The relation between cognitive control and risky driving in young novice drivers

Can executive functions of the brain predict official driving test success?

Human factors, including the level of cognitive functioning, are the most influential factors in road traffic crashes. Among cognitive abilities, executive functions (EFs) of the brain play a pivotal role in driving performance and outcomes, including crash numbers. The current study was aimed to explore, for the first time, the ability of EF tests to predict success on the official driving tests in applicants of driving license in Iran. We administered a relevant set of commonly used EF tests, including a computerized Stroop test and six tests from the Delis-Kaplan Executive Function System (D-KEFS) and the Behavioral Assessment of the Dysexecutive Syndrome (BADS), to 87 healthy new drivers applying for a driver's license (Mage = 25.9 years, SD = 8.2; 43 female). We also administered a series of demographic and psychological questionnaires. The data regarding the participants' official driving tests were extracted from the official records. To determine the relations of the EF tests with success on the driving tests, several correlation and regression analyses were conducted. Most of the EF measures had significant correlations with the road test success, while having no significant relations with the theory test success. Moreover, in our regression analyses, The EF measures predicted success on the official driving road test, but not success on the driving theory test, even after controlling for the effects of previous unlicensed driving experience and stress symptoms. The results demonstrate the predictability of the driving road test success from executive functioning.

A novel hazard avoidance model based on young drivers' characteristics: A driving simulator study

This paper aims to examine the key factors influencing young drivers' hazard avoidance in Iran. In this study, a hazard avoidance index is defined and calculated for investigating the effect of impulsiveness, behavioral, and psychological characteristics on driving hazard avoidance. A questionnaire and go-no-go and flanker computer tests as well as a driving simulator are used for collecting data from 173 Iranian drivers under the age of 30. For this purpose, different scenarios were used, such as pedestrian crossing, the presence of fixed obstacles, and animals crossing the road, whose various characteristics are also changed. Structural equation modeling and the partial least squares method are applied for investigating the relationship between different variables and the hazard avoidance index. The results show that the driver hazard avoidance index is mostly affected by variables such as inhibitory control, opposite directional response, attentional impulsiveness, motion impulsiveness, non-planning impulsiveness, disregarding the law, and lapses and error. The results could help policymakers to assess diving hazard avoidance and improve training programs related to traffic safety based on the variables that are more effective on inexperienced and novice drivers' hazard avoidance.

Driving Frequency Modulates Correlations Between Executive Functions and Driving Performance: A Driving Simulator Study

Driving a car requires a complex combination of various cognitive functions (e.g., visual perception, motor control, decision making, and others), and deficits in any of these processes may compromise driving safety. Amongst these, executive functions such as inhibitory control, task switching, and decision-making are important, as they enable drivers to process information from their surroundings and respond appropriately to changing road conditions. Although previous research has focused on laboratory measures of individual executive functions, it remains unclear whether performance on such laboratory tests readily translates to actual on-the-road driving performance, especially since drivers' skill levels can vary widely, based on their driving frequency. To this end, we divided 30 participants into two categories based on their driving frequency (i.e., daily commuter vs. weekend only drivers), and we used three well-known executive functioning tasks (the stop signal task, Iowa gambling task or IGT, and a task-switching test) to see whether scores on these tasks predicted such driving performances and behaviors such as braking time, lane-keeping, speed limit violations, and inter-vehicle distance (e.g., in a driving simulator). Participants went through a follow-lead-car scenario in the driving simulator for 20 minutes and then completed the three executive tasks. We found that stop signal reaction time (SSRT) best predicted driving performance, and remained predictive against driver distraction, as well as variabilities in driving frequency. The IGT predicted speed limit violations in high-frequency drivers, whereas task-switching cost predicted lane keeping performance in low-frequency drivers. Together, these results highlight the importance of driving frequency when considering correlates between executive functions and driving performance and behavior. They also imply that executive tasks better predict driving performance in low-frequency (or inexperienced) drivers, while driver temperament (i.e., impulsiveness as indicated by IGT) better predicted driving performance in high-frequency (or experienced) drivers.

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.

Sex difference in driving speed management: The mediation effect of impulse control

Previous studies have shown that male drivers drive faster than female drivers, but there is no agreement on whether impulsivity could induce this sex difference, nor is there a cross-sectional comparison of the effects of different road environments. The purpose of this study was to verify whether impulsivity and impulse control could explain the sex differences in driving speed. A driving simulator study (study 1, N = 41) was performed to investigate whether there were sex differences in driving speeds in two road sections of different complexity, and a questionnaire survey (study 2, N = 163) was conducted to investigate the relationship between sex, impulsivity, impulse control and driving behavior of the participants. The results showed that male drivers drove faster on simple roads, but this difference did not show on complex roads. There were no sex differences in impulsivity traits, but male participants had significant lower levels of impulse control. The results also reveal a partial mediating role of impulse control in the relationship between sex and driving speed. These results suggest that impulse control can predict dangerous driving behaviors and is an important factor in explaining sex differences in driving speed.

