model tested whether the personality traits of boredom proneness, sensation seeking, and impulsivity, coupled with trait driving anger, predicted aggressive driving; and whether aggressive driving predicted crash-related outcomes (loss of concentration and control, near misses, and moving violations). The structural model was confirmed, with aggressive expressions of anger being found to mediate the relationships driving anger and impulsivity had with the crash-related outcomes. Multigroup invariance analysis showed that the model remained invariant across drivers from the United Kingdom and Ireland, suggesting that the contributing factors for aggressive expression and crash involvement are similar across both countries. When self-reported crash-related conditions were compared between drivers in the United Kingdom and Ireland, drivers in the United Kingdom reported more aggressive driving, more minor crashes, more incidents of road rage, and more frequent losses of concentration and vehicle control.

Development of a short form of the driving anger expression inventory

The present study developed a revised version of the driving anger expression inventory (25-items) and a short (15-item) version using data from 551 drivers. Split half factor analyses on both versions confirmed the original four factors; personal physical aggressive expression, use of a vehicle to express anger, verbal aggressive expression and adaptive/constructive expression. The two DAX versions were strongly correlated, demonstrating the suitability of both forms of the scale and the aggressive forms of expression were higher for drivers who reported initiating road rage interactions. Total aggressive expression was also higher for drivers who reported recent crash-related conditions, such as: loss of concentration, losing control of their vehicle, moving violations, near-misses and major crashes. The revised DAX and DAX-short provide shorter versions of the 49-item DAX that can more easily be combined with other questionnaires and require smaller sample sizes to analyse. Further research is required to validate these tools among different samples and populations.