Adaptation and validity of the traffic locus of control scale in Chinese drivers

Road safety attitude and behaviour among motorcycle riders in Ghana: A focus on traffic locus of control and health belief

Road traffic accident is a leading cause of death and various life deformities worldwide. This burden is even higher among motorcycle riders in lower-to-middle-income countries. Despite the various interventions made to address the menace, the fatalities continue to be on the ascendency. One major area that has received little attention is the attitude and behaviour of motorcycle riders. The present study aimed to examine the contribution of traffic Locus of Control (LoC) and health belief on road safety attitude and behaviour. 317 motorcycle riders participated in the study. The participants completed a questionnaire comprising various sections such as motorcycle riding behaviour, road safety attitude, risk perception, the intention to use helmets, and traffic LoC. The results showed a significant positive correlation between road safety attitude and behaviour (r (295) = .33, p < .001). Drifting towards internal LoC was associated with more positive behaviour on the roads (r (295) = -.23, p < .001). Intention to use helmet, health motivation, perceived susceptibility, perceived benefits, and perceived barriers were the factors in the health belief model that were associated with road safety attitude (r (295) = .404, p < .001). Finally, the multiple linear regression model showed that road safety attitude and traffic LoC made significant contributions to road user behaviour [F(3, 293) = 13.73, p < .001]. These findings have important implications towards shaping responsible behaviour among motorcycle riders.

Chinese adaptation of the reckless driving behaviour scale: Testing its psychometric properties and links with safe driving climate among family and peers

Purpose

The present study aimed to revise the Reckless Driving Behaviour Scale (RDBS) and examined its reliability and validity among young Chinese drivers.

Methods

The RDBS, the Safe Driving Climate among Friends Scale (SDCaF), the Family Climate for Road Safety Scale (FCRSS) and a social desirability scale were administrated to 560 young drivers. Exploratory factor analysis (EFA, n = 250) and confirmatory factor analysis (CFA, n = 250) were conducted to examine the factorial structure of the RDBS.

Results

The Chinese version of the RDBS has 18 items that are divided into 4 factors: distraction, substance use, extreme behaviour and positioning. Both the results of EFA and CFA confirmed its factorial structure. The reliability of the RDBS was acceptable and the concurrent validity of the scale was supported by its significant associations with the SDCaF and FCRSS factors. Finally, drivers who had violation involvement scored higher on all four factors than their peers who did not have violation involvement, providing evidence for its known-group validity.

Conclusion

The revised RDBS has similar structure with the original version and its reliability and validity were satisfactory. It is an effective tool to measure the reckless driving behaviour of young drivers in China and interventions that incorporated joint efforts of family and peers should be developed.

Exploring the association between the Arabic version of the Traffic Locus of Control, driving behavior, and road traffic crashes: A multidimensional approach

The Traffic Locus of Control scale (T-LOC) serves as a measure of drivers' personality attributes, providing insights into their perceptions of potential causes of road traffic crashes (RTCs). This study meticulously evaluated the psychometric properties of the Arabic version of T-LOC (T-LOC-A) among Lebanese drivers. Additionally, the study aimed to explore associations between the T-LOC scale and various driving variables, including driver behavior, accident involvement, and traffic offenses. A cross-sectional study was conducted among Lebanese drivers using a face-to-face approach. The validation of the Arabic version of T-LOC (T-LOC-A) occurred through a two-stage process: translating and culturally adapting T-LOC in the first stage, and testing its psychometric properties in the second stage. Data were collected using a comprehensive self-reported questionnaire in Arabic, covering demographic and travel-related variables, risk involvement, and measures such as the Driver Behavior Questionnaire (DBQ) and T-LOC. Exploratory factor analysis and confirmatory factor analysis were performed to scrutinize the factorial structure of T-LOC. Pearson correlation and chi-square tests were used for continuous and categorical variables, respectively. Two logistic regression analyses were executed to probe associations between T-LOC and involvement in road traffic crashes (RTCs) and T-LOC subscales with the occurrence of traffic offenses. The study included 568 drivers, predominantly male (69%) and aged between 30 and 49 years (42.1%). The findings revealed that T-LOC-A exhibited robust psychometric properties, with excellent reliabilities (α = 0.85) and adherence to the original four-factor structure, encompassing self (α = 0.88), other drivers (α = 0.91), vehicle/environment (α = 0.86), and fate (α = 0.66). The multidimensional structure was statistically supported by favorable fit indices. Gender differences revealed men attributing responsibility to other drivers, while women leaned towards fate and luck beliefs. Regarding driver behavior, the "other drivers" and self-dimensions of T-LOC-A correlated positively with aggressive violations. The fate dimension showed positive associations with aggressive violations and lapses. The "other drivers" subscale correlated positively with errors, and the vehicle/environment subscale with lapses. External T-LOC factors were positively associated with accident involvement, while the "LOC self" factor emerged as a protective element. In terms of traffic offenses, "LOC fate" displayed a positive association, while the "LOC self" factor showed a protective effect. In conclusion, the Arabic T-LOC is a reliable and valuable instrument, suggesting potential improvements in driving safety by addressing drivers' locus of control perceptions.

Effects of safe driving climate among friends on prosocial and aggressive driving behaviors of young drivers: The moderating role of traffic locus of control

INTRODUCTION

This study focused on the impact of safe driving climate among friends on prosocial and aggressive driving behaviors for young Chinese drivers, arguing for the moderating role of traffic locus of control.

METHOD

Three hundred and fifty-two young Chinese drivers aged 18 to 25 years agreed to participate in this study and completed the questionnaire, which included items related to safe driving climate among friends, traffic locus of control, and prosocial and aggressive driving behaviors.

RESULTS

Safe driving climate among friends and traffic locus of control had direct effects on prosocial and aggressive driving behaviors. More importantly, internal locus of control moderated the relationship between communication on prosocial driving behavior and the relationship between shared commitment to safe driving and aggressive driving behavior. External locus of control moderated the relationship between social costs and prosocial driving behavior and the relationships between shared commitment to safe driving and prosocial and aggressive driving behaviors. It can be inferred that the effects of safe driving climate on prosocial and aggressive driving behaviors varied with their levels of traffic locus of control.

PRACTICAL APPLICATIONS

This study enriches current theoretical frameworks and may be applied in the development of interventions and training for young drivers from the perspective of safe driving climate among friends and traffic locus of control.

Psychometric properties of the Chinese version of the Attitudes Toward Accompanied Driving Scale and its relationship with driving styles

The present study aimed to adapt the Attitudes Toward Accompanied Driving Scale (ATADS) to a Chinese drivers sample and to examine its reliability and validity. Five hundred and seventy-two drivers aged 18 to 25 years old were asked to complete the ATADS and a validated Chinese version of the Multidimensional Driving Style Inventory. The factorial structure of the ATADS was examined using exploratory factor analysis (N = 259) and confirmatory factor analysis (N = 313). The validity of the scale was evaluated by examining the associations between the ATADS factors, demographic variables and driving styles. The results showed that both the findings of the EFA and CFA showed a five-factor structure of the ATADS, including tension, relatedness, avoidance, disapproval and anxiety. Second, significant gender differences were found in tension, relatedness, avoidance and anxiety. Third, tension, avoidance, disapproval and anxiety were moderately or weakly correlated with risky, anxious, angry and careful driving styles. Moreover, the number of traffic accidents after the accompanying phase was positively correlated with disapproval and avoidance. The findings supported the psychometric properties of the Chinese version of the ATADS and highlighted the adverse effects of young drivers’ negative attitudes toward accompanied driving on their driving styles.