On the importance of working memory in the driving safety field: A systematic review

In recent years, many studies have used poor cognitive functions to explain risk safety differences among drivers. Working memory is a cognitive function with information storage and attentional control that plays a crucial role in driver information processing. Furthermore, it is inextricably linked to parameters such as driving performance, driving eye movements and driving neurophysiology, which have a significant impact on drivers' risky behavior and crash risk. In particular, crash risk is a serious risk to social safety and economic development. For this reason, it is necessary to understand how risk-related working memory affects driving so that pre-driving safety pre-training programs and in-vehicle safety assistance systems for driving can be developed accordingly, contributing to the development of semi-autonomous vehicles and even autonomous vehicles. In this paper, a systematic search of the literature over the past 23 years resulted in 78 articles that met the eligibility criteria and quality assessment. The results show that higher working memory capacity, as measured neuropsychologically, is associated with more consistent and safer driving-related parameters for drivers (e.g., lane keeping) and may be related to pupil dilation during risk perception while driving, which is associated with driving outcomes (tickets, pull-overs, penalty points and fines,and driving accidents) is closely related to the perceived usefulness of the human-machine interface, reaction time, standard deviation of steering wheel corners, etc. when the autonomous driving takes over. In addition, higher working memory load interference was associated with more inconsistent and unsafe driving-related parameters (including but not limited to eye movements, electrophysiology, etc.), with higher working memory load being associated with easier driver concentration on the road, faster heart rate, lower heart rate variability, and lower oxyhemoglobin (OxyHb) and deoxyhemoglobin (DeoxyHb). Only a limited number of studies have simultaneously investigated the relationship between working memory capacity, working memory load and driving, showing an interaction between working memory capacity and working memory load on lane change initiation and lane change correctness, with working memory capacity acting as a covariate that mediated the effect of working memory load on braking reaction time. In addition, working memory-related cognitive training had a transfer effect on improving driving ability. Overall, working memory capacity determines the upper limit of the number of working memory attention resources, while working memory load occupies part of the working memory attention resources, thus influencing information perception, decision judgment, operational response, and collision avoidance in driving. Future effective interventions for safe driving can be combined with capacity training and load alerting. These findings contribute to our understanding of the role of working memory in driving and provide new insights into the design of driver safety training programs and automated driving personalized in-vehicle safety systems and roadside devices such as signage.

The Predictors of Unsafe Behaviors among Nuclear Power Plant Workers: An Investigation Integrating Personality, Cognitive and Attitudinal Factors

Unsafe behaviors, such as violations and human errors, have long been recognized as the main causes of accidents in nuclear power plants (NPPs). However, personal factors that influence unsafe behaviors among NPP workers have not been well examined, especially in an integrated model. This study proposes an integrated contextual mediated model to examine personality, cognitive and attitudinal predictors of unsafe behaviors among commissioning workers at NPPs. The model was verified using structural equation modeling technique with survey data from 177 commissioning workers in two Chinese NPPs. Results show that personality traits (i.e., conscientiousness, neuroticism, openness and agreeableness), executive function and safety attitudes exerted significant effects on unsafe behaviors. In addition, the effects of agreeableness and executive function were partly mediated by safety attitudes. Both conscientiousness and neuroticism indirectly influenced unsafe behaviors through the mediating role of executive function. The findings shed light on the design of evidence-based interventions for safety performance in NPPs.

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.

The role of attention control in complex real-world tasks

Working memory capacity is an important psychological construct, and many real-world phenomena are strongly associated with individual differences in working memory functioning. Although working memory and attention are intertwined, several studies have recently shown that individual differences in the general ability to control attention is more strongly predictive of human behavior than working memory capacity. In this review, we argue that researchers would therefore generally be better suited to studying the role of attention control rather than memory-based abilities in explaining real-world behavior and performance in humans. The review begins with a discussion of relevant literature on the nature and measurement of both working memory capacity and attention control, including recent developments in the study of individual differences of attention control. We then selectively review existing literature on the role of both working memory and attention in various applied settings and explain, in each case, why a switch in emphasis to attention control is warranted. Topics covered include psychological testing, cognitive training, education, sports, police decision-making, human factors, and disorders within clinical psychology. The review concludes with general recommendations and best practices for researchers interested in conducting studies of individual differences in attention control.

A Focus Group Study to Explore Risky Ridership among Young Motorcyclists in Manipal, India

Road crash injuries have emerged as a significant public health issue in many low and middle-income countries in recent years. In India, motorized two-wheelers comprise 70% of the vehicle population and are considered the most vulnerable road users. Road crash injury is common among the young-aged population leading to premature deaths. It is essential to understand risky riding behaviors to develop accurate, evidence-based risk reduction programmes that fit the target population’s characteristics and the intervention setting. The current study aims to improve the understanding of the typical characteristics of motorcycle crashes among young riders in India, primarily focusing on the prevalence and role of risky riding behaviors. Five focus group discussions with eight to ten participants in each group (N = 35) were conducted in Manipal, in the Karnataka state of Southwestern India. A thematic analysis was completed using MAXQDA software to identify, analyze, and report on themes within the data. Speeding, riding under the influence of alcohol, and the poor maintenance of motorcycles were indicated as leading causes of crashes. Furthermore, using mobile phones while riding, violations of the traffic rules, and helmet non-use were identified as other risky behaviors among young riders. Future research can be taken up in other settings for the target population. Generational awareness with the involvement of young riders, government authorities, university officials, and the Regional Transport Office can be initiated. Engaging young riders, government authorities, university officials, and the Regional Transport Office through behavioral interventions such as persuasive communication techniques, an active experimental approach (such as the use of a simulator), and regulating the licensing procedure can reduce the number of road crashes.

Relationships between Personality Traits and Brain Gray Matter Are Different in Risky and Non-risky Drivers

Personality traits such as impulsivity or sensitivity to rewards and punishments have been associated with risky driving behavior, but it is still unclear how brain anatomy is related to these traits as a function of risky driving. In the present study, we explore the neuroanatomical basis of risky driving behavior and how the level of risk-taking influences the relationship between the traits of impulsivity and sensitivity to rewards and punishments and brain gray matter volume. One hundred forty-four participants with different risk-taking tendencies assessed by real-life driving situations underwent MRI. Personality traits were assessed with self-report measures. We observed that the total gray matter volume varied as a function of risky driving tendencies, with higher risk individuals showing lower gray matter volumes. Similar results were found for volumes of brain areas involved in the reward and cognitive control networks, such as the frontotemporal, parietal, limbic, and cerebellar cortices. We have also shown that sensitivity to reward and punishment and impulsivity are differentially related to gray matter volumes as a function of risky driving tendencies. Highly risky individuals show lower absolute correlations with gray matter volumes than less risk-prone individuals. Taken together, our results show that risky drivers differ in the brain structure of the areas involved in reward processing, cognitive control, and behavioral modulation, which may lead to dysfunctional decision-making and riskier driving behavior.

An Exploration of Characteristics and Time Series Forecast of Fatal Road Crashes in Manipal, India

Road crashes are the sixth leading cause of death in India. There has been a fourfold increase in the number of road traffic crashes in India in the last four decades and an increase of 9.8 times in the fatalities associated with that exponential increase. Manipal is a coastal place with a population of approximately 50,000 inhabitants lying in between the western Mountain range and the Arabian sea. The study’s objective is to explore the characteristics of fatal road crashes in Manipal from 2008–2018 using the data pertaining to fatal crashes retrieved from the office of the superintendent of police. Furthermore, it aims to forecast crashes by time series analysis prediction. The results show that most of the fatal crashes are due to exceeding the lawful speed limit, followed by driving under the influence of alcohol and going ahead and overtaking. The time series analysis forecasted the number of fatal crashes until the year 2025 and predicted that there will be an increase in the number of fatal road crashes by 4.5%. The results also provide essential leads for initiating specific intervention programmes targeting the causes of fatal road crashes.

Risky motorcycle riding behaviour among young riders in Manipal, India

BACKGROUND

Motorcycles are one of the most commonly used transportation modes in low and middle-income countries. In India, motorized two-wheelers comprise 70% of the total vehicle population, and motorcycle users are considered the most vulnerable road users. It is essential to understand the risky riding behaviour and associated factors among the motorcyclists to develop evidence-based traffic safety programs targeting motorcycle riders. The purpose of the current study was two-fold. First, it aimed to determine the appropriate structure of a modified version of the MRBQ among young riders in Manipal, India. Second, it assessed to what extent MRBQ factors were associated with self-reported crash involvement and violations.

METHODS

The motorcycle rider behaviour questionnaire (MRBQ) is a 43-item scale that assesses five aspects of risky motorcycle rider behaviour, i.e., violations, control errors, traffic errors, stunts, and protective equipment. The MRBQ, along with measures of socio-demographic variables and the number of motorcycle crashes, was filled out by 300 young motorcycle riders who were in the age group of 18-25 years and had been riding for at least the past three years (93% males, 92.3% students).

RESULTS

Five factors emerged out of the MRBQ after an exploratory factor analysis: traffic errors, control errors, stunts, protective equipment, and violations. Cronbach's alpha for these factors ranged from .66 to .82. Reports of performing stunts and committing violations were positively associated with self-reported near-crash experiences over the past three months. Riders reporting stunts, violations and using a motorcycle of 125-200 cc reported having received more fines in the last three months. These findings were confirmed in both univariate and multivariate binary logistic regression models.

CONCLUSION

The study assessed the factor structure of a modified version MRBQ and the extracted factors associations with self-reported crash involvement. The factor structure revealed in the current study is consistent with MRBQ factor structures found in other countries. However, the support for a relationship between MRBQ factors and self-reported crashes was less significant. The findings suggest that if replicated by future studies, local policymakers are advised to focus on the five MRBQ factors while planning future interventions to achieve a reduction in the number of road crashes among motorcyclists.

Simulated and self-reported driving among young adults with and without prenatal cocaine exposure

Objective: This exploratory study aimed to examine associations between executive function and simulated and self-reported driving behavior among young adults with and without a history of prenatal cocaine exposure (PCE).Methods: Young adult drivers with PCE (n = 38) and with no drug exposure (NDE; n = 25) were recruited from an ongoing longitudinal birth cohort study assessing effects of PCE on development (Mean age = 23.7; 60.3% male; 61.9% with a valid U.S. driver's license, 38.1% report independent driving without a license). Participants completed executive function tasks (i.e., the Stop Signal Task and Groton Maze Learning Task) and self-reported driving measures (i.e., Checkpoints Risky Driving Scale (C-RDS)) outside the cab. Average stop signal reaction time(s) measured inhibitory control, number of exploratory errors measured visuo-spatial working memory, and the total C-RDS score measured self-reported risky driving. Participants completed a high-fidelity driving simulation scenario in a miniSim™ ½ cab National Advanced Driving Simulator (NADS) that yielded indicators of driving performance shown in previous research to correlate with inhibitory control (e.g., average speed, standard deviation lane position (SDLP)) and working memory (minimum headway time, lane departures). Multivariate linear regression models tested whether PCE status, licensure status and executive function measures were associated with simulated driving measures or C-RDS, controlling for sex.Results: Multivariate regression models demonstrated inhibitory control, working memory and PCE group status was not significantly associated with driving outcomes. Licensure was significantly associated with total lane departures (β = -0.66, SE = 0.19; p < 0.01) and C-RDS (β = 5.86, SE = 1.4; p ≤ 0.001).Conclusions: This exploratory study suggests that young adults with PCE have similar neurocognitive performance and driving behaviors as their non-drug exposed (NDE) peers. These findings add to the growing literature demonstrating that the effect of PCE on cognitive functions in childhood may not persist to young adulthood. Further research with similar groups of young drivers in a naturalistic driving context (i.e., instrumented vehicles) is needed to more definitively translate and confirm our findings.

Driving ability in patients with dizziness: a systematic review

PURPOSE

The aim of this systematic review was to identify and evaluate studies dealing with driving performance of dizzy patients or patients with a vestibular disorder.

METHODS

A systematic review was performed according to the preferred reporting items for systematic reviews and meta-analysis guidelines. (1) PubMed, Embase, and Cochrane library. (2) Study selection: articles about driving ability and reported driving difficulties in patients with dizziness, or a diagnosed vestibular disorder, were included. (3) Data extraction was performed by two independent authors using predefined data fields: patient's characteristics, diagnostic criteria, sample size, and type of evaluation of driving ability and outcome of the study.

RESULTS

Eight out of 705 articles matched the inclusion criteria but varied widely regarding the study population, study design, and outcome measures. The majority of studies reported a negative impact of dizziness and/or vestibular disorders on self-reported driving ability and car accidents. Yet several studies could not identify any impairment of driving ability.

CONCLUSIONS

Driving ability was negatively affected by dizziness or a vestibular disorder in the majority of included studies with low risk of bias. This systematic review revealed a significant heterogeneity in studies reporting driving performance and contradictory results. We were, therefore, unable to identify a causal relationship between dizziness and driving ability. There is a need for prospective studies in populations with different vestibular disorders using subjective and objective outcome measures that have been validated to evaluate driving performance.

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.

The Relationship Between Cognition and Sensorimotor Behavior in an F1 Driving Simulation: An Explorative Study

Sensorimotor control simultaneously engages multiple cognitive processes, like decision making, intention, processing, and the integration of multisensory signals. The reciprocal relationship of cognition and sensorimotor learning is well documented. However, little is known if the status of cognitive skills relates to immediate sensorimotor performance of performing a novel skill. Thus, we aim to explore whether cognitive skills in general and executive functions (EFs) in particular may relate to novel sensorimotor performance and adaptive skills. Therefore, 23 male participants engaged in a novel driving simulation for 2 days. On the first day, they accustomed to the F1 simulation until meeting a preset threshold (adaption). On the second day, they aimed to drive as fast as possible (performance). In addition, we measured EFs and global cognition. We found meaningful relationships between response inhibition (Stroop Color and Word Test), the driving performance (r = 0.48, p = 0.013), and the adaptive ability (r = 0.34, p = 0.012). All other tests of executive functioning and global cognition remained non-significant. Our results illustrate an association of driving performance and adaptive abilities and the EF selective attention/inhibition in a novel F1 simulation. Given the novelty of the task, the ability to adjust sensorimotor behavior to keep the car on the track seems to be the primary necessary skill to navigate the lap and achieve fast times.

Linking executive functions to distracted driving, does it differ between young and mature drivers?

Distracted driving is a leading cause of traffic accidents. Certain executive functions significantly affect the willingness of distracted driving; however, little research has compared the effects of executive functions on distracted driving behaviors in different aged populations. This study explores and compares the behavioral and cognitive processes underlying distracted driving behaviors in young and mature drivers. A total of 138 participants aged 18–65 years old completed a self-report questionnaire for measuring executive function index and distracted driving behaviors. Independent sample t-tests were conducted for executive functions (motivational drive, organization, strategic planning, impulse control, and empathy) and driving variables to examine any differences between young and mature groups. Partial correlation coefficients and z-score of these comparisons were calculated to compare the differences between age groups. Furthermore, multiple hierarchical regression models were constructed to determine the relative contributions of age, gender, and executive functions on distracted driving behaviors. Results demonstrated the following: (1) Mature drivers performed better for impulse control, the executive function index as well as the measure of distracted driving behavior than young drivers; (2) the relationships between executive functions and distracted driving behaviors did not significantly differ between young and mature drivers; (3) for both young and mature drivers, motivational drive and impulse control were found to significantly improve the prediction of distracted driving behavior in regression models. The findings emphasize that similar behavioral and cognitive processes are involved in distracted driving behavior of young and mature drivers, and can promote a single strategy for driver education and accident prevention interventions for both age groups.

Introducing a multi-variate classification method: Risky driving acceptance among different heterogeneous driver sub-cultures

INTRODUCTION

Heterogeneous driving populations with many different origins are likely to have various sub-cultures that comprise of drivers with shared driver characteristics, most likely with dissimilar traffic safety cultures. An innovative methodology in traffic safety research is introduced which is beneficial for large datasets with multiple variables, making it useful for the multi-variate classification of drivers, driving attitudes and/or (risky) driving behaviours.

METHOD

With the application of multidimensional scaling analysis (MDS), this study explores traffic safety culture in the State of Qatar using a questionnaire and investigates the similarity patterns between the questionnaire items, aiming to classify attitudes towards risky driving behaviours into themes. MDS is subsequently applied to classify drivers within a heterogeneous driving sample into sub-cultures with shared driver characteristics and different risky driving attitudes.

RESULTS

Results show that acceptance of speeding is highest among the young Arabic students and acceptance of distraction and drivers' negligence such as phone use and not wearing a seatbelt is highest among male Arab drivers. Acceptance of extreme risk-taking like intoxicated driving and red-light running is highest among South-Asian business drivers.

CONCLUSION

It is important and practical to understand risky behavioural habits among sub-cultures and thereby focussing on groups of drivers instead of individuals, because groups are easier to approach and drivers within sub-cultures are found to influence each other. By indicating which groups of drivers are most likely to perform specific risky driving themes, it is possible to target these groups and effectively emphasise certain subsets of risky driving behaviours during training or traffic safety education. Practical Applications: This study provides guidance for the improvement of driver education and targeted traffic safety awareness campaigns, intending to make changes to attitudes and habits within specific driver sub-cultures with the aim to improve traffic safety on the longer term.

The neural basis of hazard perception differences between novice and experienced drivers - An fMRI study

The neural mechanisms underlying hazard perception are poorly understood as to how experience leads to better driving skills. In this study we used functional magnetic resonance imaging (fMRI) to examine experience-related changes in brain activation during hazard perception task between novice and aged drivers. Additionally, region of interest (ROI) and seed-to-voxel analyses were conducted to examine experience-related functional connectivity changes during visual attention and saliency networks between novice (n=15, age 22.13 ± 3.38 years years) and experienced (n=16, age 41.44 ± 5.83 years) drivers. Experienced drivers had significantly lower hazard perception reaction time (1.32 ± 1.09 s) and miss rates (11.42 ± 8.36 %) compared to the novice (3.58 ± 1.45 s and 39.67 ± 15.72 %, respectively). Blood oxygen level dependent (BOLD) activation increased in occipital, parietal and frontal areas when executing hazard perception task in both groups. In general, during the task execution, experienced drivers showed greater activation in the occipital lobe, supramarginal gyrus (SMG), right anterior insular cortex (AIC), anterior cingulate cortex (ACC) and cerebellar regions compared to the novice drivers indicating more efficient visual attention and decision-making process during hazard perception task. Seed based functional analyses during the hazard perception task revealed greater connectivity between the ACC and the entire salience network (visual attention network) in the experienced group. Additionally, ACC had higher functional connectivity with the right frontal eye field (FEF), bilateral intraparietal sulcus (IPS) and lateral occipital areas in the experienced group. Our results suggest that better hazard perception in the experienced drivers is due to increase in the activation of executive attention regions and higher functional connectivity between bilateral occipital cortices and salience network. In conclusion, better hazard perception is highly dependent on emotional awareness, perception of motion velocity, spatial representation of the environment and executing control.

Working Memory Development and Motor Vehicle Crashes in Young Drivers

IMPORTANCE

Adolescent drivers have the highest rate of motor vehicle crashes, and among equally novice drivers, crash risk is inversely age graded. Working memory (WM), crucial to driving hazard awareness, is also age graded, with ongoing development into late adolescence. Variability in WM capacity and growth trajectory positions WM as a candidate crash risk factor for study, clinical screening, and possible preventative intervention.

OBJECTIVE

To test the association between crashes and differential WM development.

DESIGN, SETTING, AND PARTICIPANTS

This prospective cohort study used data from a longitudinal cohort of 118 community youth in Philadelphia, Pennsylvania. Working memory and other risk factors were measured annually from age 11 to 13 years (prelicensure, in 2005) to 14 to 16 years (in 2009), and again at 18 to 20 years (in 2013). In 2015, a follow-up survey of driving experience identified 84 participants who had started driving. Latent growth curve modeling was used to examine the association between variability in the baseline (intercept) and developmental trajectory (slope) of WM and the crash outcome.

MAIN OUTCOMES AND MEASURES

Self-reported crashes were the primary outcome. Variability in the relative growth of WM development along with traits and behaviors associated with risky driving were assessed.

RESULTS

Of 84 participants (39 [46%] male; mean [SD] age, 20.46 [1.09] years), 25 (29.8%) reported they had been involved in at least 1 crash. Controlling for other crash risk factors, the model indicated that variation in the linear slope of WM growth was inversely associated with reporting a crash (b = -6.41; SE = 2.64; P = .02). Crashes were also associated with reckless driving behavior (b = 0.40; SE = 0.18; P = .03). Variation in the intercept of WM was not associated with crashes (b = -0.245; SE = 0.67; P = .72).

CONCLUSIONS AND RELEVANCE

The results suggest that a relatively slower WM growth trajectory is associated with young driver crashes. Routine assessment of WM across adolescence may help to identify at-risk teen drivers and opportunities for providing adaptive interventions (eg, driving aids or training) that can address limitations in WM-related skills that are critical for safe driving.

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.

Adolescent Risk Behavior: Differentiating Reasoned And Reactive Risk-taking

Although explanatory models of adolescent risk behavior have predominantly focused on adolescents' limited ability to self-regulate impulsive and/or reward-driven behavior (reactive risk behavior), recent arguments suggest that a significant proportion of adolescent risk behavior may actually be strategic and planned in advance (reasoned risk behavior). The present study evaluates hypothesized predictors of reasoned versus reactive risk behavior using self-reported and neurocognitive task data from a large, diverse adolescent sample (N = 1266 participants; N = 3894 risk behaviors). Participants' mean age was 16.5 years (SD = 1.1); 56.9% were female, 61.9% White, 17.1% Black, 7.0% Hispanic, and 14.1% other race/ethnicity; 40% were in 10th grade, 60% in 12th grade. As hypothesized, reasoned risk behavior (compared to reactive risk behavior) was associated with higher levels of sensation seeking, better working memory, greater future orientation, and perceiving risk behavior to be more beneficial than risky. These results support the distinction between reasoned and reactive risk behavior as meaningful subtypes of adolescent risk behavior and challenge prevailing frameworks that attribute adolescent risk behavior primarily to poor response inhibition.

The impairing effects of mental fatigue on response inhibition: An ERP study

Mental fatigue is one of the main reasons for the decline of response inhibition. This study aimed to explore the impairing influence of mental fatigue on a driver's response inhibition. The effects of mental fatigue on response inhibition were assessed by comparing brain activity and behavioral indices when performing a Go/NoGo task before and after a 90-min fatigue manipulation task. Participants in the driving group performed a simulated driving task, while individuals in the control group spent the same time watching movies. We found that participants in the driving group reported higher levels of mental fatigue and had a higher percentage of eye closure and larger lateral deviations from their lane positions, which indicated there was effective manipulation of mental fatigue through a prolonged simulated driving task. After manipulation of mental fatigue, we observed increased reaction time and miss rates, delayed NoGo-N2 latency and Go-P3 latency, and decreased NoGo-P3 amplitude, which indicated that mental fatigue may slow down the speed of the inhibition process, delay the evaluation of visual stimuli and reduce the availability of attentional resources. These findings revealed the underlying neurological mechanisms of how mental fatigue impaired response inhibition.

Measuring working memory load effects on electrophysiological markers of attention orienting during a simulated drive

Intersection accidents result in a significant proportion of road fatalities, and attention allocation likely plays a role. Attention allocation may depend on (limited) working memory (WM) capacity. Driving is often combined with tasks increasing WM load, consequently impairing attention orienting. This study (n = 22) investigated WM load effects on event-related potentials (ERPs) related to attention orienting. A simulated driving environment allowed continuous lane-keeping measurement. Participants were asked to orient attention covertly towards the side indicated by an arrow, and to respond only to moving cars appearing on the attended side by pressing a button. WM load was manipulated using a concurrent memory task. ERPs showed typical attentional modulation (cue: contralateral negativity, LDAP; car: N1, P1, SN and P3) under low and high load conditions. With increased WM load, lane-keeping performance improved, while dual task performance degraded (memory task: increased error rate; orienting task: increased false alarms, smaller P3). Practitioner Summary: Intersection driver-support systems aim to improve traffic safety and flow. However, in-vehicle systems induce WM load, increasing the tendency to yield. Traffic flow reduces if drivers stop at inappropriate times, reducing the effectiveness of systems. Consequently, driver-support systems could include WM load measurement during driving in the development phase.

Can Youth with Autism Spectrum Disorder Use Virtual Reality Driving Simulation Training to Evaluate and Improve Driving Performance? An Exploratory Study

Investigate how novice drivers with autism spectrum disorder (ASD) differ from experienced drivers and whether virtual reality driving simulation training (VRDST) improves ASD driving performance. 51 novice ASD drivers (mean age 17.96 years, 78% male) were randomized to routine training (RT) or one of three types of VRDST (8-12 sessions). All participants followed DMV behind-the-wheel training guidelines for earning a driver's license. Participants were assessed pre- and post-training for driving-specific executive function (EF) abilities and tactical driving skills. ASD drivers showed worse baseline EF and driving skills than experienced drivers. At post-assessment, VRDST significantly improved driving and EF performance over RT. This study demonstrated feasibility and potential efficacy of VRDST for novice ASD drivers.

Linking mind wandering tendency to risky driving in young male drivers

Risky driving is a significant contributor to road traffic crashes, especially in young drivers. Transient mind wandering states, an internal form of distraction, are associated with faster driving, reduced headway distance, slower response times, reduced driver vigilance, and increased crash risk. It is unclear whether a trait tendency to mind wander predicts risky driving, however. Mind wandering is also associated with poor executive control, but whether this capacity moderates the putative link between mind wandering tendency and risky driving is uncertain. The present study tested whether mind wandering tendency predicts risky driving behaviour in young male drivers aged 18-21 (N=30) and whether this relationship is mediated by driver vigilance and moderated by executive control capacity. Mind wandering was measured with the Sustained Attention to Response Task (SART) and the Daydreaming Frequency Scale (DDFS). Risky driving was assessed by mean speed in a driving simulator and driver vigilance was quantified by horizontal eye movements measured with eye tracking. Results showed that greater mind wandering tendency based on SART performance significantly predicts faster mean speed, confirming the main hypothesis. Neither driver vigilance mediated nor executive control capacity moderated this relationship as hypothesized. These findings speak to the complexity of individual differences in mind wandering. Overall, mind wandering tendency is a significant marker of risky driving in young drivers, which could guide the development of targeted interventions.

Executive function and dangerous driving behaviors in young drivers

The purpose of the present study was to investigate the behavioral and cognitive processes underlying dangerous driving behaviors. We used a survey to assess levels of executive function in college students. The sample consisted of 59 males and 77 females and their age ranged from 18 to 24. We stratified the students into two groups based on executive function scores and compared the extent to which each group engaged in four dangerous driving behaviors (texting while driving, driving without a seat belt, driving while intoxicated, and speeding) as well as how often they experienced three negative driving outcomes (crashes, pulled over, and ticketed). We also investigated how these driving behaviors and outcomes are correlated with subcategories of executive function. The results show that students with a low level of executive function were more likely to engage in dangerous driving behaviors and more likely to experience negative driving outcomes. The results also show that texting while driving, driving while intoxicated, and speeding were most strongly correlated with the executive function subcategory of Impulse Control, whereas driving without a seat belt was most strongly correlated with the executive function subcategory of Strategic Planning. These results suggest that different behavioral or cognitive processes are involved in different dangerous driving behaviors and different interventions may be needed to target each underlying process.

Executive Function Capacities, Negative Driving Behavior and Crashes in Young Drivers

Motor vehicle crashes remain a leading cause of injury and death in adolescents, with teen drivers three times more likely to be in a fatal crash when compared to adults. One potential contributing risk factor is the ongoing development of executive functioning with maturation of the frontal lobe through adolescence and into early adulthood. Atypical development resulting in poor or impaired executive functioning (as in Attention-Deficit/Hyperactivity Disorder) has been associated with risky driving and crash outcomes. However, executive function broadly encompasses a number of capacities and domains (e.g., working memory, inhibition, set-shifting). In this review, we examine the role of various executive function sub-processes in adolescent driver behavior and crash rates. We summarize the state of methods for measuring executive control and driving outcomes and highlight the great heterogeneity in tools with seemingly contradictory findings. Lastly, we offer some suggestions for improved methods and practical ways to compensate for the effects of poor executive function (such as in-vehicle assisted driving devices). Given the key role that executive function plays in safe driving, this review points to an urgent need for systematic research to inform development of more effective training and interventions for safe driving among adolescents.

Mechanisms behind distracted driving behavior: The role of age and executive function in the engagement of distracted driving

Performing secondary tasks, such as texting while driving, is associated with an increased risk of motor vehicle collisions (MVCs). While cognitive processes, such as executive function, are involved in driving, little is known about the relationship between executive control and willingness to engage in distracted driving. This study investigated the relationship between age, behavioral manifestations of executive function, and self-reported distracted driving behaviors. Executive difficulty (assessed with the BRIEF-A) as well as demographics (age and gender) was considered as possible predictors of engagement in distracted driving behaviors. Fifty-nine young, middle, and older adults self-reported executive difficulty and weekly engagement in distracted driving behaviors. Results revealed that while partially accounted for by age, global executive difficulty was uniquely related to engagement in distracted driving behaviors. Older age was associated with fewer weekly self-reported distracted driving behaviors while higher self-reported executive difficulty was associated with more frequent weekly engagement in distracted behavior. No significant differences were found between young and middle-aged adults on distracted driving behaviors. Findings conclude that distracted driving is a ubiquitous phenomenon evident in drivers of all ages. Possible mechanisms underlying distracted driving behavior could potentially be related to deficits in executive function.

Investigating risky, distracting, and protective peer passenger effects in a dual process framework

Prior studies indicated higher collision rates among young novice drivers with peer passengers. This driving simulator study provided a test for a dual process theory of risky driving by examining social rewards (peer passengers) and cognitive control (inhibitory control). The analyses included age (17-18 yrs, n=30; 21-24 yrs, n=20). Risky, distracting, and protective effects were classified by underlying driver error mechanisms. In the first drive, participants drove alone. In the second, participants drove with a peer passenger. Red-light running (violation) was more prevalent in the presence of peer passengers, which provided initial support for a dual process theory of risk driving. In a subgroup with low inhibitory control, speeding (violation) was more prevalent in the presence of peer passengers. Reduced lane-keeping variability reflected distracting effects. Nevertheless, possible protective effects for amber-light running and hazard handling (cognition and decision-making) were found in the drive with peer passengers. Avenues for further research and possible implications for targets of future driver training programs are discussed.

Safe driving and executive functions in healthy middle-aged drivers

The introduction of the point system driver's license in several European countries could offer a valid framework for evaluating driving skills. This is the first study to use this framework to assess the functional integrity of executive functions in middle-aged drivers with full points, partial points or no points on their driver's license (N = 270). The purpose of this study is to find differences in executive functions that could be determinants in safe driving. Cognitive tests were used to assess attention processes, processing speed, planning, cognitive flexibility, and inhibitory control. Analyses for covariance (ANCOVAS) were used for group comparisons while adjusting for education level. The Bonferroni method was used for correcting for multiple comparisons. Overall, drivers with the full points on their license showed better scores than the other two groups. In particular, significant differences were found in reaction times on Simple and Conditioned Attention tasks (both p-values < 0.001) and in number of type-III errors on the Tower of Hanoi task (p = 0.026). Differences in reaction time on attention tasks could serve as neuropsychological markers for safe driving. Further analysis should be conducted in order to determine the behavioral impact of impaired executive functioning on driving ability.

Association Between Executive Function and Problematic Adolescent Driving

OBJECTIVE

Motor vehicle collisions (MVCs) are one of the leading causes of injury and death for adolescents. Driving is a complex activity that is highly reliant on executive function (EF) to safely navigate through the environment. Little research has examined the efficacy of using self-reported EF measures for assessing adolescent driving risk. This study examined the Behavior Rating Inventory of Executive Function (BRIEF) questionnaire and performance-based EF tasks as potential predictors of problematic driving outcomes in adolescents.

METHODS

Forty-six adolescent drivers completed the (1) BRIEF, (2) Trail Making Test, (3) Backwards Digit Span, and (4) self-report on 3 problematic driving outcomes: the number of times of having been pulled over by a police officer, the number of tickets issued, and the number of MVCs.

RESULTS

Greater self-reported difficulty with planning and organization was associated with greater odds of having a MVC, whereas inhibition difficulties were associated with greater odds of receiving a ticket. Greater self-reported difficulty across multiple BRIEF subscales was associated with greater odds of being pulled over.

CONCLUSION

Overall findings indicated that the BRIEF, an ecological measure of EF, showed significant association with self-reported problematic driving outcomes in adolescents. No relationship was found between performance-based EF measures and self-reported driving outcomes. The BRIEF could offer unique and quick insight into problematic driving behavior and potentially be an indicator of driving risk in adolescent drivers during clinical evaluations.